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Ramón Cutanda

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About Ramón Cutanda

  • Birthday 09/29/1977

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    Cieza - Murcia - Spain

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  1. Thanks for the info! I have updated the checklist to v1.0.1. Bests.
  2. WARNING!!! Although the following checklist is based on the B314 PILOT's manuals and Boeing's "Handbook of instructions for operation of the Boeing Model 314 flying boat", this is NOT, by any means, an "official", "approved" or even "professional" checklist. I am just a flight simulator enthusiast with very little experience in real world flying and I elaborated this custom checklist just to make my life (please, note the use of first person singular) easier when flying PILOT's Boeing Model 314. I found the original checklists difficult to follow because they are divided into three columns (captain, first officer and engineer) and the order and coordination required to follow all those steps by myself in the sim was not clear to me. I have done my best to mix those three checklists into one that was logic for me and that I could follow easily in the lonely virtual cockpit of the simulator without the other two crew members. When I finally put together all the steps, I found some "gaps". For example, there is no mention to the moment when the generators should be turned on or off, so I have taken the liberty of adding that and other similar steps. The contrary is also true: I have omitted some of the original checklist that are unable or, in my opinion, unnecessary to reproduce in the simulator, such as the "calls" to other crew members or the use of the shore battery (as far as I know, not available in PILOT's version at the moment of writing this document). Finally, I have reordered the checks to follow a more comfortable flow "per view" within the simulator, thus avoiding as many "panel/view jumps" between the cockpit and the engineer's panel as possible. After developing the checklist along multiple flights, I finally reached a point when I could satisfactory complete my flights without having to make any change in the checklist, so I decided it was the time to share it with other simmers. I find it really useful and, perhaps, others will too. Whether that is the case or not, please do not forget that this is a humble and "homespun" checklist. Kind regards, https://simulaciondevuelo.com/descargas/checklists-boeing-b314-by-pilots
  3. That is SUCH GREAT NEWS! Again, thank you SO MUCH for the update. This is really, really, appreciated. Thank you for all the passion that you show in the development of this wonderful aircraft. I am really (really) looking forwards to the next update. Regards,
  4. If there is anything I can do to help with to debug these issues, just let me know. I have been reading your conversation in the forum with IahFisher and you said you sent him a logging dll via PM. Maybe I could use it as well. Thank you for your dedication. Kind regards,
  5. Ever since I am flying the B314 I am experiencing another two bugs which appear every now and then, but I have been unable to learn which specific steps are needed to reproduce. To me, they seem random. Having said that, there is probably very little you can do, but I share just in case it can be of your interest: Only one wing tank is emptied Sometimes, fuel is only consumed from one of the fuel tanks. The level of the other remains unchanged. Last time this happened to me it was tank 1 the one that did not consume fuel (I cannot remember other times). When it happens, the fuel flow and engine behaviour seems to be completely normal. What I know is that it is NOT just a visual glitch. When this situation happens the "fuel and payload" window within P3D clearly shows that only one of the tanks is consuming fuel. Of course, fuel valves position is the first thing I check and they are set exactly as in every other of my flights. Partial resets in flight of switches and systems For apparently no reason, sometimes I get some systems/switches reset to their "cold and dark" position in the middle of a flight (usually shortly after take-off or during initial climb) There may be others, but the ones I remember are: RPM go back to 50% Cowl flaps go to fully closed Gyropilot rudder adjustment resets to 0º All lights go down Autosyn goes back to Dynamotor The starboard battery charging selector (at the wall) goes down (aft battery) "Plane heat" goes back to off Kind regards,
