gnomegemini

You should completely reinstall windows to have a fresh version. Only then you will have the completely new mainboard drivers and also nvidia drivers. My wife haven't had problems updating but I had to reinstall the nvidia drivers compoletely with ccleaner as normal reinstall haven't solved the problems (also with other games). Dunno how microsoft handles upgrades, but in the linux world you always have old slag after an upgrade. So especially with the drivers and installed third party dll's I think there are problems. Also as the cpu timer in windows 10 is new and pretty damn good, make sure not to tweak you'r fsx.cfg (no affinity mask, and no buffer tweaks) and set fps to let's say 40fps with an tuned high end cpu @4,3Ghz or above. I'm running FSX pretty good now without any problems. OC'ed my 3770k to 4,5GHz using a Corsair hybrid cooler. With this configuration no core is at 100% giving stable 40fps. If I increase the fps limiter I get more fps but cpu core 0 is at 100% giving fps spikes. Also make sure to disable vsync as long as you have <60fps

After some time in XP I reinstalled FSX and also the wonderful T7. But I have a request: I installed the base package, updated all the things and installed the expansion. Maybe it would be more easy for the user to just install the operations manager, connect to the pmdg account via a login and then be able to install all the bought packages with 1 click? Yes, I'm lazy.

These are wise words I'd like to hear more often within software lifecycle management from the management! In our company, we've fixed sprint's and release dates and we are forced to have the release packages ready when the customer say's so even when not ready technical wise; as a system engineer it's hell.

From POH page 175: "Reversing the propeller on the ground is accomplished by pulling the throttles aft past the center, or closed, position, which can be felt as a definite stop. At this point, a cam-actuated switch on the forward face of the control pedestal closes to energize the propeller reversing circuit." So I'd say yes, the real one does check if throttles are at idle.

It's not a bug, it's a feature; ouch such a basic thing overlooked. Also makes sense... just watch the outside view when trimmed full up or down... Thanks Kyle.

Yes, same here. After parking (and running parking AFE) the lock won't move. Do you use the AFE? I use him but I also "cancel" him especially in cruise to set custom BHP. After saving and loading scenario it works again. Edit: Haven't flown the current patched version of the DC-6. Maybe it's patched out because of changelog: "- Gust lock housing tweak"?

Well done. But I like to have a ingame patch ability so I don't have to redownload the whole package.

Ah ok. I thought the cabin heater switch is not for the fuel burner but the main switch for the superchargers in the cabin as no fuel is consumed and even in cruise when switched off you don't have a working AC. My understanding of the AC is even when fuel burning heater is switched off, you should have at least in cruise a working AC. However when I switch off the cabin heater switch, the whole AC is switched off as you can see on the cabin temp mix valve position (which goes to full cold) and temp get's lower until reaching 50°F.

Yes right. The jet's have the power to fly faster than the structure of the airplane is able to handle. So you go high where you move fast and the drag of air (and therefore stress to the structure) is low. A prop needs a higher RPM/MP setting to fly high and this produces more noise but is not more fuel efficient nor do you have more BHP. As far as I know they tried to fly under 14.000ft but had the opportunity to fly over the weather and climb higher to give the passengers a more confortable ride if really needed. You must know... on these day's a flight ticket of a 6-8h flight would cost about $3800. And fuel was pretty cheap on these day's.

Carb icing is only occuring when in yellow "danger" area on gauge AND there is moisture. I'm wondering if you have more power when carb temp is lower? Because you use less MP with lower temp in carb.

Oil would be enough (Did Leg's EDFH-BIKF-CYRB-PANC without refilling oil; you shouldn't refill above 20g per engine). But the DC6 was equipped with 8 OR 10 fuel tanks. The other 2 aux tanks give you about 800 gallons more fuel (don't have the values here). Also I flew about 10h with 800BHP setting in cruise (initially 1000BHP). But you've to fly low and not up in the air over the weather. I learned from AFE and took over more and more jobs from him.

*Push* (sry for that). Maybe someone can clarify on this? I'm wondering if the cabin heat switch would be the supercharger for cabin heat because normally in flight warm cabin air should get mixed with air warmed by engines. Even if it'll be Kyle pointing me to the right RTFM page would be much appreciated. Also the correct work or use of the aux blower (what's this? When to use?). I'm really interested in understanding the technology behind.

a: Yes in your calculation it's about 3200-3300ft. b: Cross the length of the runway with the wind component, then go to the right until you reach the pressure alt for the airport. That would be the max takeoff gross weight. Your question was pretty good... From now on I'll calc and decide to take off wet or dry. Haven't even looked into the chart. Was pretty lucky to understand cruise power needs and settings charts.

Thanks!

Then why is the cabin temp decreasing when I switch it off while in cruise and cabin supercharger are hot? If it's the case it should be heat the cabin but instead it's going to off.