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metzgergva

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Everything posted by metzgergva

  1. Thank you for pointing us to the download.This repaint looks a bit different versus the picture above. Any explanations?
  2. Glad you like it! PANC with the DC-6 is just a great combination.
  3. Just a vid from a visual approach into PANC onto 07R, with guidance of the ILS 07L and the NDB flown in Everts Air DC-6A https://www.dropbox.com/s/emt00ke2x5avjhg/PANC07R.mp4?dl=0
  4. Hi, just to water your mouth a bit and make sure you keep some Xmas money for the release of PANC by simwings in January. These are final beta shots, not edited in any way and flown today. https://www.dropbox.com/s/dw6zfk04kktaptx/PANC_DC6_05.jpg?dl=0 https://www.dropbox.com/s/0j7v5tab0agjrgd/PANC_DC6_09.jpg?dl=0 https://www.dropbox.com/s/bumivx2s5vsg1ya/PANC_DC6_10.jpg?dl=0 https://www.dropbox.com/s/30bujyp74dsk5hf/PANC_DC6_11.jpg?dl=0 https://www.dropbox.com/s/vy34pqg5knho38z/PANC_DC6_12.jpg?dl=0
  5. Just to confirm Alan’s explanation. It’s also my understanding when we designed the functionality in the sim.
  6. Allan, you can always make a copy of the FSIUPC.ini file and store it somewhere lse for access. It is just a text file you can easily edit and look up. I have like you probably 10+ profiles in there for different throttle quadrants and stick and yoke. If something works I make a copy so if I screw up somemthing in the next steps I just copy the sved version back in. Once you understand the three elements per profile, you can copy past or clean them up by your aircrafts assigned to profiles. I use a concept of grouping which is defined by engine type and number (prop, turbo, jet and number) - control (stick or yoke) You may be aware that once you assign an aircraft via the assign menu, it takes the unique identifier of the aircraft to assign the settings when loaded. If you have other liveries to use the same profile just edit the .ini file and delete the redundant entries. For example if you want to use the same profile for the whole PMDG Boeing 737-x00 series, you can catch all models and liveries by just having one profile Profile Jet2_yoke 1=PMDG Boeing 73 And if that adjustment fits for you Tripple 7 too just add 2=PMDG Boeing 77
  7. When we fly first times with our DC-3 into GVA we messed up the approach every time and we are 80 in the glide. Now ATC knows the plane and typical gives us radar vector in parallel and low or a short visual, but still then it happen that we have 3-5 five waiting for departure...
  8. First rule is to keep the engine settings as described. Going down to 1800/20 is a valid procedure and good if you are light to slow down. RW pilots said that they calculate 10 NM to slow down from 200 to 175 in level flight approaching the airport. If you take that into your decent calculation you are fine. Typical decent rates in cruise are 300 ft/min and max 500 ft/min. If you want to fly an ILS (todays procedure not in the 50s) you need to slow down to 110 kts and be configured with gear down and flaps 30 to maintain speed on the glide and have 500 ft/min descent rate. Final slow down by applying flaps down to full for landing.
  9. I had a first try yesterday with a new gauge and we are getting there to provide an update so that you can enjoy frosty flights.
  10. Yes it is still on the planned changes list.
  11. Alan, the slow creep is a well known phenomena. It is more pronounced on prop aircraft as they produce substantial forward force at low power settings. Parking brake uses maximum brake force and we cannot put more than that. I know that there are tweaks and software that changes friction model of FS, maybe you use one of them.
  12. The feeling of sensitivity on controls is very much dependent on hardware and settings. Fortunately I had the chance to fly a real one a bit and I have recorded roll rates depending on yoke turn angles. So at least with a good hardware yoke you get realistic response in the sim.
  13. If you run the engines at 2000 rpm your manifold ptressure should be above 20 in. If you fly 130 kts with that setting it is fine. If you do a descent with 200 kts you should add a bit more MAP, like 22 in. All this to avoid that the airflow will drive the prop to drive the engines with not enough power from lack of throttle position.
  14. The rule is to keep MAP min equal RPM/100 as a wind change may change the load on the props. The faster you fly the better to keep an additional margin like 22 over 2000.
  15. You will have more fun flying the aircraft after reading through the manual and look at the traffic patterns to give you a feel.
  16. I have not found any timetables. I found a map of destinations but that covers all Swissair and Balair flights, but no details are given. At that time Bale, Geneva and Zurich were their flight origins. I guess they serviced the major cities in Europe and did also long distance flights to North or South America and Africa.
  17. When you push the feather button, the propeller blades turn into the feather position which is nearly 80 degrees and this causes so much turn resistance from the blades that the idle power can't keep the engine maintaining idle RPM and the engine dies.
  18. Fuel or payload, does not matter. Both have an impact on roll too, at least I observe this.
  19. Well then the only solution would be flying without the option of "realistic engine damage" if you do replays.
  20. Well just my background as the developer on flight dynamics for the FSX/P3D versions. As Dan pointed out we had multiple pilots of old propliners on the testing team and I have been flying DC-3 and L-1049. The banking back to level is indeed dependent on many circumstances, just as mention on design and also CoG relative to lifting surfaces. For normal bank angles we had consensus that I design it to keep the bank in the "unnatural" situation of no weather at standard load. That's what I did and depending on speed and angle of attack you may see a very small tendency t level back. Wing dihedral is very important for low wing construction to keep the plane stable in straight and level flight and avoid that any little difference on lift from the wings would make her instable and would require pilot corrections. Just as said in Aerodynamics for Naval Aviators, pg.298 So I can assure you she flies like the real thing within the limitations of a simulator.
  21. With all the custom coding of these radial engines, a replay after engine shut down will not work.. If you leave the engines running, you should be able to check your landings.
  22. From my many flights in the Super Constellation and the DC-3, I can confirm that outside, as a spectator, you hear much better a tire "squeak" as the engines are noisy. But it also depends very much on the landing. A firm landing creates more a "thump" inside and tire "squeak" only if you need a strong correction after cross-wind. But I have filed a request to give us a bit more sound feedback as we cannot feel the acceleration you feel in the plane.
  23. I would suggest you check reverse functionality in real condition and having loaded the aircraft correctly on ground. All reverse function is custom made program expecting handling as typical for the aircraft.
  24. Yes I can confirm that if you use option 2: "Send to FS as normal axis" and then select "Axis Throttle 1 Set" it works as no calibration is applied.
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