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Flight Sim Profile

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    Bern, Switzerland
  • Interests
    Aviation, US-Cars

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  1. TheFinn88

    Steeper descent profile

    I was cruising at 15'000ft, so it was in the range what you call a normal cruising altitude. And turboprops flying the CVA.MOTIF 6 arrival at KMDW are expected to cross DIPSY (the first altitude restriction on this route) at 13'000ft (jets at 15'000ft). So I don't see any troubles in flying that STAR with the DC-6 too. Sure ATC might have vectored me on a different route (as I've already written in my earlier post), but there was none online, in such a case I stick to a STAR that the DC-6 is able to comply with. There are loads of STAR's that have altitude restrictions above 20'000ft (e.g. the ENDEE 4 arrival at KMDW that starts at FL240 up to FL330), some airports have alternative STARs with lower altitide restrictions, and some airports don't. In such a case I take a look at the approach charts and search for the IAFs. Some of them have a VOR near to them (or the VOR might even be the IAF), and I'll pick that as my last waypoint of my route. But if there is a STAR like the CVA.MOTIF 6, I at least try to fly it. Flying VFR is fine, but I would like to see you flying the VFR approach routes for LSZH with the DC-6, which are solely meant for small aircraft! Even if you could comply with them, your PAX would be screaming in the back. I always wondered how big aircraft fly VFR in and out of a controlled airport? Lets take LSZH again, it has published visual approach routes and waypoints, but they are really only meant for small single or twin engine piston aircraft (and maybe the JU-52), and it has pretty small holding patterns (with a speed restriction of 90 knots) and quite sharp turns which in my opinion the DC-6 can't handle because she's flying much faster. But the Red Bull DC-6 has already been many times at LSZH, and I suppose that they flew VFR. But how is it handled? Are they vectored by ATC in and out of the CTR when they can't stick to the visual departure and arrival routes? Or do they get special clearances, e.g. to fly direct to the visual departure waypoint by ignoring the published routes? This is one reason why I mostly fly IFR, because I really don't know how a DC-6 is flown VFR in todays controlled airspace as most of the published routes are meant for small aircraft only. And the other reason is because I'm flying in real time and on evenings, it's mostly getting night before I get to my destination (especially during the winter)... And Switzerland doesn't permit night VFR flights (only on some occasions during the summer).
  2. TheFinn88

    Steeper descent profile

    A little addendum to my post after my yesterdays flight into KMDW. The MOTIF6 STAR requires to cross MOTIF at 10'000ft and the next waypoint MINOK at 6'000ft, with just 15.6 nautical miles between them. For this STAR I slowed down to 170 KIAS and dropped my flaps to 10° before starting the descend from 13'000ft to 10'000ft between the BDF VOR and MOTIF. Just right before MOTIF I reduced my airspeed to 160 KIAS and dropped my flaps to 20°. In this configuration I was able to achieve a descend rate of about 800 feet per minute while keeping 160 KIAS. With an airspeed of 160 knots you need about 5.8 minutes to cover these 15.6 nautical miles, while you have to descend 4000 feet. At a rate of 800 feet per minute, you'll require 5 minutes to descend from 10'000ft to 6000ft. So this can be done, but only with a good descend planning and some drag extended. When you would try to fly the MOTIF6 arrival in clean configuration, you won't be able to comply with the altitude restirctions. With an airspeed of about 180 KIAS at 0° flaps and a descend rate of about 500 feet per minute, you would require 8 minutes to descend from 10'000ft to 6'000ft while you would reach MINOK after just 5.2 minutes. Maybe with additional drag by also extending the landing gear, you are able to achieve an even greater rate of descend. I havn't tried this yet. Also I was quite light at a gross-weight of just 73'000 lbs. Don't know how the six would perform heavily loaded. And in a controlled airspace (I always fly on IVAO), the ATC probably would vector you on a different route to get you out of the way for faster planes.
  3. TheFinn88

