onduty

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About onduty

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    tamas kovacsics
  1. Dear whamil77, That's really great and promising news. I envy your computer skills, unfortunately, I'm only a "stupid user". I will postpone my Carenado purchase (it is simply useless for me in its current state) until your mods are out, waiting patiently in the meantime. (The "garden situation" is the same here, still a mess. :-)) If you need data/manuals for your work just PM me! I have docs on C90B, C90GTi an even the 350i. Rembering one of your previous posts/request: I have, buried somewhere deeply in my garage a Collins EFIS 84 manual (color) and perhaps APS 65 docs. These are hard-copies but if you need them I will try to scan them somehow. All the best and hard work, Tamas
  2. Hi Dear Guys, Planning to purchase the GTX for FSX. Before my final decision I would have some questions: 1. With the modifications by the talented "whamil77", what about the turboprop engine behaviour? Is it close to real, I mean you have to gradulally increase throttle during climb untill reaching ITT limit? Or it is still the incorrect basic FSX stuff? (If somebody would send me a picture taken during cruise around FL 220-240 I could check the engine indications.) 2. How close are the performance numbers to RW? 3. Is whamil77 mods are for FSX, too? 3. Any other personal opinion. 4. Sytems modelling? As you can see from my questions I do not care too much about eye candy things like graphics, etc, I would prefer realistics sytems and performance. Appreciate your help, Tamas
  3. Saudi ARAMCO repaint... request

    I would like to confirm: it is PMDG 777-200. The contest is still open dear guys, still waiting for skilled volounteers! Tamas
  4. Saudi ARAMCO repaint... request

    Many thanks! Tamas
  5. Dear Skilled Painters, Anyone willing to repaint the 777-200 in a fictional Saudi Aramco livery? The base would be N767A 767-200 based in OEDF. The reg can be a fictional N777A to remain consistent. https://www.jetphotos.com/photo/8742011 Tonns of pictures can be found on the net about this beauty. I think, the sceheme is quite challenging if you have a closer look and it is far beyond my photoshop skills (and free time). Looking forward to it! Cheers, Tamas
  6. Cowl-Flap negative setting

    Good explanation SO666! It's good to know that guys are still with us with all that historical knowledge. Thanks for that. I wondered quite a bit what the meaning of those negative values is in cowl flap setting. Cheers, Tamas
  7. Oil cooling on a DC-6

    Dear downscc, agree 100%! We are lucky that it is at least pressurized! :-) Tamas
  8. Hi, Another really late answer: On RW DC-6's it is the pressure indicator of the two cabin superchargers. PMDG repeatedly emphasised that they followed strictly the cockpit layout of an exisiting, restored DC-6 (my opinion: in some cases it's pitty!). Obviously, the guys doing the real restoration work were unable to find an original instrument and fitted an engine manifold gauge instead. Interestingly, the values indicated on this instrument are close to the book values produced by the cabin supercharges. In short: good indications on an incorrect gauge. Cheers, Tamas
  9. Oil cooling on a DC-6

    Hi Guys, Sorry for the late answer, but reading through a bunch of original DC-6 manulas I am slowly getting more and more educated on this techinac marwell. There were definately oil temp control on the DC-6 through four switches on the aft overhead panel. They controlled electrically operated oil cooler doors on the aft part of the cooler cowling. Switch position is OFF-AUTO - OPEN - CLOSE. Most of the time they were left in the AUTO positon, the sytem maintained proper oil temp automatically. This system is obviously not medelled on the PMDG DC-6. Remeber the "deleted" items on the checklist? Regards, Tamas
  10. ATC in those days - the enviroment

    Hi Lennie, That's exactly why I hate to call serious simming, (like PMDG) a game. It's much much more than that. Learning, education and sometimes even history! Tamas
  11. ATC in those days - the enviroment

    We have been using a compeletily "stripless" enviroment since 2000. No papers at all! We are using cutting edge ATM (Air Traffic Management) technology/software in a relatively small airspace in Europe, still handling 4000 plus movement a day in the summer peak period. The main philosophy of our stripless system that all the instructions (speed/altitude/heading/rate of climb,descent, etc.) issued by our controllers, are input through the main radar screen, through the radar labels (every field is interactive). Our controllers are doing this instictively and real time, very quick, safe and proven method, Warning: Dear guys, I think this leads far beyond the my PMD DC-6 topic, I do not want the mods to frown upon this conversation, instead keep the info coming on my original question. In case you need more info on contemporary ATC, PM me, willing to answer. Tamas
  12. ATC in those days - the enviroment

    Many thanks Captains for your replies. I will go through all the recommended readings, I really appreciate your hints and contribution. In the meantime a hystoric reading for all who interested: President Truman - Log of President Truman's Trip to Wake Island ... Just google it. A lot of interesting details on a long range, multi-stop VIP flight, planning, navigation, com, protocol and security issues. ...and yes it is the famous VC-118, the Independence. Tamas
  13. Hi All, While l'm learning the technical details and operating procedures of the 6 I started to think about the ATC enviroment in the Fifties. Deeply involved in rw ATC, getting more and more cuorious, I tried to dig out some info on the net but found only limited stuff on this subject. While the TWR work/procedures can be quite obvious, I do not know anything about approach or enrute ATC. A couple of questions to start this topic: - Were there APP units established? How they worked? Using radar and vectoring or procedural? - What was enroute? Were Centers or ACC units in operation? Their working methods, like position reports, separation minimas? - How they worked in oceanic regions like between the US and Hawaii (many airlines offered regular scheduled service, so obviously there were quite an amount of traffic in that area)? Position reports? To whom? By HF radio? What was the altimeter setting in the Pacific region in the 10000'-15000' altitude band? QNE perhaps? I know this is a bit overwhelming but I think flying this classic in a modern enviroment is definatelly an anachronism. Perhaps sombody from this excellent community could offer a good reading about this topic. It would be fun to learn more of those days. Cheers, Tamas
  14. 5512 USG Tank Capacity MOD Status

    Great news! Many thanks. Looking forward to it. Tamas