  6. Simulator Prepar3D v5 Academic 5.2.22.27615 PILOT'S Boeing B314 The Clipper P3Dv4v5 R1.1g, V1.20 Active Sky P3D v7877 SPAD.neXt v0.9.11.1 (B314) Flight Controls Saitek Pro Flight Quadrant Saitek Pro Flight Yoke Thrustmaster T-Rudder Saitek Pro Flight Switch Panel Saitek Pro Flight Radio Panel Computer: CPU: AMD Ryzen 9 5900X (Vermeer, VMR-B0) 3700 MHz (37.00x100.0) @ 4516 MHz (45.25x99.8) Motherboard: GIGABYTE B550 AORUS ELITE V2 BIOS: F13, 07/08/2021 Chipset: AMD B550 (Promontory PROM19 C) Memory: 32768 MBytes @ 1796 MHz, 18-22-22-42 - 16384 MB PC28700 DDR4 SDRAM - Team Group TEAMGROUP-UD4-3600 - 16384 MB PC28700 DDR4 SDRAM - Team Group TEAMGROUP-UD4-3600 Graphics: GIGABYTE RTX 3080 VISION OC 10G (GV-N3080VISION OC-10GD) NVIDIA GeForce RTX 3080, 10239 MB GDDR6X SDRAM Drive: Crucial_CT512MX100SSD1, 500.1 GB, Serial ATA 6Gb/s @ 6Gb/s Drive: ST8000DM004-2CX188, 7814.0 GB, Serial ATA 6Gb/s @ 6Gb/s Drive: Samsung SSD 970 EVO 1TB, 976.8 GB, NVMe Sound: NVIDIA GA102 - High Definition Audio Controller Sound: AMD Family 17h/19h - HD Audio Controller Network: Intel Wireless-AC 9260 160MHz Network: RealTek Semiconductor RTL8125 Gaming 2.5GbE Family Ethernet Controller OS: Microsoft Windows 10 Professional (x64) Build 19043.1165 (21H1) My problem 999 out of 1,000 times I am unable to make the gyropilot maintain a fixed altitude. However, it is not impossible. 1 out of 1,000 times it works, so I know IT WORKS; my problem is that I unable to find out WHY it does not always do so. You can see my problem in action in the following video. I apologize for the quality of the audio as today I could not use my main microphone and it seems my English this afternoon was certainly not my best. My context 1. I have read, re-read, re-re-read, re-re-re-read, re-re-re-re-read (actually, "n"read) both the 2nd part of PILOT'S manual and the Sperry Gyropilot A-3 document. 2. My common sense tells me I must be skipping something or doing something wrong, but after having flown 15,529 nm along 106 hours (I am replicating the 1st Commercial Round-the World Flight of the NC-18602 - https://www.wingnet.org/rtw/RTW003B.HTM), for the life of me, I find myself completely unable to understand the gyropilot. I swear it has a life of its own. I can count with my fingers the number of times it has work as expected. Actually, I can count with my fingers the number of times I can even predict what will happen once engaged. For every flight, I need to spend several hours (literally; sadly I am not exaggerating here) engaging and disengaging the gyropilot over and over and over again before I am lucky enough to get a "lock" in the elevator so that it will keep an altitude. The aileron and rudder adjustments work as expected, but the elevator... At first I tried to keep an specific altitude (usually 8,000 feet) but now I really don't care; as long as it stays stable I am happy with any altitude. In the rare occasions when it works, most of the times it will stay at an altitude in a rage of 500 feet above, or below, the one I was keeping at the moment of engaging the gyropilot. However, in those in a lifetime situations when it works, it is an incredible solid lock, and is able to maintain a constant altitude even under very strong turbulence. In those situations you can see the logical fluctuations (ups and downs) but the average is solid and eventually, once the turbulent air is gone, it will go back to its original altitude with zero variation in the vertical air speed. What I know (or I think I know) about the gyropilot 3. The gyropilot is NOT an AUTO-pilot. Once trimmed and in stable flight, the gyropilot's function is to correct deviations from the initial status, so having everything ready BEFORE engaging the gyropilot is a must. 4. In order to activate the system I should engage first the gyropilot (1) and then pressurize the servos (2). I have tried the reverse order too, activating the servos first (2) and then the gyropilot (1). However, I have not seen any difference, either for the better or worse. 5. Once the servos are on (2), it takes the system around 15 seconds or so to get pressurized and "take control". The pressure can be easily monitored with the three available gauges; two of them highlighted in the picture above of these lines (10). Once the pressure is about 30, you can "feel" the gyropilot is starting to get control. 