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    tamas kovacsics

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  1. Many thanks Lee for the tip. I will try on Avsim. Tamas
  2. Hi Guys, It seems that a lot of excellent repaints (and many hours of devoted work) went down the pipe with aussiex.org site. Particularly interested in a DC-6A TMA Lebanon repaint. Anyone who was able to save this file before aussiex.org went inop? Please PM me. Many thanks for your help, Tamas
  3. Sorry guys, I know I had started another similar topic about the Dc-6 speeds which resulted in a very knowledgeable debate. This time my question is more simple: What can you read off the PMDG DC-6 ASI? IAS or TIAS? The speed limit placard (just noticed) on the instrument panel speaks about "True Indicated Airspeed (TIAS)" On the face of ASI the title is simply "Air Speed". In the PMDG manual, in the limitations section there are two speed columns titled IAS and TIAS. Could somebody clarify? It would be interesting to know the devs opinion. Cheers, Tamas
  4. Sure, that's what I assumed and waiting for PMDG. tamas
  5. What? In the air file??? Could you give us more details? Frankly, I simply can not believe that PMDG introduced a mod/upgrade without notice to the customers. Cheers, Tamas
  6. Sure, I will have a talk with the hangar people. Cheers
  7. Dear PlainandSimplePaints, Is there any news on the clean cockpit rextures? The rollout of my factory new NGX is imminent, of course its cockpit is brand new and perfectly clean. Cheers , Tamas
  8. Waiting for more realistic FF, too! Perhaps someone with the required skill.... Tamas
  9. Hi Andi, I was away from this forum for a couple of days and try to ketch up again. 1. Please confirm, your modified air and cfg files are for p3d and will not work in fsx? 2. Do I understand well that you abandoned the attempt to put the takeoff/ climb fuel flow right? Tamas
  10. Ohhh... Great! I think I understand!!! Looking forward to it. Anyway, nice, clean simple paint scheeme. I prefer these ones. Perhaps my age... One just can't understand why the.... developers can not hire a guy like you with knowledge, experience on that particular A/C to help/advise them during the development work. I think most of us could accept the extra cost for a more sophisticated product. T
  11. Hi Andi, This time in this topic (getting overwhelmig...right.?) In one of your previous posts you provided a link to the weight and balance of the beutiful 100L, therefore, we can have a basic number for the real empty weight of a trailing link 421C. Could you provide some details about the optional equipment of this a/c? I mean wing locker tanks ( NIL, single, both), air conditioning, avionics? It woule be interesteing to run some FUEL/RANGE/PAYLOAD calculations. Of course, if releasing this info is against your company politics, just forget it. (Sorry for my annoying typos, if any - long day in RW aviation.) Tamas
  12. Dear Andi, Really great news! Alabeo has another 421 purchase in their books... owing to your devoted time, knowledge, work and kindness. Looking forward to it... patiently. Many thanks indeed, Tamas
  13. Hi Andi, I really appreciate and accept your educated answers I still have some doubts/ arguments but I do not want to strech the limits of this forum. Just one small and final, (I promise guys!) addition. Here is a part from the B58 POH, systems description: "On serials TH-1472 thru TH-1840, not in compliance with Raytheon Aircraft S.B. 28-3052, the IO-550-C engines are equipped with altitude compensating engine driven fuel pumps. These pumps automatically lean or enrich engine fuel mixture as the airplane changes altitudes. Leaner engine mixtures can be set by pulling the mixture levers aft from the full rich position while maintaining the EGT within limits. On serials TH-1841 and After, and prior airplanes in compliance with Raytheon Aircraft S.B. 28-3052, the IO-550-C engines are equipped with engine driven fuel pumps that require manual leaning." Therefore, I think that this automatic feature is specific to certain fuel injection systems on selected airframes. Andi, you raised my interest again in the Alabeo C421 with a modified air or cfg file whatever it is in FSX. I envy your computer skills! It would be great to see a roughly correct engine behaviour (FF,EGT, RPM,MP relationship.) By that, this would be a completely new product. So, I will follow this forum closely for developments... and hope. In the meantime, Alabeo came out with V1.1 which at least features an independently working FD system. All the best, Tamas
  14. Dear Andi, Interesting discussion. I am affraid that we are speaking of two different things. Here is an extarct from a Beech B58 FOM (IO-550-C) normally aspirated engine, normal procedures: "MANUALLY LEAN TO THE FOLLOWING FUEL FLOW SCHEDULE FUEL FLOW SCHEDULE FULL THROTTLE AND 2700 RPM SL 26.6 GPH 2000 25.9 GPH 4000 24.3 GPH 8000 21.8 GPH 14000 19.1 GPH" You may notice that these values are for FULL THROTTLE (which you will obtain very soon during climb) and than the FF will DECREASE as you are leaning/climbing and definately not constant. With a turborcharged engine you can forget those mixture levers until you reach critical altitude. (About FL200 in a C421 if my memory serves me well, it was about 25 years ago when I had the opportunity to fly her). All in all, I think this discussion leads us far away from this topic, but the problem remains: the engine behaviour of the Alabeo 421 is far from RW and we still badly need a good piston twin simulation. Cheers, Tamas
  15. Hi Guys, I've been personally, desparately waiting for a good "study level", pressurized piston twin for FSX. Reading through your knowledgable remarks, it is not the Alabeo 421c, at least at this stage. :-( Just two remarks to this interesting discussion: 1. AndiKunzi wrote " Fuel flow on an injected engine is just not changing with altitude". It is not correct, normaly aspirated, fuel injected engines do require leaning with altitude! The quoted sentence is true for turbocharged engines. 2. Many developers refer to the inherent coding problems of FSX, P3D, etc. simulation and consider them as a problem what we, customers have to accept. The piston engine behaviour (Fuel Flow, leaning problems) and especially turboprop engine urealistic behaviour are the most common on their list. But, with some "miracle" some developers could solve these "inherent problems" and provide us with accurate engine behaviour and physics: A2A C-182, PMDG j41, Majestic Q400 and the good old DA Piper Cheyenne and with some limitations the F1 B200. That's why I'm reluctant and highly sceptical to accept the theory of FSX/P3D inherent/unavoidable coding problems emphasized by some developers. Cheers, Tamas
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