Nullpoint

I was frankly a little disappointed with the simplified start procedure, but fully understand the design choice. Other than that and a bit of a lack luster external sound (I think half the reason I buy these older planes is for a good fly-by every once in a while), I'm quite happy with the DC-6. In my opinion I think a lot of X-Planers were expecting an NGX/777 level aircraft, when in reality this is more akin to the Jetstream (i.e. a technology demonstration product, maybe with a lot more simulated than the Jetstream ^_^). I have zero knowledge on a DC-6 start cycle, but as I've read it in the manuals could be fixed by: One more line for the settings panel; "Simplified Start Procedure (true/false)". Simplified uses current start method Not-Simplified (with some FS-ism) Safety, Start, Prime, Boost are separate toggle switches (safety and start could still be tied together. Switches are assignable in X-Plane to hardware or keys If safety is in a "released" state all other switches will release instead of holding state Provide some fudge factor, if the starter isn't dis-engaged immediately after catching your starter doesn't blow up immediately, etc. To aid in the starting (as you said it typically requires 4-6 hands) either: Provide a simplified 2d-panel with switches, mag selectors, fuel mixture, and maybe oil pressure. This would allow us to visually watch the prop while operating the start procedure. Have the "FE" provide a prop count and add some fudging to the timing to allow for view changes between that start panel and mixture levers.It's probably not possible to actually count the prop in X-Plane, don't know, but it's more important to have him call out a stalled prop so a simple scripted count with some parameter to call out a hydro-locked prop. This would also need a maintenance entry to clear the cylinder if you simulate that. Having read through this post and being a software designer, I just now realize that is a ton of work... maybe one day -Bryant Martin

My pedals (CH Pro Pedals) used the Z-axis for rudder. E.g. from my INI: J1_X=FlightControls_->sensors.Aileron0_ADC J1_Y=FlightControls_->sensors.Elevator0_ADC J0_Z=FlightControls_->sensors.Rudder0_ADC -Bryant

Not a real pilot, but as I understand: The reduction gears in Garrett geared engines do not like negative loading (i.e. propeller driving the engine instead of the normal engine driving the propeller). By this I mean negative loading can cause severe damage and the need to replace an expensive part. In flight a physical lock is used to prevent the propellers from entering a certain propeller angle, forget the value for the Metro, but let's say something like 35 degrees. The end goal is to ensure the engines are always producing a torque on the props. I'm not sure if Razbam simulated the the lockout to prevent moving the power levers to ground idle power/beta or just to prevent the levers from visually moving to below flight idle. -Bryant

As far as I know, if you are using a weather program that integrates with PFPX (such as Active Sky Next) you don't need the subscription for weather planning. -Bryant

It's a boring day at work so I'm actually going to post! I own both of those products, but not FS Economy. My personal list would be: Majestic Q400 (, had to throw this in) I consider it the best free-turbine turboprop simulation in FSX. I would also say it is the best FSX aircraft (second only to the PMDG 737/777). Add FS2Crew and it's one of the best experiences I've had in FSX, and is quite the hand full in less than ideal weather. Flight 1 Super Kingair 200 Mostly because I have the Q400 for the more complex airline/2-crew aircraft. I wanted a lighter/simpler twin turboprop with some speed, which this provides. PMDG J41 It's third only because I have the Q400. It was basically a test-bed for the current PMDG FSX technology, so it can be relatively heavy on the frames at times. I still fly it all the time as it's a great aircraft and the best, if only, simulation of a geared turboprop. The Razbam Metro has perked my interest too. Might have to buy that sooner or later. -Bryant

:fool: Saw this yesterday, but I just understood it now... could not figure out what system the RLS was/belong to. -Bryant Martin

Plus in bad weather the four wheel drive and 265 HP turbo 2.5 L boxer engine are great! Sure you spend a lot at the pump having to use premium gas and only getting 21 MPG... ... wait did you say WRX or WXR... -Bryant Martin

Don't quote me on any of this...I recall a post explaining why there were no plans for a B717. I think it basically said: PMDG didn't have access to enough information to accurately reproduce it. The systems are vastly different from the MD-11. The advanced common flightdeck portion is more or less skin deep. The MD-11 code would not be "easy" to convert. The market was likely too small to warrant the development costs. I might be making the last two (or all of that) up; PMDG doesn't usually discuss business details like how well a product does...In regards to the B747LCF, that was simply an external model, internally (panel, systems, flight dynamics) you are still flying the B744.Personally; I would love a B717 from PMDG.-Bryant Martin

The sound bug is not specifically a J4100 issue, but a well known issue in the FSX engine. The quickest way to resolve it is to turn sound off and then on. You can do this via the "Q" button, just hit it twice.-Bryant Martin

Just had to use this quote from the best TV series ever..."If wishes were horses we'd all be eating steak." -Bryant Martin

