metzgergva

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About metzgergva

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    PMDG DC-6 Flight Dynamics

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  1. metzgergva

    EFB Runway database update

    Dan, as said in my post I already deleted the PANC file from ORBX SAK. Anyhow, deleting the ARPT_RWY.dat file cured the issue! Thanks for your help.
  2. metzgergva

    EFB Runway database update

    Well I ran into the same issue but cannot fix it. I have Cycle 1811 installed and the latest Version of PANC, which shows in P3Dv4 in the Airport Menu for PANC the RWY 15. When I load the B737 all is good. When I load the B747-8F I get an error on the DEP page in the FMS https://www.dropbox.com/s/2tbelct9m09d2wh/PANC_RWY-empty.jpg?dl=0 I checked for double AFCAD and deleted the one for PANC in ORBX SAK. Any idea to look out for?
  3. metzgergva

    Steeper descent profile

    I have discussed and experienced may approaches with the DC-3 and also the Connie (which flies similar to the DC-6), but have no RW DC-6 experience. But we had great discussions with the pilots from the Red Bull DC-6. The Rule of Thumb "MP > RPM/100" certainly has a safety marging included for the fact that you may have a wind change or gust which would short term impact the actual speed over the props. I also learned that ist is more important to stick to it when you flying during the approach with higher speeds, then on final. Actually there are a bit different philosophies among the DC-3 pilots and the european pilots use a bit a different profile to slow down than the US ones. The difference is that we try to avoid RPM below 2000 as the engines get a bit rough there. So we stick with minimum 20/2000, while US pilots also fly 17/1700, if needed. Also important is that the rule is more stricktly to be imposed on high speeds resulting in more torque driving an engine and damaging the gear versus when you are on final with just 100 kts. In any case, we plan with 300 ft/min for decent and 500 ft/min as maximum in case of tailwind. Also as this is more convinient for passengers for a non pressurised plane. The DC-3 has very low flaps limits and we apply 1/2 below 100 kts. That is a big difference to the DC-6 with a smaller first step allowed at 174 and you can follow with steps to 20 and 30 degrees quickly if needed. Plus the limit of 170 for the landing gear. So in essence for an approach into an airport you just need to slow down to 170 on a few miles horizontal during the approach pattern, but you need to set flaps/gear to follow a 3 degree glide.
  4. metzgergva

    Steeper descent profile

    I can only talk about my RW flights on the DC-3, which has a similar descent profile. They key is in the diagram on an approach and you will see there that you slow down in the pattern early and use flaps and gear to accomodadate to descending. You can basically fly any VFR pattern used for larger GA aircraft like a Piper Chieftain. Here is an extract from my DC-6 Flying Guide: A good pattern speed with 20° flaps configuration would typically be 125 kts (Vref+35) for downwind and 105 kts (Vref+15) for base leg which you get by setting flaps to 30°. The engine settings are then similar to what you used during a shallow descent making it easy not to change engine setting too much. Best practice is in fact to keep the engines in a small window around 30 in for level flight down to 25 in during a descent with RPM at 2000. When you turn on final you drop the gear and increase RPM to 2300 1/min. Again vary MAP between 28 in for flaps 20° and 30 to 32 in for flaps 40 to 50° for matching final approach speed. Therefore, speed management during approach and landing should be managed by adding drag from lowering flaps and gear and not changing engine setting beyond those small adjustments. Now when approaching larger airports like Zürich or Geneva in the DC-3, we use the VFR entry points or may get radar vectors to be established on the approach 3 miles out so that we can fly a 3° descent with 500 ft/min at 100 kts. We always need to remind the tower that we have an 80 kts final speed and that they need to keep enough space behind us. Also that they can alow aircrafts departing longer as we come in sooo slow. In the beginning of the DC-3 times in GVA , I have see two go arounds behind us and 5 planes at the holding points. Now all tower ATC know us well. Not much difference for the Connie or the DC-6. Everything just 15 kts faster. Now for the steep approach into Innsbruck via RTT and the LOC DME 08/26 EAST, you can only fly those 3.77° angle descent with flaps 40° and gear down. I have not come across an 80 BMP minimum. The important rule is to have MP equal or slightly above RPM/100. As for DC-3 or Connie descnt planning we are using only 300 ft/min, so you need to start out early from your destination.
  5. If you have realistic behavior enabled then engine wear, resulting temperatures and oil consumption is modeled. The pop-up window on the engines gives an indication of the status.
  6. metzgergva

    PMDG DC-6 and PFC Throttle Quadrant

    I also have multiple TQ ( and yoke and stick) but I control the assignments all in one .ini. Just assigned to aircraft type and grouped like single piston stick single piston yoke single turbo yoke twin piston yoke twin turbo yoke twin jet yoke etc. ..... and a special one for the DC-6 on my 4 engine throttle so that the revers guard lever is assigned too.
  7. metzgergva

    DC-6 Drivers- Fairbanks (PAFA) runs are back!

    Great destination with the Denali Mountain as sightseeing target.
  8. metzgergva

    Circuit breakers.

    You need to switch on in the overhead the power to electrical instruments. Otherwise you would not see for example fuel pressure.
  9. metzgergva

    Cessna 310R Redux and Engine Sounds

    Jesse, I'm with you on this. Sure RPM change has a more noticable change, but MAP should have a noise change too as the engines are producing more power and exhaust noise and prop noise should vary- more in loudness than pitch. It is a basic limitiation in FS/P3D, but can be overcome, i.E. the ArezOnes soundpack does it.
  10. metzgergva

    Higher Than Normal MP

    No instrument is perfect. At least not on an old plane ;-)
  11. metzgergva

    Higher Than Normal MP

    I think both references are used at the same time. MAP/RPM clearly define the steps for power settings during climb. BMEP is just a limit there not too exceed. Once you are in cruise climb or cruise you optimize RPM and BMEP and MAP may differ a bit. If it is a couple of inch, ice may have developed or a ignition circuit has gone bust, etc.
  12. metzgergva

    Higher Than Normal MP

    Tim, The team wanted to have a little variance by engine and also over time and use. What you see comes from this, plus that no real world MAP gauge is that precise. If you use BMEP you are better synchronizing the engines but RPM of course need to in sync too. The single step of the throttle in the sim shows sometimes small differences too.
  13. Hi, if you replace [gear_warning_system] entry in the original with the one below you will get: - A gear warning that you have not lowered the gear if your throttle position is below 15% travel (about 200 ft-lb) and your flap is in 15 degree position - A gear warning that you have not lowered the gear independent from throttle position if your flap is in full down position [gear_warning_system] gear_warning_available = 1 pct_throttle_limit = 0.15 //Percent throttle that activates warning flap_limit_idle = 14.5 //Flap angle that activates warning at idle flap_limit_power = 39.5 //Flap angle that activates warning at above idle
  14. metzgergva

    Cheyenne II Mod v2

    Thank you for your kind words. As said, I have added my flight dynamics from the DA version to the Carenado version and as there is no copyright on an aircraft.cfg file unless one does infringe via copy paste and claim it is his work, I would be willing to share the two files knowing that it will take a few changes on your side to implement as I rename texture folders using the reg numbers, eliminate the Carenado name show except at the place it is meant to be, etc. PM with email and I sent it for your use.
  15. metzgergva

    Cheyenne II Mod v2

    Bill, could you update me on which areas you tried to improve the Carenado Cheyenne. I have done on my side the complete rework of flight dynamics using my originals for the DA version and transported them to the Carenado version. As I'm the developer of those files I could share them once completed, and fully tested.