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.

Hi there, the POH states not implemented but the cabin heater master switch indeed does some things: you can heat up the cabin but even when only battery connected. So my question is: is this switch the cabin heater which uses fuel or is this the master switch for cabin heating? As far as I understood the manuals the cabin is heaten up by air warmed by the engines and there's an alternate fuel using cabin heater which uses fuel from No 2 main. The second question is: what is the Aux Blower switch right of the magneto switches. The POH page 27 even does not have this switch in the picture. Thanks in advance.

I really appreciate that! Thanks.

Running FL205 and cowl flaps closed. Engine temp ~200degree C. Is this too much? I thought off closing cowl flaps to gain speed if you are high enough where it's cold.

Jets are always worser in fuel efficiency than turboprops are. But they are faster. Faster means you can do more leg's on a day and get more money with this airplane and crew. On short range leg's turboprops and jet flight time will be much more equal because an jet won't be this long in cruise. Lufthansa only uses jets on short haul's because of capacity reasons or when they don't have a prop on hand.

Hi there, I read it 3 times and 4 times. Still don't get the clue. When you start with full tanks you'd switch to alternate after 20mins after takeoff. When to consider the alt tanks to be empty? If it's zero or if it's let's say 200lbs left because of inaccuracy of the fuel measuring device? Then, and this is the main question not clearly written for dummies in the POH, do you use the main inboard tanks until 79gal left and then use outboard or do you aim to level outboard and inboard and use tank to engine until land? Thanks in advance.

Having flown in a real DC6 for 1 time 4 years ago (behind the engineer). Believe me... you think the soundset is bad because you know it better? Think of like "the other's do it bad"! Imagine a american on a english street "One ghost driver in news? I see MANY of them"... I love it. Hearing the wind of change while in cruise? The prop's doing it's work? It's amazing.

I'd like to jump to the "get persons more involved in the starting procedure". Yes you need 4-6 hands in the real one. But as a simmer I want to get more involved in starting procedure. I feel more proud of started the B377 engine than the DC6. I know it's pretty much the same but you don't have to do this much. In the sim you even do not have a co pilot. I think most simmers would run into problems when doing ATPL SOP's. In fact that's my only improvement suggestion. Flow EDFH-BIKR yesterday with VOR-VOR navigation (and GPS to recheck the correct path) after a long planning phase because most europe low enroutes are RNAV. It's a great plane! Another maybe improvement regards the AFE: can you make some clickspots for RPM and BPM the AFE has to follow so we can fly to the books but we decide which table and BHP we use?

Today but time will tell when exactly Maybe you can write a powershell skript hitting F5 every hour and tells you when the price in the shop is not 12.000.000.

This answers my question why fuel pumps are hearable on the 737NG. Have serviced only -800's but never ever heard the fuel pumps which were switched on after powering up APU to ease power from DC pump. The cockpit door silences the noise (as it does on A320 series with Hyd transfer pump). I don't want to blame anyone. Just read the thread and got a gotcha. PMDG sounds are one of the best in flightsim community if not the best but I always wondered about this item in every video I saw.

Thanks guy's so I want X-Plane give a try!