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metzgergva

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Everything posted by metzgergva

  1. Just to summarize the FSUIPC possibilities: if you use one lever for all four throttles you can use "Throttle" as axis and calibrate it. if you have individual levers you can use "Throttle1" to "Throttle4" but you must not use calibration as for whatever resason the levers in the plane do not work with these variables. In case you fly other planes using "Throttle1" to "Throttle4" using calibration you need to define a separate profile for the DC-6 and NOT use calibration within.
  2. Thank you for the Braatens livery. Alternative to the SAS when exploring Danish and Norwegian Airport/routes.
  3. Flaps effect on drag and lift are very closely simulated to the real plane. For the lift change we had data and they were met with the pitch attitude at certain speeds and weights plus stall speed references. For drag reference you can check engine/weight/speed references from the approach scratch and you will see she flies like those references images.
  4. Carl, not sure how you could manage throttles with calibration? If I actively use the calibrations in FSUIPC, I get no throttle movement anymore.
  5. I was not talking about ground roll. My statement was on the speed loss if you are 15000 lbs heavier in cruise.. So a 4x fuel is limited on performance impact. You can see this in the charts provided in the POH.
  6. Understand. I have also the PFC for four engines....It is just great to change depending on the aircraft.
  7. Now I see your point. Confirmed on my side too that on a standrad day at SL the MAP should be at 29.9 in not 32.5 in. We will check it.
  8. I have a six lever throttle unit and I use the middle 4 for the individual throttles, the most right one as RPM and the most left one for the reverser bar. Very much like the real pedestal is set up. Just an idea for you.
  9. We have confirmed that when engines are off, the sim does not update the fuel from the load manager. When engines are running it is working properly. in the meantime, for the case"engines off" just click into the cargo field and the sim will update weights and distributions. If the weight is changed by 15000 lbs the performance is clearly different. On speed you see about 5% less from that weight delta.
  10. The relationship between MAP, RPM and resulting BMEP or BHP is also depending on the condition of the engines. So we built a little variability into them and on any old plane you will have small differences in the gauges too. So this is a feature not a bug 😉
  11. Appreciate your comment and others conformations!
  12. We have decided to stick to the example aircraft which is good for many longer trips, but not the transcontinental. With the tanks as they are you can fly for 8+ hours. No plans to extend for the time being.
  13. I have just checked in P3Dv4 varying fuel in tanks. I see a correct actual fuel change on the total on board and I see proper representation in the fuel gauges. This was done in flight. Also the aircraft reacts correctly on the fuel distribution and on the weight. There must be something strange going on that the fuel is not loaded via the load manager. I have sometimes seen that the data do not get updated until you click on another field like the one for Pax or Cargo.
  14. Hello Rick, I just flew her up to 17000 ft and get the following. Your engine settings are correct 1100 TQ, 2070 RPM, 150 BMP and 543 PPH. I have used those setting with supercharger on and auto-rich. This is a screenshot from the engine section including the internal date read from the sim via AFSD. I'm seeing due to resolution of the axis in P3Dv3 1101 TQ, 2062 RPM, 151 BMP and 558 PPH. The later is with 3% of target. Sorry, but all is perfectly okay!
  15. Please look at the provided data in our POH for required engine settings for various altitudes. Our plane is fully capable of flying up to 21.000 feet. That is the limit for the installed engines. Which weight have you been using? Did you close the cowling flaps to 0° Are you using the the right engine settings (MAP and RPM)?
  16. I think you need to manage the cowling flaps and your power settings differently. Keep cowling flaps open and at minimum 6-8° until you really take off. You do your power check on MAP 30 in and expected +2100 RPM with cowling flaps fully open prior entering the runway. Once you your are aligned on the runway and want to take off, then you close them to 4° and release brakes once you have 30 MAP and continue to slowly move throttles to MAP for take off. The plane needs to roll when you move from 30 to 55 in MAP! On the vids from Everets, the FE typically closes the CF only once the plane started rolling and that is in cold weather there too.
  17. I have the same feeling but could not substantiate it. I only have CTDs flying the DC-6 in P3Dv4. So the fact that we are using 64 drivers/system must play a role in this. I will look into my drivers option, but I'm using USB connected speakers and have "windows default devices" in the sound selection menu. Gonna play with it.
  18. No not either. Pure ILS transmitter only have vertical and 3° (typical value) glide beams. DME works completely different.
  19. For what it is worth, I have found a situation where I get CTD in 4 out of 5 occasions. It is taxiing out from position 13 to rwy 30 at LEBB (full ORBX package active). Got the crash just arriving before the turn 180° to runway, sometimes in the turn. It happend with AS and without. I uninstalled my FSDT airports, including Couatl, and after a restart trying it again. 3 take-offs without an issue. Okay now??? BUT one day later, just starting up the PC doing the same thing and crash at the same point as before. Im using multiple external hardware all assigned via FSUIPC.
  20. Just use the information in our POH. these are data straight from the original and the simulated plane is within 2% of those data.
  21. The 600 vs 500 lb/hr puzzle me too. Did you not set the mixtures to autolean? Or did you fly with too high engine settings. Arround 34/2000 should give you 210 indicated at 6000 ft.
  22. There are 4 stages: green-yellow-amber-red With every stage to the right more problems occur until being destroyed.
  23. You should be able to select the right version and all liveries should show in the downloads collection.
  24. The mid pedestal is just to wide to reach over from both seats, so they are mechanically linked so that each pilot can use them. Typically during take-off and initial climb the PF is holding his hands on the ones next to him while the FE is using the the other set for fine tuning.
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