Warnings now going off!
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Thanks, you’re a great help, not!!
I dont have an emergency checklist as still working my way through the normal checklist!
Lost the engine as I was descending but the absolutely brilliant thing is that although I have practiced engine failures before on other aircraft this was my first real time emergency oh ---- what do I do??? And thats all thanks to your brilliant product.
Got down to FL180 and knew enough to do an engine re-start and (thankfully) didnt burn the starter and must have warmed up the fuel enough for it to restart.
Definitely my most rewarding flight so far and the macaroons are fine.
Still need to land…..
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Well done! hope you loved the experience! I am so happy someone got to see this failure, I put lots of love and effort on it.. and it is based in real world experiences from pilots and other airplanes that had these issues..
Thanks for your support and buying FSR500..
Best,
Raul
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Hi folks,
could one of the pros please tell me if my settings are about right for a 3 hour flight at 24.000 ft? I mean NG etc.
One question at this point: is there somewhere you can read off how long or how far you can fly with the available fuel? Or do you need a calculator for this?
Thanks in advance.
Obviously depends on the winds aloft at FL240. Check your SimBrief OFP weather section or the route will give forecast wind at each waypoint. But yes, cruising at 1000 lb-ft will give you good endurance. There are ways of calculating optimal endurance, but it’s pretty complex and didn’t make the cut in the v1.0 manual
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While we are on the topic of fuel is there a recommended max time at FL300 due to fuel icing? Or a temp to start descent at?
Because my fuel and time calculations etc were all based on the cruise being at FL300.
You are OAT limited, so there are days you can stay up there as long as you want.. but watch ITT, because if it is too warm, at 30000ft what happens is, because the air is so thing.. it cannot keep the engine cool, and your ITT can raise well above recommended levels, sometimes to the RED line, forcing you to drop the torque.
So it all depends on how cold it is or how warm it is.. at ISA 0, you pretty much safe.. the manual have all the performance tables, and will tell you depending on the ISA on ground what’s the max you can go up to stay safe not only on ITT, but fuel temp.
Hope this helps,
Raul
Full engine start, hot start, engine start abort, dry motoring & repair & starter/generator fail tutorial from the beta testing team (ok, me).
This is what you need to watch if you cant get it started and don’t know why or if you want to understand why you have to do certain things on the checklist
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Thats great thanks Raul, I will also take in to consideration the OAT and use the performance tables when flight planning and not just rely on simbrief!
Absolutely fantastic to have another realistic factor to take in to consideration when flight planning and a lot to keep your eye on while flying.
Thanks again for a brilliant product.
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If you find the whole hot start thing a bit of a mystery, this excellent video will make the whole thing make sense. On my three flights so far I have simply followed the checklists and had perfect starts but, now I know WHY I am following the checklists.
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Exactly. But that’s why it take 34 minutes to explain…not 2!
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This was my first somewhat longer flight today and I miscalculated a little about the fuel. After more than 3 hours of flying time (EDTY - EGNX) there were 4 gallons left at the end … that’s what I call economical 
Ok, next time I will calculate more generously.
Every flight with this bird is a great experience. 
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offt! I think you definitely broke some CAA rules there! It’s usually the opposite issue with SimBrief - it allows too much for the diversion etc and you land with plenty… . I’ve got my own customised SB profile to better reflect GA requirements and not the airliner-default SB uses. But yes - this is kind of the whole point about the FSR500 - the systems and modeling is all about helping make good planning decisions and then executing them well, just like IRL (and their being consequences if you don’t). If you do that and throw in respecting the weather (even if MSFS doesn’t really do icing and CB properly) you can get some really interesting planning scenarios going. Then go do it on Vatsim… Thats when you start to appreciate the automation and all the things that help you cope.
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Any chance you can share that profile or what changes you made to the default SB profile? I noticed that as well that it was having me load what seemed like an excessive amount of fuel for a low fuel burn / short flight.
Is a setting when you create the flight, reserve fuel, contingency, and alternate, etc. SB is treating everything like an airliner under FAA / EASA rules, where in reality small airplanes like this GA under a private flight, don’t use those rules, they vary from country to country.
Reduce the contingency fuel, etc. and you will be fine.
R.
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Essentially I’ve just gone for a 45-minute reserve. What this needs to be varies country-by-country.
Also, I increased the maximum fuel to 1267lbs, as that is what 190 gallons of Jet-A1 weighs at a standard density conversion of 6.67.
The SB fuel burn values match perfectly. It only ever needs fuel factor of 0
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Just read the FSReborn FSR500 Manual in total which tbh is pretty much a rarity for me.
Very good job imo to those members of the team who were reponsible for preparing it. Not sure who did it but the accompanying manual was a very worthy compliment to a great product.
It is not only a good guide on the FSR500 but also very well explains in layman’s terms other aspects which a lot of other devs would consider outside the remit of an aircraft User Guide.
Not sure if I have ever commented on a User Guide before but very happy to do so on this occasion.
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I only fly VATSIM with my little DA40 so far, I know this aircraft in my sleep … I don’t dare to try it with the M500 yet … but I’m sure that will come … some day.
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