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  1. @metzgergva just curious, if 0 degrees is the minimal drag position, what is the use for the negative cowl flap positions? When would one use them?
  2. Well, a re-install didn't solve my problem but something else did: the old "starting FSX with the default aircraft and then loading the DC-6" trick. When I start with the AirCreation Trike and then load the DC-6, I get reasonable speeds, still a few knots lower than published but that is certainly within limits! So I can fly Shannon-Gander without running out of fuel 🙂
  3. Alexander, Thanks for your suggestions, I have tried two more flights at much lower altitudes (6,000 and 8,000 feet), lighter aircraft and using cowl flaps at zero instead of -2. I still do not get better than about 200 knots TAS (170 indicated) when using the 1100 HP table. The link below shows a screenshot. Vital data are: altitude 8,000, BMEP 155, RPM 2000, weight about 91,000 lbs (from Shift-4), cowl flaps 0, mixture autolean, temperature slightly above standard, autopilot on including altitude hold, everything else normal. Just to make sure I serviced my engines and props using Shift-6 before the flight. IAS is 170 kts instead of the 205 kts from the table on page 291. Fuel flow right on the money at 500 lbs/hr. I noticed I'm a bit nose-high so I figured I'd accelerate to get on the right side of the power/drag curve, but when I reduced power I fell right back to the 170 IAS you see in the screenshot. Since I seem to be the only one with these problem, I am considering an uninstall-reinstall of the DC-6 after this flight. BTW I forgot to mention, using FSX Acceleration and Windows 10.
  4. Yesterday I flew Lisbon-Dakar, a good old classic route that KLM used to fly with the DC-6, 1500 miles, well within the range. I had trouble getting to the cruise speed I was expecting according to the manual. As a result, the trip took 8 hours instead of 6, I used a lot more fuel and I was running on fumes landing at Dakar. I have noticed this issue before, but last night was the first time I really logged what was happening. Here's the details: I flew most of the trip using the 1100 hp table on page 291. Cruising at 14,000 feet, 2190 RPM and 142 BMEP. The table says I should be getting 189 DIAS and 240 TAS even at the heaviest load with these settings, but I was actually getting barely over 200 kts TAS (that was ground speed as per the DME but there was almost no headwind) and about 160-165 indicated. Fuel flow was about right, slightly over 500 lbs/hr. I briefly experimented with other power settings and altitudes but all with similar results. Other details: cowl flaps closed in the minus (counterclockwise) position, low blower, auto-lean, all normal settings for cruise at that altitude. Temperature was pretty close to standard conditions and whatever little wind there was blew almost exactly at a right angle of the flight path. Some possible factors I thought of: the plane was pretty heavy, I took off at 4,000 lbs below MTOW but according to the table, I should still get close to 240 kts at the heavy weight. Should I be cruising initially at a much lower altitude when heavy like that? I read some posts on this forum that the Six likes to fly low, others that say it shouldn't matter much. I'll try flying low on my next leg (Dakar-Recife, which is a couple of hundred miles longer with a lot of water in between so I can't mess up there!). I noticed a number of posts discussing the fuel capacity of the Six, the 10-tank vs. the 8-tank configuration but none of those mentioned anything about not getting the rated speed out of the bird. Weird. I thought I found what was wrong when I read in the footnotes of page 291 that the TAS is in mph, not in knots. That would partially explain the difference, but then some posters on this forum remarked that page 291 is KNOTS after all. Does anyone know for sure? Note that both DIAS and TAS were low, by a similar margin. Anything else I should be paying attention to? I'm a veteran simmer and a licensed private pilot, so I'd like to think I know how to plan a flight :-). I'm also spoiled by PMDG making sims that perform by the book. What's weird is that I wasn't able to find any posts with a similar problem though of course I may have overlooked some. Any suggestions? Thanks fellow radial engine lovers 🙂
  5. amollen

    Is there a better manual anywhere?

