15 minutes ago, guenseli said:

Yes, 3 hours e.g.

 

I fly always with live weather and here we had the last days always between 0 and 10 °C. Higher temps I have no experience till now.

PMDG DC-6, sorry to say that, does not have a real complex engine simulation. It is far away from A2A.
So, I can't say how and if the B247D is realistic as I'm no real pilot, but I know and learned a lot with A2As addons and for me the B247D feels reliable.

Will test in warmer climates now ...

I'm also using live weather and right now  area were I fly  temperature ranging +11C to  +28C at surface

P.S. I flew and instructed in most A2A airplanes IRL. They are great but there is always something  I can word not allowed a bout LOL

Dumb question: feathering is not activated 🤔

1 hour ago, guenseli said:

 

As far what I have read not on every version, especially the early ones.
 

True, but this is depicting a late variant.

2 hours ago, sd_flyer said:

Just curious did you have flight longer than 1 hours?  Carb temperature more than 100F is always causing fire on my end. I actually had more luck flying without touching carb heat at all. I predominately fly in California, Arizona, Nevada in MSFS. I tried to use SAE30/50 with completed oil change (as per manual) but result is the same 😞

I'm pretty sure I've been careful with power setting and engine gauges monitoring. My oil rarely above 110F. In fact predominately stay cool even when I do runup for 10 minutes with oil cooler closed. In my experience oil warms up a bit after 20-30 minutes. of cruise with oil coolers shut If open oil cooler just a bit oil temps drops dramatically. I have never experience anything like that IRL (I flew many airplanes build in late 40th, 50th, 60th, 70th). Perhaps most frustration part is when engine quit or goes on fire there is no way to find out what was a cause. All I can see is one message " engine fail please restart". I can manage DC-6 manually for hours but I can't B247D for more than 20 minutes. Very frustrating!

 

All of my last few flights have been 2.5hrs +. Not because I can't keep her flying longer than that, but do to that being about the amount of time I have to fly after work. 

I agree with all of the parameter points that guenseli makes above. I've found the most critical engine number to be the oil psi. 75-100 preferred, but down to 60 for extended amounts of time seems to not cause any issues. As I mentioned in the earlier post, even when she pegged out at 120+psi, I was still able to save her by bringing that pressure down by heating up the oil/engines thru use of the oil shutters and the carb heat. Also on one occasion when I thought I needed more heat quickly, I upped the RPMs for a bit until I saw the oil pressure drop back down to acceptable.

From what I've seen the CHT doesn't seem too critical or sensitive as far as keeping the engines safe. Leaving Ushuia a few days ago heading north, the OAT stayed around 40 with the CHT staying close to 100. The last couple of days farther north in South America, the OAT has been near 60 in the day with CHT close to 200. In all of these flights I never worried about the CHT, only the oil pressure and keeping it above 60 and below 100. 

For cruise I've been using the 27"-29" & 2200rpm setting from the clipboard. 

From what I've seen it seems the aircraft is also sensitive to the OAT. On the last couple of flights, at just before and after sunset, as the OAT dropped, I had to pay a little more attention to the oil psi, until the OAT settled. On the other hand when flying during the day when the OAT is stable and I stay at the same altitude during the flight, watching the oil psi isn't so intensive.

And yes, to another point that guenseli made, pausing long enough will damage the engines. 

 

Forest

P.S. As far as auto-pilot, I think all aircraft including those without them in RL, should at the very least be able to Alt & Hdg hold using the default keyboard commands.

 

 

 

Edited April 6, 20224 yr by FAC257

@Stoopy- Excellent storytelling. And as the developer of the RadioRange add-on, hugely rewarding to read your unprepared but successful RadioRange flight in low-viz. Well done! From the screenshots you seem to be using the Google-maps plugin, correct?

28 minutes ago, FAC257 said:

All of my last few flights have been 2.5hrs +. Not because I can't keep her flying longer than that, but do to that being about the amount of time I have to fly after work. 

I agree with all of the parameter points that guenseli makes above. I've found the most critical engine number to be the oil psi. 75-100 preferred, but down to 60 for extended amounts of time seems to not cause any issues. As I mentioned in the earlier post, even when she pegged out at 120+psi, I was still able to save her by bringing that pressure down by heating up the oil/engines thru use of the oil shutters and the carb heat. Also on one occasion when I thought I needed more heat quickly, I upped the RPMs for a bit until I saw the oil pressure drop back down to acceptable.

From what I've seen the CHT doesn't seem too critical or sensitive as far as keeping the engines safe. Leaving Ushuia a few days ago heading north, the OAT stayed around 40 with the CHT staying close to 100. The last couple of days farther north in South America, the OAT has been near 60 in the day with CHT close to 200. In all of these flights I never worried about the CHT, only the oil pressure and keeping it above 60 and below 100. 

For cruise I've been using the 27"-29" & 2200rpm setting from the clipboard. 

From what I've seen it seems the aircraft is also sensitive to the OAT. On the last couple of flights, at just before and after sunset, as the OAT dropped, I had to pay a little more attention to the oil psi, until the OAT settled. On the other hand when flying during the day when the OAT is stable and I stay at the same altitude during the flight, watching the oil psi isn't so intensive.

And yes, to another point that guenseli made, pausing long enough will damage the engines. 

