19AB67

Did they already adhere to something like this? Or a different agreement? That'd be great, Simon.

Any knowledge on this? 000° to 180° FL190, 210, 230, 250? 180° to 360° FL180, 200, 220, 240?

Again, I assume this support knowing where you are. I'd like to learn more which methods where used to set the right course with the knowledge of your position, deviation from wanted position, but not knowing the winds outside.

Thanx Kyle, this gives the insight. ... but based on some early weather charts? ... right, but the incoming aircraft at EINN just had experienced the latest weather (the weather probe), while those heading from EINN to CYQX had to rely on whatever weather charts.

Ups, the true waypoint across the Atlantic are of course ... EINN 286° 5320N 283° 5330N 278° 5240N 273° 5050N 263° CYQX ... with the 'N' at the end.

Hi folks, waiting impatiently for the FSX DC-6 and after having read many of the 1950s DC-6 timetables (see my other thread http://www.avsim.com/topic/492268-dc-6-routings-timetables-lets-collect/ with most helpful links) now I wonder how navigation was done preGPS and preINS and preNAT. Maybe I should be more specific. Of course I know about navigators using sextants etc. See also on Wiki article on 'Transatlantic flight'. This is on 'Where am I?' My question is more on the *aviate* in aviate-navigate-communicate. If I know where I want to fly to, how to set the heading appropriately? Without GPS or weather charts I know little about the actual wind situation outside and the drift resulting from it. In the aforementioned article we learn: 'To aid aircraft crossing the Atlantic, six nations grouped to divide the Atlantic into ten zones. Each zone had a letter and a vessels station in that zone, providing radio relay, radio navigation beacons, weather reports and rescues if an aircraft went down. The six nations of the group split the cost of these vessels.[47]' However, before these radio navigation beacons, -- and within FSX -- there were/are no navaids. If I take the route from Shannon to Gander as an example, the great cycle is roughly: EINN N5320 N5330 N5240 N5050 CYQX The magnetic headings for 'no wind' are a starting point: EINN 286° N5320 283° N5330 278° N5240 273° N5050 263° CYQX Did the pilots simply fly this route until they picked up first navaids on the other side of the pond? What if the navigator calculates at e.g. 30W that you hit rather 52N or 54N? Correction to 282°/274°? Or rather extrapolation of the last section to the next, not knowing whether the wind is significantly different? Did they make use of incoming aircraft, which just had been probes in the wind at a given, i.e. their crossing altitude? A mixture of 1.-3.? BTW: Did they already fear mid-air collisions and flew altitude separation? If we know the wind, e.g. taken from skyvector.com wind barbs, we can calculate with some trigonomy the heading to fly. Noooooo, I won't ask when the FSX DC-6 will be out.... but I start flying in my imagination! B)

... during daylight yes, but at 1am? I would have tried to oversleep these stops.

Maybe more a question for the hangar chat, but ... looking at the down to 45 minute stop-overs in e.g. Shannon at around 1am before crossing the pond: Did the passengers have to leave the aircraft during the refueling?

Thank you, Matthias! Had not found this one, but now we have plenty of timetables. 1954 the DC-7 more & more replaces the DC-6, so 1953/1954 are the timetables in question. Three days to fly AMS-FRA-Rome-CAI-Karachi-Rangoon-BKK-MNL-TKO... OMG...

Hi Dan, good idea! As well I find the KLM routings interesting. Maybe somebody stores/collects ancient timetables?