6. As I mentioned, I am aware that the gyropilot's function is to keep things "as they are" so BEFORE pressurizing the servos, I do my best to trim and obtain a straight and level flight on my desired heading and I also make sure to use rudder adjustment knob (3) and the directional gyro (6) to select my current heading. I also check that the aileron (4) and elevator (5) adjustment knobs are set to zero. 7. I also know that the recommended setting for the reaction speed knobs (9) is "3" and that the extremes (0 and 5) must be avoided because they create a lock in the controls. I would like to mention here that there is a difference between PILOT's manual and the Operating Bulletin for the Sperry A-3 Gyropilot: "At full speed (zero on the dials) the control surfaces will go into hydraulic lock." (PILOT's Manual v1.3, page 24) "Turning the knobs all the way clockwise locks the controls and must be avoided" (Operating Bulletin for the Sperry A-3 Gyropilot, page 9, section 2). If we turn the knobs "all the way clockwise" we reach 5; and not zero. In any case, I always avoid extremes and set the speed controls to 3 to avoid problems. In that regards, I have tried: Pressurize the gyropilot with the speed set at "zero", and then slowly increasing the value to 3. Make sure the speed knobs are at 3 BEFORE pressurizing the gyropilot. I am unable to tell the difference of using one method or the other. However, except when desperate, I tend to select the speed of 3 before engaging the gyropilot to avoid the possible lock mentioned. 8. Also BEFORE pressurizing the gyropilot, I make sure to set the directional (6) and bank and climb (7) selectors to UNCAGED. By the way, there is a typo in the VC tip, with an extra "t" at the end of the description: 9. Now comes the "funny" part. It is my believe that after all the previous steps, once the gyropilot is engaged it should keep things as they are. If there is any difference between the current heading and the one selected in the rudder adjustment knob (3), then you can feel the aircraft moving towards searching the selected heading. Most of the times this will happen very smoothly as the difference, if "homework" has been done beforehand, tends to be minimal; if any. For for the elevator, even if the adjustment knob (5) is set to zero, adding pressure in the system usually means "rollercoaster time". I have to admit that MOST of the times it will not be something "wild" but, from the initial steady and level flight, engaging the gyropilot usually means a change in the altitude of dozens (sometimes hundreds) of feet per minute. If I touch nothing, 1 out of 100 times or so the system will finally find a "balance" after about 15 seconds and keep a "more or less" level flight. But most of the times the change in the rate of climb or descend will simply be completely random and unpredictable; my guess is that it simply depends on the meteorological conditions outside. Usually it will keep gaining or losing non-stop until I finally take manual control. 10. Finally, and having said all that, I am aware that, according to the PILOT's Part 2 manual (v1.3 page 26): On the A-2A gyropilot the Level Flight knob engages the default autopilot if you are having trouble getting the gyropilot to behave as you wish. [...] When in autopilot mode - the rudder knob sets the required heading - the elevator knob converts degrees of pitch to hundreds of feet per second vertical speed - setting pitch to zero locks to the barometric altitude at that point However, that information has little or no use for most of my flights (as described in the video). My checklists for every flight Just in case it could be useful to know exactly which actions and steps I take BEFORE engaging the gyropilot, I rigorously follow a custom-made checklist based on PILOT's and Boeing documentation. As it says in the introduction of the checklist, it is my intention to share it with the rest of the forum once it's ready; but before that moment I want to make sure all the steps regarding the autopilot are correct. https://simulaciondevuelo.com/boeing-b314-checklist Goodby, gyropilot. It was nice having met you Understanding how the gyropilot works has been, so far, the hardest thing for me during the learning of the B3414. But after dozens of hours of trial and error I simply give up. If I can get any help from you, that would be awesome and thank you so much in advance. However, If I can get no hep I will simply fly manual for the rest of my life... Goodbye, gyropilot. I will always remember you.