    Lost Repaints

    I just saw that some of the DC-6 repaints that were solely available on aussiex have recently be uploaded to AVSIM (e.g. both of the Kar Air liveries). Still sad that aussiex went down, had loads of great stuff!
  4. Hi there! Interesting story! But I don't think that fuel was a problem, otherwise you wouldn't have made it to the netherlands. I think that the weather was the only problem and because of this they zig-zagged through the UK. Maybe they had weather reports that would have let them land at some other airport in the UK, but when they got there it already went below minimums, so they continued to the next airport, and finally ended up in the netherlands just like many others when there were so many planes stacked up at schiphol. For the faulty gyro I can tell a story by myself. I was on a educational trip as a flight student with another flight student and a flight instructor for one whole week. We started our trip with a Piper Archer II (HB-POW) out of our homebase Biel-Kappelen (LSZP), and have already been on Corsica (via Sion-Valance-Cannes to Calvi) and on Minorca (via Cannes-Alès-Girona to Mao). On the third day we were heading for Mallorca on a clear and sunny day, when I was flying the plane on a heading of about 260 degrees with the island of Mallorca right in front of me, when the gyro started to turn slightly. I first thought that I went off course and started to correct by turning slightly to the left, but the gyro kept turning, so I corrected my course again. This kept ongoing until my flight instructor asked me where the hell I was going to! I was so fixed on correcting my course, that I didn't notice that the island of Mallorca already was to my right side and we were heading south. I defenetly learned something that day, to sporadically cross-check the gyro with the magnetig compass! So we landed safely in Mallorca with a dead gyro and had to fly back to Switzerland with the magnetic compass only. As for your story, I can imagine that a faulty gyro brought your plane off course and straight into a mountainous area, so that they had to throttle up and pull up the plane before crashing into the mountains. Seemed to be a very close-call! But I don't think that they were able to fix it in flight. The DC-6 actually has several seperate gyros, one for the captains side, one for the first officers side, and the autopilot also has got its own gyro. I suppose that the gyro from the autopilot failed and brought the plane off course, and the pilots were fixed on solving the problem with the aupotilot and didn't notice that they were off course until they saw an obstacle right infront of their windows... And I suppose that they continued the flight without the autopilot and flew the plane manually.
  5. TheFinn88

    Steeper descent profile

    Hi! I also had some troubles, but I've found some tricks to fly into airports around central europe: 1. Look out for alternative STARs, maybe search for a route around your destination and approach it from the other side where you maybe won't need steep angles. 2. Decrease your airspeed/power before you start your descent, this will prevent an IAS of 200+ KIAS, so that you just need about 10nm of level flight to slow down to the magical 174 KIAS to lower gears/flaps. 3. If required, I slow down to 170 KIAS and drop the gear before starting the desent. The DC-7 actually had an "airbrake" lever, which dropped the main landing gears to achieve steeper descend angles (apparently they learned something from the DC-6). 4. If you see that you won't make the required altitude and speed in time, ask ATC for a hold before the FAF. It's easier and much less annoying to fly some holding patterns for descending and slowing down than to make a go-around or even crash the plane by forcing it onto the ground.
  6. Good to know that powerbacks are prohibited, thanks for the info. And also for the info regarding the simplified A/C system, it's no big deal to me. And actually the six keeps me busy enough, as I'm handling the engine by myself instead of using the AFE. Here's a screenie from the second leg I've just finished succesfully (PANC-PAJN). Juneau has got an interesting approach, and the 8 knot tailwind didn't make it easier!
  7. Really nice to hear that the increase in oil consumption with engine wear is modelled! Thanks for the info! I flew the first leg with OH-KDA from PAFA to PANC two days ago. Planning to fly the second leg from PANC to PAJN this evening (on IVAO). But I've found some problems with the air-conditioning unit though... It doesn't seem to work as the real deal, also the mixing-valve position indicator is showing some unlogical position, e.g. for heating up the cabin. I've found a description about the A/C-system of the DC-6 on the internet. In this description, the mixing-valve has three ports, A, B and C (which corresponds to the gauge in the PMDG DC-6). Port A is cold air from the cooling turbine, port B gets cool air from the cabin superchargers which has been cooled by the aftercoolers, and Port C gets hot air from the cabin heater. So when I start with a cold&dark plane and a cabin temperautre of 65°F, and then fire up the cabin-heater and set up a cabin temperature of 75°F, the needle of the cabin mixing-valve moves right into the midde of ports A and B (between cold and cool), and the cabin heats up to 75°. But why is it heating up when the mixing valve is between cold and cool instead of cool and hot? Doesn't make sense to me... For heating the cabin up, the needle of the mixing valve should move right up to a position somewhere between ports B and C. And powerbacks are not working for me either. Parking brakes are released, I go into reverse, and even at light weight and full reverse power the plane refuses to back up.
  8. Hi! Lovely screenshot! I once flew KSNA-KMDW-CYYT-EGPK-LSZH with the Balair livery. I topped up my engine-oiltanks at CYYT before crossing the pond, and I never had to use the oil out of the AUX-tank. But my engines were still quite new. Maybe if the engines have run for some more hours, the oil consumption might actually rise and you are going to need the oil out of the AUX-tank. Don't know if this is modelled though, as I've never observed this. And on some occasions I was forced to automatically refill all the oil-tanks by creating a new Scenario, because my saved-flight was corrupted. But I think that I'm going to make me a list, where I can write in the oil-consumption per hour per engine, so I'm able to find out if the oil-consumption rises with the rising number of hours on an engine. What I really like about the PMDG DC-6 is, that every engine burns or loses a different amount of oil, even though when all four are brand-new! I'm planning to do a second ferry-flight, this time with OH-KDA (Kar Air livery) and out of PAFA with some more stops and shorter legs to LSZH.
  9. TheFinn88

