randomTOTEN

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  1. randomTOTEN

    The Blue Canoe climbing away...

    Nice shots! Leapt into the air, it must have been very light weight. Robert Toten
  2. randomTOTEN

    TAS on cruise power charts & BMEP drop

    You guys are certainly free to fly her as you like, but this aircraft doesn't have to be relegated to such low cruising altitudes. A couple days ago I flew MDW-LAX with an initial cruise altitude of 16,000'. Hours later and thousands of pounds lighter I began the TOD from FL240. She handles just great at that altitude, speeding along in thin air with a pressurized cabin and high blower keeping the engines producing 1100BHP. Give it a try some time. You will burn more fuel, but TBO costs more. No, it's not a jet aircraft, but it's not an unpressurized Cessna either. Robert Toten
  3. randomTOTEN

    Steeper descent profile

    That's great to hear. What was your IAS on the arrival? I do the same thing. I haven't brought myself to install a GPS unit in the aircraft yet, and got intimately familiar with the panel mounted clock on my most recent flight. 😎 This looks like a wonderful little approach, and I can't say no to a scenic NDB approach such as this. Thank you for the suggestion. As you've mentioned, and others might not realize, despite the very close proximity of 5,500'+ mountains to the airport, this is not categorized as a "steep approach." At most, it is "optionally steep" and I would agree with your decisions regarding this approach. The DC-6B likely cannot comply with the 5.6 degree glide slope for a straight in from the 1,800' minimum descent altitude. It also likely cannot achieve the required 4% minimum climb gradient for a missed approach from 1,800'. But even with such close terrain, it certainly can comply with standard descent gradients to the 3,500' MDA, and then descend via a normal 3.0 degree path in a casual circle under visual flight to the runway. Should a missed be executed from 3,500' the DC-6B will meet the required climb gradient for a safe return to 6,800'. I noticed that the chart doesn't list visibility minimums for any category, so I found them in another document. Regardless of either a "steep" straight in or "normal" circling procedure, 6,000 meters of visibility (about 3.75 sm) is required to descend below the chosen MDA. If the approach is conducted at night, then only the straight in is authorized. This means that the the PMDG DC-6B is likely only authorized to arrive at BGBW during daylight hours. Somebody would need to test to see if the steep approach is possible (Real operators would likely calculate the possibility), but I have full confidence that normal gradients can be met. Are there any operators/routes which would have flown a DC-6B into this airport? I'd like to make this approach part of a complete flight if I can. Robert Toten
  4. randomTOTEN

    C-118 USMC Livery

    Robert Toten
  5. randomTOTEN

    Steeper descent profile

    Neil, remember you need your first and last name in the PMDG support forum 🙂 Hi guys, just thought I would add my thoughts on this topic, For some background: I have been flying high performance propliners for a while in FSX, using the wonderful freeware aircraft and handling techniques available at California Classic Propliners To get the best experience from aircraft such as the wonderful PMDG DC-6B, I recommend reading (and practicing) all of the wonderful 2008 Propliner Tutorial. There are a lot of misconceptions that can be answered by this document, but be warned it is very thorough (read: lengthy)! In fact I use the "handling notes" of the freeware Tom Gibson/FSAviator DC-6B CB16 to provide for easy handling of the PMDG version (supplemented by the provided PMDG charts). The 2008 Propliner tutorial explains what I believe is the fundamental error Neil is making regarding his DC-6 handling (as I too know from personal experience). Neil, I believe your problems fundamentally state from a late descent from cruise altitude which result in you carrying way too much speed on approach, likely combined with incorrect power settings which result in you being unable to meet the targets of a charted instrument approach. The humble CalClassic page gives a great deal of information on how to handle these demanding aircraft, and I will only give a very quick (IMHO) tips and suggestions for the thread. The goal of my post is only to give a very quick overview of the problems and concepts in this thread as I see them. 1) Neil, you need to start a descent MUCH MUCH earlier than you would expect to in a turbine aircraft (prop or jet). Plan and execute a 500FPM descent all the way down from cruise altitude to the IAF. 2) The recommended configuration of a DC-6B CB16 when you cross the IAF (at the lowest legal altitude) is as follows. with these targets in place, at less than MGLW, the DC-6 (PMDG or freeware) has no problem descending on the overwhelming majority of IAP's in the world, despite mountains or other obstacles. This aircraft is designed for those approaches, and those approaches are designed to be flown by this type of aircraft. 3) Full IAP's flown in the PMDG DC-6B are certainly possible by following the MAP>(RPM/100) operating restriction. I find the justification for this restriction compelling, and choose to comply with it in these aircraft. 4) Do not go below MAP>(RPM/100) until you reach the runway threshold (the PMDG manual states 15" for the flare, and I think that works just fine). 4) Modern STARs are not relevant for propliner operations. While I have no experience flying large high performance piston airliners in the modern environment... it makes no sense to put the two together. As previously discussed, the 500FPM descent will not allow you to meet crossing restrictions oriented for turbine aircraft anyways. In the example of the MOTIF6 STAR to KMDW, notice that those charted altitudes are "Expect" only, meaning they must be assigned by ATC. Your response would very likely be "Unable" to such restrictions, and this descent angle is much too steep (and late) anyways. Also, consider that in the modern world a DC-6 is affectionately known as a "flying roadblock" to the turbojet/turboprop aircraft barreling down on it at 200KIAS+. You would either be rerouted off a STAR, or given vectors to get out of the way. Routing is likely to be very similar to the period correct procedures used at CalClassic. 5) I also disagree with Simon, in that MAP (considered with RPM) is a very good estimation of engine torque or power. Remember that while MAP only informs us of the amount of air delivered to engine, it is the carburetor's job to deliver an appropriately metered amount of fuel for combustion, based on the density of the air at the manifold. If I know MAP and CAT, then I know the density of the air charge, and thus can infer exactly the metered amount of chemical energy being delivered to the combustion chambers based on the setting of the automatic mixture controls. There is yet MUCH MUCH more to these wonderful aircraft, and I would highly recommend dedicated users check out the resources available in the Propliner Tutorial and at CalClassic, and hope you guys can experience the satisfaction from mastering these demanding machines. Robert Toten
  6. randomTOTEN