Hi folks, flying the J4100, 737NGX and 777 I often follow real timetables. In the advent of the DC-6 I'd like to collect in this thread former DC-6 routings and timetables. Google doesn't find a lot, e.g. http://airwaysnews.com/html/timetable-and-route-maps/european-airlines-timetables-route-maps-and-history http://www.routesonline.com/news/38/airlineroute/264543/1955-klm-routing/ Who can provide more? ==================== (Here part of the content of the second link with Constellation, DC-6, DC-3. Huh, 8 stop-overs from AMS to TYO...) KLM’s Routing in 1955 Northern Summer season service is the following: AMSTERDAM – ASIA – SYDNEY **KL821 Amsterdam – Dusseldorf – Damascus – Karachi – Bangkok – Jakarta Constellation, First Class, Day 1, arr 2 days later **KL861 Amsterdam – Geneva – Rome – Cairo – Baghdad – Karachi – Colombo – Bangkok – Manila – Tokyo Royal Super Constellation, First/Tourist Class, Day 1, arr 3 days later **KL823 Amsterdam – Zurich – Rome – Beirut – Karachi – Calcutta – Bangkok – Singapore – Jakarta Constellation, SleepAir First Class only, Day 2, arr 2 days later **KL825 Amsterdam – Frankfurt – Cairo – Karachi – Rangoon – Bangkok – Jakarta Constellation, Tourist Class, Day 3, arr 2 days later **KL853 Amsterdam – Geneva – Rome – Beirut – Basra – Dhahran DC6, First/Tourist Class, Day 3, arr 1 day later **KL827 Amsterdam – Dusseldorf – Rome – Beirut – Karachi – Calcutta – Bangkok – Bangkok – Singapore – Jakarta Royal Super Constellation, SleepAir First/Tourist Class, Day 4, arr 2 days later **KL827 Bangkok – Tokyo Royal Super Constellation, SleepAir First/Tourist Class, Day 6 **KL881 Amsterdam – Geneva – Rome – Cairo – Baghdad – Karachi – Rangoon – Bangkok Constellation, SleepAir First Class only, Day 5, arr 2 days later **KL851 Amsterdam – Munich – Rome – Cairo – Abadan – Dhahran – Karachi DC6, First/Tourist Class, Day 6, arr 1 day later **KL843 Amsterdam – Rome – Beirut – Basra – Karachi – Bangkok – Manila – Biak Constellation, Tourist Class, Day 6, arr 3 days later **KL829 Amsterdam – Beirut – Damascus – Karachi – Calcutta – Bangkok – Singapore – Jakarta Constellation, SleepAir First Class only, Day 7, arr 2 days later **KL845 Amsterdam – Frankfurt – Rome – Cairo – Karachi – Rangoon – Bangkok – Manila – Biak – Sydney Royal Super Constellation, SleepAir First/Tourist Class, Day 7, arr 4 days later, night-stop in Karachi and Bangkok **KL828 Jakarta – Singapore – Bangkok – Calcutta – Karachi – Baghdad – Beirut – Rome – Amsterdam Royal Super Constellation, SleepAir First/Tourist Class, Day 7, arr 1 day later **KL882 Bangkok – Rangoon – Karachi – Beirut – Rome – Geneva – Amsterdam Constellation, SleepAir First Class only, Day 1, arr 1 day later **KL852 Karachi – Dhahran – Baghdad – Cairo – Rome – Munich – Amsterdam DC6, First/Tourist Class, Day 1, arr 1 day later **KL862 Tokyo – Manila – Bangkok – Colombo – Karachi – Cairo – Rome – Geneva – Amsterdam Royal Super Constellation, SleepAir First/Tourist Class, Day 1, arr 2 days later **KL830 Jakarta – Bangkok – Calcutta – Karachi – Abadan – Cairo – Rome – Dusseldorf – Amsterdam Constellation, SleepAir First Class only, Day 3, arr 1 day later **KL844 Biak – Manila – Bangkok – Rangoon – Karachi – Dhahran – Cairo – Frankfurt – Amsterdam Constellation, Tourist Class, Day 4, arr 1 day later **KL822 Jakarta – Singapore – Bangkok – Calcutta – Karachi – Basra – Beirut – Rome – Amsterdam Constellation, First Class only, Day 4, arr 1 day later **KL824 Jakarta – Singapore – Bangkok – Calcutta – Karachi – Damascus – Beirut – Zurich – Amsterdam Constellation, SleepAir First Class only, Day 5, arr 1 day later **KL846 Sydney – Biak – Manila – Bangkok – Rangoon – Karachi – Cairo – Rome – Frankfurt – Amsterdam Royal Super Constelation, SleepAir First/Tourist Class, Day 4, arr 3 days later **KL846 Tokyo – Manila – Bangkok Royal Super Constelation, SleepAir First/Tourist Class, Day 5, arr 1 day later **KL854 Dhahran – Basra – Beirut – Rome – Geneva – Amsterdam DC6, First/Tourist Class, Day 4, arr 1 day later

I know. Therefore I asked for the task on how to port DC-6 from X-Plane to FSX.

Still no indication from Kyle... Are you on holiday? :smile:

Yeah, but may Kyle can give us a hint on the task of porting a DC-6 from X-Plane 10 to FSX.

Hi folks, I know that PMDG never communicates release dates, but what will be earlier: - Porting the DC-6 to FSX (how big is the task?) - Finishing the 747?

Do the tug drivers have all sorts of pins on board of their tug?

Yup, got it. Thanx.

Thanx, Kyle. Well, before boarding at EDDT/TXL I often see the tow bar being hooked up, but no tug available for ages... (Tscha, when will EDDB/BER open finally? A laughingstock -- Lachnummer, ger. -- the German Gruendlichkeit...)

Cough, cough... That easy?? LOL!! Thx guys.