    Try this:
  6. I've been trying to slow down the Concorde after a supersonic flight according to "the book", this is what I do:- at the Decel point, pull back the power to 18 degrees, maintaining altitude (usually FL 600)- once the plane hits 350 kts IAS, I press the IAS HOLD on the autopilot (not the autothrottle) which will cause the plane to start descending at about 2000ft/min maintaining around 350 kts- once going Mach 1.5 I further reduce power to 32 degrees as the manual describes- I level off at "normal airliner" altitude and wait until I am subsonic, after which I continue a more normal descent.The problem is, when following the manual, it takes forever to slow to Mach 1.5 so I have to cut power sooner if I don't want to overshoot my destination. It's no big deal but I like things to be as realistic as possible, so I am just wondering if I am doing something wrong or if I should just ignore this little discrepency.
  7. Not that I know of.Most airliner jet engines start the "pneumatic" way (essentially, compressed air). As far as I know only smaller jet engines (as in business jets) start with an electric motor.
  8. amollen

    Concord Flight Plans

    Proudf... ehr,... Ray, :+ Thanks for your feedback. I downloaded FSNav and will take a look tonight. I AM serious about flying, but yet another add-in...... :-eek I think I've spent about 10x the price of MSFS on add-ins already, and that's not even counting my HOTAS Cougar (okay, I admit I bought that for my obsession a few years ago with Falcon 4).Anyway, thanks for the info.
  9. amollen

    Concord Flight Plans

    Proudfoot,Thanks for your reply, but that is exactly what I did, and how I flew. I am actually used to the CIVA add-on, so the INS that comes with the Concorde is even a bit simplified.What I meant is that (for the ATC to work realistically) I need to enter an IFR flight plan in the FS flight. The FS flight planner doesn't have the mid-Atlantic waypoints (at 30, 40 West etc) so what happens is that the route that's in the FS flight planner is only precise at the start and end of the flight, where there are "overland" waypoints that exist in the FS flight planner.So while the INS flies the route as per your flightplan in this thread, the FS ATC thinks you are off-course and constantly reminds you to turn right or turn left. Gets annoying real quick.The only workaround I can think of is to fly VFR which is no major deal but just a bit unrealistic. Ideal would be if I could add those mid-Atlantic waypoints but I don't know how to do that, perhaps with one of the scenery design tools? (I don't have any now).
  10. Maybe I'm just nit-picking here but I've seen several instructions on this forum and in the manual stating to push the nose down and accelerate to 350-400 kts after passing 2500 feet. Was the Concorde exempted from the restriction of maintaining 250 kts below 10,000 feet (at least in the US, that's the law, don't know about other places).
  11. amollen

    Concord Flight Plans

    I flew this route (which is included in an excellent book I have about the Concord) last night. I don't have FSNav; is there a way to enter the transatlantic fixes in the flight plan using just the FS flight planner? FS doesn't have any of the W30, W40 etc waypoints.Without these, you are constantly asked to "turn left" or "turn right". I guess I could go VFR but that's a bit unrealistic too.....Any suggestions?
  12. amollen

    Download to different computer

    Worked like a charm, thanks. Just completed my first Heathrow-JFK flight, with lots of plans for exotic destinations!Thanks!
  13. amollen

    Electrical power issue

    I have had the same electrical/radio problem and a similar problem with the Dreamfleet B-727. The B727 team initially "denied" there was a problem but after a while found that there is indeed an issue and now have it on their list to fix for the next patch.There is a flag ELEC_ALWAYS_AVAILABLE in the fs9.cfg file that you can set to 1 (it will do what it says -- make electricity always available regardless of battery/ground power settings) but I haven't tried yet if it will bypass this problem.
  14. I have a slow, unreliable internet connection at home; a fast one at work. I have now tried two evenings in a row to download the Concorde to no avail (best I got was halfway through the 3rd file (20Mb) when the connection broke after 2 hours).Can I download the files to my work computer and transfer them to my home (there is no MSFS installed on the work computer).