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  1. This forum has seemed pretty slow recently, so I thought I'd bump it after a flight... with some observations. This if Ansett-ANA flight 253, 1957 service from Adelaide to Sydney. The PMDG DC-6A/B have been languishing in the back of my virtual hangar, in part because of spiking controls with my Logitech(Saitek) Throttle Quadrant. Those issues have been resolved now, and I just completed a very enjoyable flight. This shot taken approaching the Mount Gambier VOR (MTG) for a southerly detour around the continent. Because I'm a "run the tanks dry" pilot, all 4 engines at some point experienced a power failure as they depleted all fuel in the respective AUX tank. On descent, I successfully reduced RPM from cruise to 2000, but I was unable to rev up to approach RPM of 2400 as I neared Sydney. After several attempts, and observing the Master Control Lever moving in the VC (and with positive torque applied to the engines) I was only able to regain control after moving the synchronization switch to the OFF (middle) position, then back to one of the engines, and pressing the resynchronization button. The engines surged as the propellers quickly returned to the commanded lever position... I don't know exactly what happened, but I suspect that my starvation events may have caused some problem with the prop sync coding. I also observed the inability to exit reverse thrust after slowing below 60kts on landing. Some repeated reverse bar and CTRL+F4 gave me forward thrust again. I'm not sure what the cause of these events were, but the experience will motivate me to fly my Cloudmaster more! My sim is FSX:Acceleration (Boxed) in Windows10(64 Bit), using ActiveSky Next for weather. Also, is anybody burning a substantial amount of oil on longer flights? I've done LAX-CLE before and never needed to use oil in the auxiliary tank. This last flight was 3 hours long, and each engine burned under 10 gallons... Have fun out there! Robert Toten
  2. randomTOTEN

    Higher Than Normal MP

    On the topic of instrument errors: Unfortunately I didn't have much faith in the "out of calibration instruments explanation" for the MAP differences, so decided to test the theory with a measure of ambient pressure. I can happily report that the gauges are indeed indicating incorrectly (intentionally or not).. The following image is with the engines shut down, in the Cold and Dark loaded state (sim was started with the Trike) https://imgur.com/0CBZSug You can see an indication of ~32" while measuring ambient pressure at KDAB (Daytona Beach, FL). ambient pressure was calculated to be 29.99" so the gauges reflect an error of 2" higher than actual MAP. It's interesting that all four instruments would indicate the same amount of error... and in the same direction Robert Toten
  3. randomTOTEN

    Engine start DC6 B

    I believe the problem lies with attempting the start in AUTO-RICH. You should be flooding the engine, if it is modeled correctly. Keep the mixture in IDLE-CUTOFF until you hear the engine catch, then quickly select AUTO-RICH. Here is my procedure for FSX:A Boxed, Pre start: Mixure idle cutoff. Carb heat cold. Prop max RPM. Throttle set for 1000 RPM. Mag off. Cowl flap full open. GPU/Power on. Fuel tank selected. Fuel pump low. Check fuel PSI. Set the selector switch to the desired engine, and press start. AFE starts counting blades. "3": Primer on. "6": Mag to both. "9": Boost on. "12": Engine will catch. You have about 2 seconds from the beginning of this sound to set the mixture to AUTO-RICH (it will actually start in AUTO-LEAN as well). If you delay, the engine will stall. If the engine spools up, check oil pressure and set for 800-1000 RPM. It feels pretty artificial, but if you get the timing right it starts up pretty easy. Robert Toten
  4. randomTOTEN

    VOR Bearing Innacuracy?