  7. Once again, thank you for such a detailed and useful reply! It is really appreciated. Kind regards.
  8. After a dozen full flights or so I have found the bugs described in this post. Maybe they are only present in my system, but they are consistent and I can reproduce them every time. Simulator Prepar3D v5 Academic 5.2.22.27615 PILOT'S Boeing B314 The Clipper P3Dv4v5 R1.1g, V1.20 Active Sky P3D v7877 SPAD.neXt v0.9.11.1 (B314) Flight Controls Saitek Pro Flight Quadrant Saitek Pro Flight Yoke Thrustmaster T-Rudder Saitek Pro Flight Switch Panel Saitek Pro Flight Radio Panel Computer: CPU: AMD Ryzen 9 5900X (Vermeer, VMR-B0) 3700 MHz (37.00x100.0) @ 4516 MHz (45.25x99.8) Motherboard: GIGABYTE B550 AORUS ELITE V2 BIOS: F13, 07/08/2021 Chipset: AMD B550 (Promontory PROM19 C) Memory: 32768 MBytes @ 1796 MHz, 18-22-22-42 - 16384 MB PC28700 DDR4 SDRAM - Team Group TEAMGROUP-UD4-3600 - 16384 MB PC28700 DDR4 SDRAM - Team Group TEAMGROUP-UD4-3600 Graphics: GIGABYTE RTX 3080 VISION OC 10G (GV-N3080VISION OC-10GD) NVIDIA GeForce RTX 3080, 10239 MB GDDR6X SDRAM Drive: Crucial_CT512MX100SSD1, 500.1 GB, Serial ATA 6Gb/s @ 6Gb/s Drive: ST8000DM004-2CX188, 7814.0 GB, Serial ATA 6Gb/s @ 6Gb/s Drive: Samsung SSD 970 EVO 1TB, 976.8 GB, NVMe Sound: NVIDIA GA102 - High Definition Audio Controller Sound: AMD Family 17h/19h - HD Audio Controller Network: Intel Wireless-AC 9260 160MHz Network: RealTek Semiconductor RTL8125 Gaming 2.5GbE Family Ethernet Controller OS: Microsoft Windows 10 Professional (x64) Build 19043.1165 (21H1) 1. The Flight Engineer overhead light can be seen from the outside in an unrealistic way, as if the light could pass through the fuselage: At first I thought that maybe the light came out the window, then hit the engine and what I see (and highlighted in the previous picture) was the reflection of the light back from the engine nacelle. But as you can see in the following snapshot, that is not the case. 2. When the needles of any gauge of the cockpit point to the lower half of the gauge and the lights are on, they turn black 3. The virtual cockpit and the 2D panel show different numbers for the Outboard Hydrostab tank needles 4. Engines out when moving the flight engineer mixture levers Once at cruise level, I move the mixture lever locking bar to the "lock" position, and then I pull the mixture levers one by one all the way down until they are stopped by the locking bar at 30%. The mixture levers are left at than position until the approach. As soon as I move a lever, that engine goes out, although it comes back immediately to life as soon as I continue pushing the lever. That happens with every engine, every time. This short video shows exactly what I am talking about: 5. And, finally, not a bug (I believe) but a thought. In all of my flights so far (near the equator with warm temperatures) I have noticed that the fuel flow is around 10 Gallons per engine lower when using Full Rich than when I lean. If that is an expected behaviour, then I see no sense in leaning, and that idea that is in fact, supported by the info from the manual: "Because of the peculiarities of the Chandler-Groves carburettor, allocating mixture levers is not necessary but could be useful" (Introduction, page 5) "As the Chandler-Groves carburettor automatically compensates for altitude, for most operations the mixture levers can be left set to Full Rich." (Mixture Levers, page 31) -------- As in my previous posts, thank you very much in advance for any tip of insight regarding the issues described here. Regards,
  9. Once again, than you so much for such valuable piece of information. There are so many things to learn from this wonderful seaboat!
  10. Hi, Two questions regarding the filling of the tanks I have been unable to find out: 1. Step 24 in the Engineer's starting and warming up checklist says: "Check wing tanks - half full". I also remember reading that check in other places. However, my question is: should the wing tanks be filled at EXACTLY "half full" or can it be interpreted AT LEAST half full? 2. When using less than half of the hydro stabilizer tank, or when not using them in full, which part should be filled (or be filled first), the inboard or outboard? Thanks!
  11. 1. That you for the confirmation. If I may, I would suggest adding a "changelog.txt" or similar in any of the folders used by the B314 (either P3D\PILOTS_Software\Boeing B314 - The Clipper\P3Dv5 or \SimObjects\Airplanes\PILOTS B314 triple tail). I would find that to be helpful. 2. As I mentioned, I have never, ever, been able to make the pump work. And I try in each and every one of my flights. What I do is: i) Select the desired hydro stabilizer fuel compartment ii) Set "Wing tank refuel" to "Both on" iii) Activate the "Wing tank refuelling hand pump". I am never able to move the fuel from the hydro stabilizer tanks to the wings. With that very same configuration the fuel pumps always work (one, the other, or both); and I have never broken the pumps after that first time I mentioned. 3. Ups... Now that you say it, yes, I read it. But it's been so much information these days that I did not take it into account! Thank you for the clarification. 4. Thanks for the info. 5. Again, thank you for the valuable info. 6. Thumbs up! 7. Sorry to read that. However, at least now I know I am not doing anything wrong! Thank you so much for your time and dedication. Your B314 is certainly a great plane! Because of its high price-tag for a long time I hesitated if it was worth buying. But now that I am starting to understand how it works, I am getting in love with all its fine details. There are still a couple of strange behaviours that I don't really understand or control, but I need to investigate them further to make sure it is not me doing anything wrong before I ask again for support. Once more, thank you!