 

Forest

P.S. As far as auto-pilot, I think all aircraft including those without them in RL, should at the very least be able to Alt & Hdg hold using the default keyboard commands.

 

 

 

What oil grade do you use? I only tried SAE30 and 50. Carb temperature is very odd. It's low every time even when I fly in OAT 30-40C. As soon as I put carb heat it goes above 100F and quickly causes engine fire. So keep carb temp above 100 is quick engine fire for me.

I cruise 28'' 2100 rpm. After 20 minutes or so both engine quite. Temps are in order I'm absolutely clueless why. It almost if you guys fly different build from mine! LOL

So far, I've only used the SAE30. That's with a few short exploration flights in Antarctica and then moving north through SA. All of the SA flights the OAT has ranged from 40 to 60. The only time I use carb heat is when I see the oil pressure starting to look like it is going over 100psi. Even then the lever adjustments are almost microscopic. I move the lever a tiny bit and then watch the oil psi for the change. Both oil shutter and carb heat adjustments are very tiny and then wait to see the effect on the oil psi. 

The psi changes are pretty slow to start showing on the gauge, so I don't try to chase the needle with more changes until it settles after each adjustment. 

Forest

 

 

Edited April 6, 20224 yr by FAC257

Quote

I believe the C.W. stands for Continuous Wave. As I understand, In radio, morse code uses a carrier wave that is continuously on and an oscillator is used to place tones onto the wave. The tones are the dits and dahs of morse code. The C.W. switch uses a filter so you can hear the dits and dahs. Turning the C.W. switch off removes the filter and allows the radio to receive an amplitude modulated signal. I.e. A.M. radio.

Found this on reddit.

OK guy so I decided to reinstall B247D completely. I tried to make a test flight. SAE50 in LAS VEGAS basin. OAT +80C. First of all engine no longer catch fire with carb heat on. Carb heat needed to be on from the start to keep carb temp >100F. I did about 40 minute flight. Oil temps were low for the first  15-20 min or so. I was cruising at 8000 ft over Vegas 27'' 2000RPM. No fire no engine quits. Finger crossed. Will try again later

 

 

 

Hint: type 'S' after engines fail.

3 hours ago, CaptainSpeaking said:

@Stoopy- Excellent storytelling. And as the developer of the RadioRange add-on, hugely rewarding to read your unprepared but successful RadioRange flight in low-viz. Well done! From the screenshots you seem to be using the Google-maps plugin, correct?

Well it's very cool to meet you and I'm glad you enjoyed hearing about what will be the first of my many planned escapades with this fantastic package!  I plan on slowly expanding my knowledge on radio navigation after this outing.  I hope my comments about the very detailed tutorial weren't taken in a negative way.  It's quite thorough but I am a learn-by-doing kind of person. I plan on checking out the Discord channel mentioned in the tutorial very soon, see you there!

I am using stock MSFS Bing scenery, no Google maps addon.  The California shoreline looks improved over default thanks to misterccoffee1's various water fixes at flightsm.to - highly recommended and he has done quite a few, here are the two that figured prominently in the screenshots:

https://flightsim.to/file/21307/water-fix-los-angeles-county-california-usa

https://flightsim.to/file/22774/water-fix-santa-barbara-county-california-usa

Congratulations on what I hope is a highly successful release for the team!

🤙🍺

Edited April 7, 20224 yr by Stoopy

11 hours ago, sd_flyer said:

OK guy so I decided to reinstall B247D completely. I tried to make a test flight. SAE50 in LAS VEGAS basin. OAT +80C. First of all engine no longer catch fire with carb heat on. Carb heat needed to be on from the start to keep carb temp >100F. I did about 40 minute flight. Oil temps were low for the first  15-20 min or so. I was cruising at 8000 ft over Vegas 27'' 2000RPM. No fire no engine quits. Finger crossed. Will try again later

 

This is complete conjecture but maybe a state saving issue was causing your glitch? Hopefully whatever the issue was Otmar will stamp it out in the first patch. At any rate I hope you are sorted b/c it is a really fun aircraft. I do agree that some sort of automated copilot would be cool. I am not sure how difficult that is to code but I am sure that if it is implemented it will be done with the same immersive style as the rest of the plane.  

They could use the 3 abandoned radio switches to set a basic HDG and ALT holding AP maybe.

As I'm flying only in VR, I was thinking to build an Excel sheet based on the Radio CSV supplied, that would contains additionally  the morse ident of stations and more important, an information to identify which letter 'A' or 'N' code is expected along the 4 angle sectors. While I was starting to build manually that list from the Pdf diagram of each one (693 stations to do🤪), I found a common rule that seems to apply to all of them and void need for such list in a first approach:

• select the more northbound radial of a station inside [271 ; 89] angle range
• if radial is in the left/bottom part [0 ; 89] then letter is 'A' if you rotate in the adjacent sector clock wise.
• If radial is in the right/bottom part [271 ; 1] the letter is 'N'

So if I'm not wrong, it's easy to fly without need of the whole Pdf and guess which morse signal to expect along inbound radial sector.

Sorry if it was obvious for all of you. 

Looks like reinstall cured all my problems! 1.5 hours KLAS KLAX and counting! Happy camper here !:)