metzgergva

On 9/6/2017 at 10:20 AM, Bentree_ said:

So what about the increase - decrease in ground roll after a major fuel change then?

Regards,

Ben

Fuel or payload, does not matter. Both have an impact on roll too, at least I observe this.

Well then the only solution would be flying without the option of "realistic engine damage" if you do replays.

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.

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.

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.

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.

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.

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.

Thank you for the Braatens livery. Alternative to the SAS when exploring Danish and Norwegian Airport/routes.

15 hours ago, rampa said:

I can feel a hard landing from a soft landing in the DC6, but I never tried a really hard landing to see what happens, the next time I'll do it. Also the rattling, if you mean the noise and not the shaking, the A2A Connie has these and the squeaks on landing, but I think this is an interpretation of the developper. My only doubt at this moment on the DC6 is the flap dragging, really strong and never seen on a simulated plane before.

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.

Carl, not sure how you could manage throttles with calibration? If I actively use the calibrations in FSUIPC, I get no throttle movement anymore.

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.

Understand. I have also the PFC for four engines....It is just great to change depending on the aircraft.

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.

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.

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. 

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 😉

Appreciate your comment and others conformations!

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.

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. 

16 hours ago, Captthud said:

I did some fuel calculations on this one and found some real discrepancies I was cruising at 17000 and set up the power according to the manual for 1100 torque meter horsepower, 2070 RPM, and 150 BMEP which should give a fuel flow of around 543 PPH, the gauges read about 625 PPH, and after doing the math it was really 827 PPH, also. when I was setting up for my approach as I lowered the flaps from 20 to 30 the fuel flow gauges had an increase of around 25 or 30 PPH without changing the power setting.....gremlins maybe.....

Both flights went very smoothly, this aircraft is a real joy to fly

Rick

 

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!

1 hour ago, Rius said:

Hello,

If I'm not mistaken, the DC6 can fly up to 25,000 feet.

My problem is that when I am 15000 feet, my speed is already about 150 knots.

Is there something special to configure in the plane to be able to reach at least the 20000 feet and accelerate?

Thank you.

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)?

No it is still working well!

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.

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.