    New Paints

    AWSOME! Thank you so much, they're perfect!
  10. TheFinn88

    New Paints

    Hey Jan, She's looking beatiful, I love it! Really nice work on that one, and I'm really looking forward to them! Thank you so much to bring her in the colors of Kar-Air!
  11. TheFinn88

    New Paints

    Very beautiful paints Jan! They look gorgeous! As a finn, I would love to see the DC-6 in the colors of Kar-Air (OH-KDC /
  12. The fluids are only saved when you save the scenario. As soon as you re-select the DC-6 via menu (either after loading a flight, or directly from the startup-menu), the fluids are always topped-up. I made a ticket regarding this about a month ago, and it has been forwarded to the developers. But I don't know if it will be implemented in a future update. I hope so, because I've got the same problem as you have. After some flights and using up a lot of oil (so I could once use the oil from the aux-tank), the scenario-file gets messed up and I have to start from new.
  13. TheFinn88

    [FSX] Cockpit flood lights

    For me (P3Dv4.1) the white flood light is working, but ist not really bright (specially when HDR is turned off!)... For additional brightness, I always turn on the "entrance lights" and "main j. box flood lights". These switches are located above the no smoking and seat belt signs switches. The cockpit flood light switch (labeled "cockpit flood light white") is located on the heater fire control panel (#4, page 30 in the POH), on the left side above the captains head. But for flying, I only use the red lights.
  14. TheFinn88

    Full RPM

    There is also a different behaviour of the blue lights between the master prop control and the individual governor switches. When I pull the master RPM-lever full back, the blue lights extinguish instantly when the lever leaves the full forward position, and they light up again as soon as I reach the full backward position. When I do this with the individual prop-pitch switches (prop sync in manual), the blue lights take some seconds until they extinguish, and they never light up again (I assume that they dont reach the lower limit in manual control?). And when I increase the pitch in manual mode, it takes again some seconds until the blue lights come on. For me it looks like that when in synched-mode, the blue governors lights are "watching" the position of my hardware master-RPM lever (which is set to an axis on one of my saitek throttle-quadrants). And when in manual mode, the blue lights are "watching" the actual pitch of the propellers in the sim.
  15. TheFinn88

    FSX DC6B - GNS 430 FPL Question

    Off-Topic, but; your COM2-digits look horrible!