Hi captains, in my thread on the upcoming DC6 tutorials I mused about learning in the PMDG tutorials nicely when and why we have to do what. http://www.avsim.com/topic/485979-dc6-tutorial/ One of these was for NGX -- if I haven't dreamt it -- that after switching on the beacon before push back *only* HYD DEMAND PUMP ELEC1 (the right one next to ENG2) is switched on... if I remember correctly, because this does *not* pressurize the front wheel steering: As long as push back is not completed moving the tiller could injure the rampies. 1. pdf tutorial 1 does not mentioning switch them on at all, I thing in order not to overload the newbie. 2. pdf tutorial 2 reads on page 78 'Turn the ELEC 1 and 2 hydraulic pumps on.' 3. Hah! FCOM1 reads on page 106: Hydraulic panel.................................................................Set F/O If pushback is needed and the nose gear steering lockout pin is not installed: WARNING:Do not pressurize hydraulic system A. Unwanted tow bar movement can occur. System A HYDRAULIC PUMP switches – OFF Verify that the system A pump LOW PRESSURE lights are illuminated. System B electric HYDRAULIC PUMP switch – ON Verify that the system B electric pump LOW PRESSURE light is extinguished. Well, there is still a condition: If pushback AND nose gear steering lockout pin is not installed... Page 107 reads: If pushback is not needed, or if pushback is needed and the nose gear steering lockout pin is installed: Electric HYDRAULIC PUMP switches – ON Therefore in the pushback dialogue: 'We are watching for the pin...', means if the tug driver hold up the pin with the flag on it, the crew knows that now the steering will work. Simalar for the T7: BEFORE START:  Turn on the hydraulic pump switches in the following order:  R ELEC DEMAND (FCOMv1: This one first to prevent fluid transfer between systems.')  C1 and C2 ELEC PRIMARY  L ELEC DEMAND  C1 and C2 AIR DEMAND All can and shall be switched on at once in the described sequence. Well, I learnt something... and I have to read more carefully the whole section on one topic... How do I know that the nose gear steering is locked out? Because of my walk around?

Hi captains, I couldn't find a thread on this, but how do FSX jet bridges operate on 'my' simulated aircraft? I just watched Kyle's NGX supplementary tutorial #2 (short trip to Baltimore) and in the end the jet bridge connected to the aircraft. They never do that in my sim, but to the AI aircraft around... 8^( Can I fix it?

Hi captains, in the advent of the DC6 I wonder about the tutorial to come with it. Since a friend asked me about flying the Flight1 MD-80, I remember that in this simulation much support is given to run you through the various checklist -- even framing in the views which switch to turn next etc. However, in MD80 the guide somehow lacks the information ... 1. why do I have to it? - obviously to get the whole aircraft running in the end, but there were items in the list like closing/opening isolation valves, and it is not apparent, why you have to close/open it; 2. why now? - what philosophy is in the sequence? 3. what is fine in normal operations, what is wrong and needs interaction? With the DC6 we again face an aircraft with round instruments,-- often without green and red arcs to help us here. The T7 came 126 pages of tutorial #1, how many do we have happily to expect re. the DC6? I fear that not too many of us will fly the bird every day, since we also enjoy the convenient, automatic systems of modern airliners. But by and then we will be lucky to manage (mostly alone on the flight deck...) this nice ship! (Is some update available as an Easter present?) P.S. I just see that Kyle posted some more videos -- gemme a sec to watch them... 8^D P.P.S. Ah, there is an Artificial Flight Engineer AFE.

Folks, there is an amazingly nice EDDL/DUS (free-of-charge).

Hi folks, yesterday I flew CYVR--ANZ23--NZAA and got during my flight some status report: 0355z APU BATTERY 0414z BOTTLE APU 1047z BOTTLE 2C CARGO 1526z FIRE LOOP1 ENG L They are status messages -- I learnt -- because the crew cannot do anyway anything during flight. The APU battery failure should not hamper me, since I have another source of power to start it. The BOTTLE APU should not come into focus as long as the APU is not running, hopefully not before taxiing to the gate in NZAA. There are other squibs aside the one for BOTTLE 2C CARGO. And the left engine comprise loop2 aside FIRE LOOP1. Could the sum of status messages result into the decision to divert to a mid-way alternate? Or not before e.g. also FIRE LOOP2 ENG L pops up? Thanks.

I am not a native speaker, but I don't like the tone of 'salvaging'. Actually I do describe what I do step-wise. Maybe it is not detailed enough for you. I'll improve for you in my next posts. Because at 54/20 DOGAL '.82/340S' was not copied automatically next to the waypoint on the right hand side. This becomes implicitly clear from my description. (A good example for me being more explicit.) I have not asked for a step while being on the NAT. Please read the posts more thoroughly (despite knowing that you answer a lot of posts).