  12. Moving one of the cameras I managed to peep inside the wings. Awesome! But I wished there was an easier way; such an specific camera view. Thanks!
  13. Hi, I am making my first flights with the Pro version and, although I have gone through the manual several times (specially part 2), read each and every topic in this forum, purchased and read the handbook from mach-one-manuals.net and even read in full the "The Long Way Home - Revised Edition" by Ed Dover, which provides a lot of helpful details, I am still stuck with several things. I apologise if I ask anything very obvious, but I cannot, for the life of me, understand certain things. Also, I don't like mixing several topics in one same thread, but opening one thread for each of my questions would monopolize the forum, so I have finally chosen to compile everything in this one thread. I hope that will not be a problem. Thank you in advance. 1. I installed my aircraft a couple of weeks ago and, when I launched the installer, it checked for updates and found none, so I guess I am running the latest version. However, how can I check which specific version I am actually running? 2. I mention this in particular because, from what I have read in the forum, the wing tank refuelling hand pump was not working before the HF1. In my first or second flight I switched tanks with the electric pumps on and broke them. Then I tried to use the hand pump but I could not figure out how to use it. Since that moment, I have tried, with no success, to use the manual pumps in each of my flights but, no matter what I have tried, I have never succeeded. Just to be on the safe side I manually installed HF1 over my previous setup, but I see no change whatsoever in this regard. It is my understanding that the bar pump to refuel the wing tanks is the one ON THE LEFT. But maybe is not... 3. All over the mach-one-manuals.net handbook, setting and checking the air mixture is an important step in every phase of the flight. It is also frequently mentioned in "The long way home"; specially when they had to deal with 90 octane auto gas. However, I found this in part 2 of the manual (v1.3😞 "Because of the peculiarities of the Chandler-Groves carburettor, allocating mixture levers is not necessary but could be useful" (Introduction, page 5) "As the Chandler-Groves carburettor automatically compensates for altitude, for most operations the mixture levers can be left set to Full Rich." (Mixture Levers, page 31) So, my question is... 4. That takes me to another question: I am also unable to understand how to monitor the cylinder's temperature. According to the handbook, the base temperature should not exceed 149ºC. However, when selecting the base of any cylinder/engine I always (and I really mean ALWAYS) get a reading near 200 ºC (offset applied). 6. The engine synchronizer is mentioned several times in the checklists. However, I am unsure of how I should use it. From my experience, the "black and white ball" only "rolls", and only sometimes, in position 1. I don't know what that means or which effect has in the engines. Is moving the selector just enough to synchronize? For how long? 7. Regarding altimeter, I have NO IDEA of how to set it. I have not been able to find the "altimeter knob", or whatever I should use, in the cockpit; nor have I found any mention to it in the documentation. Using the P3D "b" shortcut sets the altimeter to current pressure but... how can I manually set it in the B314? 8. Lighting work as expected at night. However, switching lights on or off have no effect whatsoever in daylight and, more important because that represents a real issue for me, even at dusk and dawn. At a certain moment at dusk and dawn lights finally gets on but, in those situations, the cockpit is still too dark to operate. I can capture that in a video if necessary. 9. Finally, a request. I really miss the wing catwalks to access the engines! Please consider adding it in a future update. That was such a unique feature of the B314! Thank you for taking the time to read this extensive post. Any tip you can provide me will be extremely appreciated. Thank you! Kind regards,
  14. a) I moved back to P3Dv3 a couple of months ago to fly FSLabs Concorde-X exclusively, so I couldn't tell. Here you have the list of changes: https://www.prepar3d.com/news/announcements/2020/04/116273/ b) For minor updates, just use the client installer, as per P3D instructions.
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