Quink

Kyle, Should I take that "Rodgers" as a yes to the CV340? My tongue's already hanging out to my third fly button! I've still got my old UAL Convair manual from 1965 in case PMDG needs to borrow it. So I guess I'll still qualify as a "Codger". Regards, Quink

You did such a great job on the DC-6 that I can hardly wait to see the Convair 340! The world needs more classics, particularly us "old Codgers"! Quink

I have been using version 0.4.178 in the "experimental" mode for the last week or so and it has performed perfectly! Last night when I opened ChasePlane the opening box with an airplane appeared and it began to go through the usual progression of steps prior to the GUI opening. When it reached the step regarding something like "checking for update" the update automatically began and a download progress box (?) appeared. The progress bar showed the installation progress but when it reached 99% it came to a "screeching halt". After staring at the unfinished progress bar for ten minutes or so with nothing happening I finally closed ChasePlane and then, again, clicked my desktop icon. Again the loading box appeared but the moment it reached the "checking for updates" the whole loading box disappeared completely from the my desktop. After three or more tries with the same result I did a "shutdown" and restart" and then tried the ChasePlane icon again and, again, with the same results. As of now I'm at a loss as to how to regain my beloved ChasePlane. Any suggestions will be most appreciated but please speak slowly and use small words as I am not a computer "Rocket Scientist". Thanks in advance, Quink

I'm another victim of then dreaded "TrackIR" syndrome! I have TrackIR if I'm not using ChasePlane and don't have it if I am. I've exhausted my tiny little mind with, so far, no results. HELP!!!!

Anything's possible Kevin. Depends on the almighty sink rate! The overall effect would be very slow and hostile service to the cockpit for the rest of the trip...........

A more practical way to determine if the landing was a bit firm without becoming overly involved in "sink rates", etc. is to open the cockpit door. If all the" carry on trash" has fallen out of the overhead bins is laying in the aisle and the stew is standing there with her panties around her ankles inquiring, "who made THAT one?" then, yes, it probably wasn't a greaser!

Jovaba, I believe that the Program you refer to is called FSI PANEL. I use it myself all the time. Among the many things it can do is easily allow you to practice takeoffs and landings from virtually any major airport anywhere in the world with any wind or weather. You can do STARS, SIDS, almost any type of approach, or practice patterns or partial patterns. Essentially almost anything you could do in the actual aircraft you can now do with this program The GUI is intuitive and the system is easy to learn. Should you encounter any problem the support is fast and excellent. Google it and go to their site and be sure to Google some of the many well made Google videos about using it. Quink

Good catch Kyle! Actually I was just joking but I overlooked the fact that not everyone shares my twisted sense of humor. Thanks, Quink

An excellent source for authentic navigational charts covering the time period the DC6B was in use by United Airlines from the late 1940s to the mid 1960s is Amazon.com. There you will find the original charts used by the airlines of that period available at both auction and for sale. They are principally available for flights within the US. I've got and use a bunch of them. These are the charts issued by the CAA (FAA forerunner) and are beautifully done showing, in most cases, both VOR and low frequency range airways and a wealth of other information. Instrument landings were only done using VOR, ADF, and ILS. "//" out the GPS, SATNAV, and all the rest of that newfangled stuff from your DC6B instrument .cfg, grab your 50 pound flight bag, and learn to fly like a grizzled old-timer! It's a whole new world and a lot of fun!

Yes, Pete, I actually did read RSR's post several times but I guess that I didn't understand it correctly. I'm almost certain that I understood it to say that we should download the installer from the Operations Center. Thanks any way for the helping hand. I'll go to my account and try and download it that way. Quink

I, too, am having a similar problem. When the new installers were mentioned in a recent post from RSR I did the following; 1) I opened my Operations center and was advised that I had two messages waiting. 2) Upon opening the message center the FIRST message said that here was an update for the Operations Center awaiting. So I, logically, downloaded and installed that one first. It installed and so advised me that the installation was successful. 3) Then, according to the instructions in RSR's post I, first, uninstalled my then current installation of the 747-400 and then, after verifying that it was, indeed, uninstalled I returned to the Operations Center to download and use the new 747-400 installer but upon arriving at the message center it said I had no messages. The link to the new installer was no longer there. It said something like, "you have no active messages". Without that link how do I re-install my SuperQueen? As of now, I have no 747-400 to fly! Thanks in advance, Quink

I remember years ago in DC-6 Basic First Officer new hire school our instructor on power plants drove the point home quite well as to the difference between the DC-6 and the DC-7. "Well, the best way to tell the difference between a DC-6 and a DC-7 when they're taxiing on the ground at a distance is if the plane is being followed by fire trucks it's probably a DC-7." The DC-7 had what was, at least at that time, the most powerful and complicated propeller engine in history. It had an engine power optimizer lacking on the DC-6 which allowed it to operate economically at much higher altitudes. The engine section that permitted this increase in altitude was called the "Power Recovery Turbine or "PRT". It had the unfortunate habit of "melting down" and catching fire with not uncommon regularity...............very expensive to repair! This is one of the reasons that the DC-6 flew for three or four years longer with my airline than the DC-7.

UPDATE I finally remembered how we used to be able to do this from the right seat so the F/O could do the required verification of the waypoints; 1) Select PLAN on the right hand EFIS. 2) On the right hand INSTRUMENT SOURCE selector panel place the NAV selector switch to FMC L 3) On the right hand CDU select the LEGS page and there on the right side LS6R you will see the STEP prompt. Don't forget to turn the INSTRUMENT SOURCE SELECTOR back to NAV FMC R!

To all of you thanks for your help! downscc, "You done broke the code", You must use the left CDU only to get the STEP prompt! In the latest edition of my major international airline's flight manual this verification procedure is specifically assigned to the First Officer prior to flight. I, logically, though mistakenly, assumed it would therefore be done on the F/O's CDU and thus I used that one.

In LS6R RTE DATA is showing. The flight was loaded as shown in The Tutorial Flight with the INS' running and as of now the flight plan has been loaded and activated and show, at the top of the LEGS page as ACT RTE 1 LEGS. The three INS switches are in the NAV position with no error indication of any kind showing anywhere. The airplane is sitting at the end of RW17R at KDEN almost ready for T/O. Thanks for the "above and beyond" effort to help!