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Alan_A last won the day on April 14

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About Alan_A

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  1. Well, I seem to be making some progress. A reinstall of the GTN didn't seem to have any effect. A reinstall of the DC-6 did. The GPS changes seem to be persistent from one load to the next. I'll keep an eye on it and see if it sticks - and if it doesn't, I'll see if I can identify the circumstances. Separately, a problem with UT Live appeared, then went away. I continue to suspect that there are some Windows update issues at work here. A question - the DC-6_Options.ini doesn't seem to include a reference to the GPS selection. Should it?
  2. Can't speak for the other Alan but for me... it's really just some engine parts I picked up on the streetcorner...
  3. It was only after I got to know the Wasp Major (thanks to the A2A Stratocruiser) that I realized that the turbine wasn't just a nice evolutionary step - it was an absolute necessity. The story of those big late-model piston engines is that the demand for power has reached a point where the mechanical system and the metal itself can't stand up to it. The original recips were steam-driven, of course, and the original turbine was a steam turbine. There's a wonderful description in John Maxtone-Graham's classic The Only Way to Cross of Parsons demonstrating it by racing the Turbinia (his prototype demonstrator) into the middle of Queen Victoria's Diamond Jubilee Fleet Review in 1897. HMS Dreadnought was powered by steam turbines. So were RMS Mauritania and Lusitania. The rival Titanic wasn't - she had a turbine driving the center propeller and recips on the outboards - one of several ways in which she wasn't as advanced as the Cunard ships were. Much as I'm fascinated by radials and have clearly spent too much time managing simulated ones, I'm actually more comfortable around jets. All those moving parts scare me. Cf. Wasp Major, above... BTW, it's possible to create a scripted (that is, not fully modeled) piston engine that gives you some of the flavor of operating them. The Manfred Jahn & Team C-47 does this well. The PMDG DC-6 has a scripted startup but still demands that you pay attention to the operating limits. A2A is probably still the gold standard but there are some other enjoyable ways in. Of course, like we said, once you find your way in, you may never come back...
  4. Thanks, Dan - that gives me a place to start. I thought I had the permissions set correctly - now I'm wondering if one of the Windows updates did something creative. Will check and advise.
  5. Am not sure when this started - I think it was about the time I upgraded from P3D 4.0 to 4.1 - but I've noticed that my choice of GPS isn't saved in the settings menu from one flight to the next. All the other selections carry over, but the GPS always reverts to the PMDG default, and switching to the F1 GTN requires the aircraft to be reloaded. Wondering if anyone else is seeing this, or if it's operator error (if so, wouldn't be the first time I'd missed something completely obvious). I realize this might call for a ticket, but I thought I'd check here before I put any demands on the PMDG support system. Thanks in advance for any light you can shed.
  6. The DC-6 POH lists the following procedures for warming up and running up the R-2800s (see below). Some of the steps (e.g. water injection, superchargers) are specific to that aircraft, but this should at least give you the broad outlines of what to do and in what order, and what to look for. Numbers for fuel pressure, oil pressure and oil temperature aren't specified here, but should be along the lines Chock suggested. And yes, cowl flaps open. If you really want to get a handle on managing a big radial, you can't do better than A2A. The P-47 puts you in charge of all the plumbing of an R-2800 - cowl flaps, oil cooler, intercooler for the turbocharger system, etc. The T-6 simulates hydraulic lock, so hand-propping is required. The B-17 models damage to individual cylinders. The T-6 and the Connie allow primer-only starts. Be careful - detailed simulation of radial engines has been known to lead to an obsessive hobby in itself...
  7. What we don't know is whether it's an easy fix or not. It could be... or it could be one of those situations where you pull on one thread, and everything unravels - which in this case would mean that you start out by tweaking one sound and wind up having to remix a bunch of others. If I recall correctly, Alexander said he'd put in a word with the other devs about beefing up the sound, so it'll likely get addressed at some point.
  8. Add my vote for a beefed-up touchdown sound. I do have one, but it's very faint and you have to concentrate hard to hear it. Am not looking for any extraordinary tire-screeching (a so-called Hollywood effect), just enough of a rumble to stand in for the vibration you'd feel if you were in the real aircraft. Hope this can be addressed.
  9. Whoops! Sorry! 707 it is, then...
  10. Standing by for that Convair 880...
  11. Well, that didn't take long... From Robert's 16 NOV 17 communique in the PMDG general forum, just posted: Still wouldn't object to more conversation with the AFE, but... in the meantime, this'll do!
  12. I understand and appreciate the point you're making (and that Dan is making), but beg to differ - for my own flying at least. While I recognize that there are gaps in what the AFE can do - and maybe stuff that's just plain wrong - I prefer the experience, and find it more realistic, to focus on left-seat responsibilities, know that thanks to the high level of realism, the engines can go south on me, but not be responsible for flipping every switch. Probably reflects the fact that in real life, I couldn't function if I couldn't delegate. There's no circumstance in which I'd give assignments to a team of writers, then rush around to each of their keyboards and actually write what I'd assign them. I guide on the front end and edit on the back end. The AFE fits that pattern for me, and if the feature wasn't there, I wouldn't be flying the aircraft - I avoided the A2A Stratocruiser until Captain of the Ship came along. Now, in my defense, I know what's involved in managing a large radial engine - I learned that thanks to the A2A P-47, but to me, that was the realistic way to do it, since you've got no choice there but to be a one-man band. Plus, the AFE has an artificial family to feed, so I don't want to throw him out of work... Sorry, not trying to derail things, but since we're talking AFE limitations, my vote would be for PMDG to refine him if possible (and economically sensible). If not, I'll just apply my management skills and yell at the guy. EDIT: Another thought - one option might be to add a dialog box that allows the pilot flying to call the power settings, with variations possible, and the AFE to apply them, sort of like the MP hold feature in the A2A Stratocruiser. That would be even more realistic, since as I understand it, SOP is for the captain to ask the FE to set manifold, not for the FE to just use a book value. With an option like that, you'd have authentic division of labor, and an authentic level of control from the left seat over how the engines are performing.
  13. A few years ago I had a conversation with a work colleague. We were all frequent flyers, and this guy was particularly proud of his system for redeye flights, which involved taking an Ambien as soon as he got to his seat so he could maximize the amount of time he'd spend sleeping. I asked him, "Do you think that's a good idea?" He said, "What do you mean?" I said, "Well, if something's going to go wrong on your flight, one of the places that's most likely to happen is during the takeoff run, which means you're really going to want to get out of the airplane in a hurry. Are you sure you want to try to do that while you're drugged into oblivion?" He said, "Wow, I never thought of that." This was somebody who'd spent a couple of years doing PR for, among other things, avionics systems - including one of the early forms of TCAS. But he'd never put it together. My own system is, nothing mind- or mood-altering below 10,000 feet. When the personal electronics go on, the Zzzquill goes in. Not a minute sooner.
  14. Yeah! And what about those ramp workers with no hearing protection? Those were the days - filled with manly men, some of them deaf and some of them roadkill! Stupid people today, with their safety vests and their ear muffs and their not getting mangled in heavy machinery...
  15. Current version won't work in P3D v4, and the new version is still development. Here's a link to the thread about it in the A2A forums.