Old topic is old... lolIf you do mostly by the numbers flying (or even if you don't) I'd recommend TOPCAT. Keep in mind; TOPCAT is NOT a fuel planner. It does provide a basic fuel burn estimation to fill in weights when needed. The FMC is a far more accurate than TOPCAT fuel burn estimates as TOPCAT only uses distance and weight in it's estimate (AFAIK). TOPCAT will provide you with required field lengths for takeoff/landing along with acceptable FLEX temperatures, optimal dial-flap settings (if you don't follow a fixed dial-flap schedule a-la FexEx), and other valuable information which is not provided by the PMDG documentation.You might consider Professional Flight Planner X (http://www.pfpx.com/), it's by the same developers who did TOPCAT (in fact if you own TOPCAT, the performance calculations are included in the flight planning). It was supposed to be available Christmas-2011, but they apparently missed that target. This looks to be the best flight/fuel planning software available, but it's not available so who knows...-Bryant Martin

If you had said Concorde-X in place of MD-11, I would agree. The MD-11 has a lot of momentum, but as long as you keep her out of the unhappy places she never complains...For me I find I've been doing more Jetstream 4100 flights vs. NGX for the past few months. Last night was great fun around the New England area; low ceiling, high tops, icing, rain, fog... Talk about a 2-person work load on a short 100-200 nm IFR flight.I currently recommend:1) NGX (Base)2) MD-113) Jetstream 4100I don't have the B747 or 600/700 products so I can't really comment on them. I feel the 600/700 are too similar to the 800/900 if you're looking for something to hold you over until the next big thing... literally big I guess.-Bryant Martin

You didn't actually describe how you were applying the reversers, but most likely what you are seeing is the "unlocking" of the reversers. In both the MD-11 and NGX there is a 1-2 second delay upon the first "application of reverse" (e.g. F2 or similar) before you can actually modulate the reverse thrust setting. If you continue to apply reverse before the unlock completes you will see the reverse levers returning to the idle reverse position as you described. On the MD-11 you'll also notice that with no hydraulic pressure you can't move the reverse levers beyond the idle reverse position.I use the SST for my X52 with no problems. The configuration software is rather slow, but it maps button/slider/axis to keys/macros perfectly. Works wonders in DCS A-10. I swear that planes HOTAS has more hats, 3-state buttons, and modes than it has bullets... -Bryant Martin

AFAIK, the only difference between the base and pro X52 is centering strength. The pro uses a dual spring setup for better centering. I have the base X52 and it's a great general HOTAS system, though it's still fairly large in size. For college you might consider using a simple joystick such as the Saitek Cyborg FLY. This stick combines the throttle into the Joystick base. From what I remember of college (all 5 years ago) space is at a premium. At least in dorms...-Bryant Martin

FLEX temp (believe it's called assumed temperature in Airbus/Boeing aircraft), in laymen terms, de-rates the output of an engine by making it think the air is warmer than it actually is. To calculate possible FLEX temp ranges you need to know a variety of environmental and configuration data which is then fed into either performance tables or a separate program which can calculate the optimal FLEX temp.Unfortunately the required documentation to calculate a FLEX temperature is not included with the MD-11 package (think it was a licensing issue with Boeing). I believe someone created set of tables which you can use to determine safe FLEX temps. I can't get to Avsim's main site due to my works web filtering, but I think you can do a search for these tables there.Another great option if you're a little more serious is the TOPCAT performance calculation program.And finally most airlines SOP only allow FLEX temps in good weather (i.e. dry runways and within a certain wind envelope). FLEX temp is not required to perform a safe takeoff. It is there reduce wear on the engines and thus save money for the airline.-Bryant Martin

@ESzczesniakOn my Saitek HOTAS I use one of the hat switches on the throttle to simulate the reverse levers. For variable to full reverse I use the pull "back" position. This presses F1, with about a two second delay after for the reverser unlock, then repeating F2 while I hold the hat in that position. The F2 has a reasonable delay, something like 0.04s between presses. This allows me to more or less get the desired amount of reverse power. Pushing "down" will do a simple F1-F2 pair for "idle reverse". A push to the left or right returns to idle (i.e. F1). It has worked well for me on the NGX, J4100 and MD-11. It allows me to go full reverse to idle reverse until the engine spools down, then idle. This prevents the normal "surge" in forward thrust from cutting full reverse to flight idle.The 2-way switches on the quadrant could do something similar to this, have one direction for variable reverse, the other for idle reverse and maybe simply move the throttle to return to idle.Wouldn't it be grand to have an assignable reverser-axis though :(-Bryant Martin

This is a shot from last year, got a new 2711 Dell monitor to replace the 22". I've been thinking about getting a yoke and replacing my FreeTrack setup with a TrackIR. -Bryant Martin

Don't you know, it has already been released... Well played PMDG, well played. -Bryant Martin

<br /><br /><br />My understanding is steel brakes are significantly cheaper. Carbon brakes have longer life, greater energy abortion and a significant weight advantage.Boeing's Aero magazine had an article on carbon brakes:http://www.boeing.com/commercial/aeromagazine/articles/qtr_03_09/article_05_1.html-Bryant Martin

When you refuel via the FMS option you have to update the TOCG on the WEIGHT INIT page.You can do this after refueling using the following "cheat":1) Press the INIT button2) Use the PAGE key until WEIGHT INIT is visibile (page 2/3)3) Ensure BLOCK (1R) matches what was loaded.4) Right click TOCG (5R). This will put the actual TOCG in the scratch pad.5) Left click 5R to update the field.Done. You may need to re-accept your takeoff speeds and this should be done prior to engine start (AFAIK).-Bryant Martin