Looking at the default DC-3 checklist I have a few questions and was wondering if any fellow simmer would like to help out it what or how it is meant.Before Start/Spring Latch...latchedQ1) I know where it is but what does it do?Cowl Flaps...open&offQ2) I dont understand what is meant by the "off" part?Engine reset Manifold Pressure...notedQ3) what am I looking for and noting on this and what should be good or bad?Engine Run-Up/Feathering...Check(un-feather after 200rpm drop)Q4) How is this done? When I pull on the feather handles I then have to restart the engines?Thanks in advance for any help on this.NP

Theres no one who can help me out with any of these 4 questions? Little help please guys.NP

Hi Nathan,Well, I think I can answer one of your questions. About the manifold pressure, I think the general idea is to make sure that it's not in the yellow or red areas. The term "noted" may have originated from original checklists, since in the old days pilots kept very detailed logs of engine readings (by hand, of course). If you're interested in the DC-3 flying experience in general, I'd also recommend you take a look at the book "North Star Over my Shoulder", by Captain Bob Buck. You can get it at any bookstore and it provides a great look at the real world side of DC-3 flying along with other aviation stories of Captain Buck's life.Regards,MarcMarc Gibson

NathanIf you're interested in the DC-3, have a look at www.douglasdc3.comTrevor Morson's site not only has detailed instructions on how to fly the DC-3 for real (which will help you a lot in flightsim), but he has also recently posted a modified AIRCRAFT.CFG for the FS2004 'plane that you may find better than the default.Mark "Dark Moment" BeaumontP.S. He has also improved the checklist.http://www.swiremariners.com/newlogo.jpg

Trevor's site has by far the most accurate "how to's". Haha, I never heard of opening cowl flaps before starting engines...is that to let the sparrows nesting in there escape? :-) (have to do it with a stick anyway, they're hydraulic and your engine is in the "off" posiiton.)

Thanks Marc and Mark. Thing is I'm going to start flying the DN to SLC historical flight tomorrow (Sunday) in real time. I've been doing touch and go's in Denver and feel good about taxi (now with the new config file) and landing but am a little worried about take-offs. Seems like I eat up a lot of runway to get this bird aloft in Denver. I have Fuel set to 120 gal and the pax load heavy. Not sure how the pax load is in the adventure flights but do worry about my take-off rolls. Last thing I want to do is crash this thing and I also dont want to do any redo's. So I'm also now asking for advise about high alt flying the DC-3 and any tips. Many thanks.NP

Don't forget flaps and go by KIAS, run the engines up just as you let off the brakes, keep your climb rate modest and get the gear up when over 92-95. Take off EAST out of Denver..less mountains til you get altitude.

Thanks. THe flight plan has me headed south out of DEN so alt is no worries but its all the other fields I have to land at that worry me.Canyon City with an alt of 5439 longest rwy 5399 *yikes*NP

Canyon City?

What a name.

Sorry for the typo its Canon City. Why I added the Y you ask...why I dont know.NP

The Denver to Salt Lake City historical site is interesting.Things are routine to dull until you leave Pueblo, Colorado for Canon City, Colorado.Actually getting from Pueblo to Canon City is a no sweat flight. But, leaving Canon City and arriving at Gunnison is a whole different matter. The DC-3 is straining all the way to get to 12,000 feet, a MSA on this flight if there ever was one.Following the canyons and passes through the mountains, as directed in the flight notes to get to Gunninson. After that it's smooth sailing to Salt Lake City. (via Montrose and Grand Junction, et. al. If I remember correctly.)If you have mesh terrain installed, the flight is a little easier because the default MS scenery for that neck of the woods is a little vague.Regards,DonaldS