metzgergva

No not either. Pure ILS transmitter only have vertical and 3° (typical value) glide beams. DME works completely different.

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.

Just use the information in our POH. these are data straight from the original and the simulated plane is within 2% of those data.

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.

There are 4 stages: green-yellow-amber-red With every stage to the right more problems occur until being destroyed.

You should be able to select the right version and all liveries should show in the downloads collection.

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.

LOC position - lateral mode APP position - lateral and vertical mode

It should be as I said. This is Cruise Climb, so you need more power that cruise which is 155. You get there by setting AR and increase MAP and RPM.

We already have a view defined which was just made for that situation. You see the AP interface and the main flight instrument. I flip to that turn the knob and you quickly get a feel for the bank angle you want. Switch back to looking forward and stop the turn in advance of target heading, switch to it again to put the knob back to neutral.

Most common I use: MAP/RPM/BMEP for standard conditions and altitudes TO dry 53/2800/197 --- alternative TO setting from the RedBull plane METO 46.5/2600/196 max CLB 42/2600/174 crz CLB 39/2400/177 CRZ 1100 HP 34/2000/155 in AutoRich --- varying MAP to keep 155 DES 23/2000/90 with a lowest 21/2000/80

Peter FL200 is the most upper limit for the plane. Check out the charts we provide for cruise at the end of the handbook. You need to stick to these settings to avoid any engine issues.

All I did was recognizing that the 4000 nm that I, as a developer, put into the line on performance was a general value. I will correct that in an update... I then related it to a simple calculation on actual performance data which are correct and very close matched by the modelling. For proper flight calculations you can use the performance data delivered by the manual.

I think you mixed something up. It should read: I set each to "Throttle#"...

Frank, you need to apply that sequence Check that selector switch is all left on Gyro HDG knob is centered Switch on AP power Switch on servos which gives the AP HDG and pitch control Switch on ALT hold when you within 50 ft of desired altitude

Okay, I have taken the general DC-6 info (which is a theoretical value) into the performance text and the PMDG aircraft has 8 tanks only. By that and about 2000 lb/hr and taking 1 hour reserve you can fly 9 hrs. That gives you a true range of 2115 nm.

Like mentioned in the other throttle discussion: Do not use throttel axis set. Use the first line of selection an select Throttle1 to 4. No calibration on those axis. Click in the setting of the DC-6 to reverse throttles as they may move the wrong way around.

Not sure what the issue is. You can assign throttle 1 to 4 in the sim or via FSUIPC? For the later you should not be using calibration but that is not an issue as in reality the throttle levers are never ne same position when engines are running equal setting.

Just tried and no issue to use F1to F4 for power control.

I have 6 levers on my throttle quadrant assigned via FSUIPC without calibration (important). I use the most left one for engaging the reverser lever, then 4 throttles and most right for RPM. Mixture control is done by clicking from autorich to autolean to autorich. This change is onle to be done twice: once you reach cruise and second time when you plan to land.

Thank you, will do that! BTW Excellent tutorial video. I'm just learning to fly her!

Hi, since a flight into KDEN I have this 60 ft missmatch between the ALT bug and the indicated altitude. On the tarmac the aircraft was indicating 60 ft above the ground with baro set correctly. Is this a simulated baro sensor or indicator error?

Hello, At one point of you approach, typically when established on final, you need to change current set ALT to missed approach ALT. When I fly an ILS approach and the G/S is captured I just can turn the ALT up to the desired value and the T7 stays on G/S captured. Flying a RNAV approach I would need to do that change after the last WPT with a vertical restriction. Now what I experience is that when I change to the higher ALT quickly, the T7 stays on VNAV and continues, but when I just change over slowly it may initiate a VNAV capture. Is that the real behavior you need to pay attention to?

I just have tested it and it is still 59 sec (P3D V2.4)

Thanks a lot!