    Mixture leaning

    It has very similar metallurgy to your PPL piston engine, yet makes in the neighborhood of 10x the horsepower even at rated power, never mind TOGA! As you can imagine, it's higher performance means it's that less tolerant of abuse. Robert Toten
  7. randomTOTEN

    Water injection indicator lights

    Does the system have fluid? Robert Toten
  8. randomTOTEN

    Engines won't settle

    sounds like he might have meant "stabilize" at 30" Robert Toten
  9. randomTOTEN

    Lost Repaints

    I first learned about aussiex when I tried downloading repaints for the UIVER DC-2... sad to have never been able to visit it... will it ever come back? or is it for sure lost? Robert Toten
  10. randomTOTEN

    5512 USG Tank Capacity MOD Status

    Fuel gauges will not indicate higher than 19,932 lbs. Of course the fueling manager doesn't either, but that's not a surprise. Seems the fuel manager distributes fuel to all tanks equally on a percentage basis (eg., 50% total fuel = 50% of each tanks' capacity). If you switch all tanks to ALT after takeoff then for several? hours you will not know the amount of FOB until the ALT tank gauges move. Need to remember/record how much fuel is in the mains to calculate from that point on... Once you switch to the MAIN tanks you will again encounter a period in which you have no idea the amount of fuel left... I have undone any changes made to the provided files. 🙂 We wait for PMDG to do their magic. 😐 Robert Toten
  11. randomTOTEN

    Missing wing texture fix?

    This paint appears to me to be a protective element for those areas of the wing and nacelle that are exposed to engine exhaust. AviatorMan (Remember this forum requires full names) in your DC-7 picture it appears that the engine has exhaust stacks on both sides of the nacelle, which is why this protective paint is so widespread. N90727 is a DC-6, not a DC-6B and may have a different exhaust orientation. We could be seeing lighting illusions with the photograph. N90717 is also a DC-6, but it is incredibly hard to find the right wing of a Douglas DC-6B in American Airlines colors online (likely because that side of the aircraft was not presented to passenger view). Regardless, we can clearly see #4 has paint on the outboard side of the nacelle only (behind the exhaust I suspect) I believe PMDG's textures are correct. I've also wondered why Douglas would go through the trouble of making directional exhaust manifold for 4 identical and interchangeable engines... but after a couple days thinking on the matter I suspect exhaust orientation has a noticeable effect on cabin nose levels. Robert Toten
  12. randomTOTEN

    Missing wing texture fix?

    It would help if you could explain what texture you think is missing? There are several possible scenarios, but I don't see any errors in your first image.. especially when referencing real American DC-6 photos online. Also, get out of the habit of pointing directly at the terminal in propeller airline aircraft. FSX loads airliners in parking positions appropriate for modern aircraft, but the Douglas DC-6B is from an era before this was common. Angle it so the passenger door faces the terminal after you load the aircraft, and then make a turn out when you are ready to taxi. Robert Toten
  13. randomTOTEN

    VOR connected to garmin

    You can try reloading the aircraft with the Garmin GPS unit, make sure the CDI is in VLOC mode on the GPS unit, then switch back to the Bendix stack version. Robert Toten
  14. randomTOTEN

    Planning a step climb

    I'll get to Dan's statements in the next post, but I'll address some other stuff here: Grizzly I've noticed you've made no mention of RPM settings in this discussion (especially your attempted calculation) I just want to reiterate that the position of the propeller master control is just as important as that of the throttles and mixtures, and you should remember that they are essential in setting the correct cruise or climb power. You must set the correct RPM! As Dan has mentioned, BHP is defined by both a torque and RPM. Ranier, I agree with your calculation, although I couldn't find a BMEP value using chart p.304. I did use the "Level Flight Cruise (1100 hp)" chart on p.291 and got a value of 155, so I consider that value to be accurate as well. But there's one more imporant thing I want to highlight in this discussion, Grizzly you're going to be frustrated if you try and climb with 1100BHP. That's a cruise power setting, not a climb power one. Use 1400, 1500, or METO (not recommended for long periods). Just to clarify, you would maintain level flight using your desired cruise power. Once you determine (using p.285-286 for example) that you can maintain a higher altitude, you will then transition to your chosen climb power...climb to the new desired cruising altitude... then reduce to the newly calculated cruise settings (likely same cruise HP) once the aircraft has accelerated beyond the lower climb speed. Dan, I disagree with you on the benefits of flying at low level in the DC-6B vs. high altitude. I can either make the argument in this thread or a new one if you like. Suffice to say that Douglas Aircraft installed a very capable and expensive pressurization system, and complex (expensive) highly supercharged piston engines.. it makes little sense that they or their operators would spend all this money so original customers would cruise around at 7,500' MSL. With scarce parts, and many pressurization cycles I can understand why modern examples would have inoperative pressurization and high supercharger gears.. but flight simulation users which desire to replicate period operations shouldn't need to be burdened by these restrictions. Robert Toten
  15. randomTOTEN

    Planning a step climb

    What chart are you using to get this answer? I think there might be some problems with your example, but it would be helpful to understand how you got this solution. Robert Toten