    Rob, In both cases the aircraft is deviating north of your intended course, per your description. Is this a simple case of a wind from the south, and you not correcting for the drift? You say that you're using VOR only, no GPS. If the needle is centered with OBS set to 280, how exactly are you determining that the bearing indicator is off? Are you talking the RMI bearing when you are centered on the CDI? If so I think I remember seeing that, if I remember the aircraft heading on the RMI was off a little bit. Robert Toten
  5. This is also well explained in the FAA Flight Navigator Handbook, which can be downloaded for free. https://www.faa.gov/regulations_policies/handbooks_manuals/aviation/media/FAA-H-8083-18.pdf Robert Toten
  6. randomTOTEN

    What's NOT Modelled please

    Hi Robert! I recently finished a 7.2 hour KLAX-KCLE leg and still love this aircraft. It's a shame that I couldn't carry enough fuel to reach KBOS (my first idea), but I hear that is being addressed. I can't help but ponder those magnificent Autofeather switches on the overhead panel... was that system deactivated on the NCA study aircraft? That would also explain why we can't use the full 103,800lb takeoff weight with CB-16 engines.. Thanks! More fuel tanks = more fuel tanks =/= more fuel. The highest fuel capacity configuration uses 8 fuel tanks, not 10. There's reason to believe that the study aircraft has the highest fuel capacity offered for the DC-6B line. Robert Toten
  7. randomTOTEN

    PMDG DC-6A into BIIS isafjordur airport

    Search the freeware file sites for Manfred Jahn and you will find a great number of airline paints for the C-47. The V2 ones will work with V3 Beta. Robert Toten
  8. randomTOTEN

    Full RPM

    Load the L-049 and ensure all four engines are shut down. Establish electrical power, then actuate the master governor switch (or I suspect any of the FE prop switches). Observe the Hydromatic propellers change blade pitch with no oil pressure being provided by an oil pump, or accumulator.... and in defiance of the physics of their propeller governors. The developers have stated that the detail of engine physics changes among their aircraft, depending on the focus of the product. That's Microsoft control logic you're looking at It also has faulty supercharger behavior (while their warbirds model it correctly) and the developers have admitted it's default Microsoft behavior (those darn MS engine parts again!) Robert Toten
  9. randomTOTEN

    Full RPM

    Like it's A2A cousin, those of us that have really delved deep into these aircraft have found a lot of Microsoft parts are still bolted to these engines. I suspect that the propeller hubs may be such a case. **coughcoughandsuperchargerscoughcough** You'll really get a kick out of this story relating to Wright R-3350 engine failures then. http://www.enginehistory.org/Piston/Wright/Kuhns/TC18BDF/TC18BDF.shtml Robert Toten PS: It's kind of funny that PMDG chose to model the DC-6B on the assumption that it's 'mechanical' systems would present an easier learning curve for XPlane then a modern EFIS turbine aircraft. And yet, there is a never ending abyss of detail regarding the simulation of these graceful machines. The more they model.. the more their users learn.. and the more detail they can discover. It's a never ending process really. Also, I'm a bad sim pilot in that I never check the individual governor switches on these 4 engine piston aircraft. I have a strong hunch that the FE would actuate all four switches at the same time, and my inability to do so makes me skip the entire check during the run-up.
  10. randomTOTEN

    Full RPM

    It sounds like he might be saying that there is a time delay for the motor to drive the pinion gear of the governor valve to it's limit... not the wait for the actual propeller pitch. Robert Toten
  11. randomTOTEN

    Help taking off in cold weather

    So I just tried a takeoff from Barrow, AK (PABR). Using FSX:A (Boxed) with an OAT of -11C (ASN Weather) I reached 197psi at about 49" MAP, and after takeoff all engines are still showing green MX health. I don't remember what the MAP actually was (it might have been as low as 45 or 46?), all I know was I very quickly hit the torque limit in such cold air.... also will full gas and no payload she LEAPED into the air lol. Let us know if this helps, Robert Toten
  12. randomTOTEN

    Help taking off in cold weather

    That's not what I'm suggesting, and you will destroy the engines if you try this. The R-2800 engines have a feature in their carburetors commonly called "power enrichment" or the "power valve" which allows for increased fuel to control cylinder temperatures, and stabilize combustion to fight detonation. When you run a takeoff DRY you have no W/A to perform this function, and must rely on extra fuel. If you run less than certificated takeoff power, you can fail to engage power enrichment, leaving the engine running hotter and leaner than it requires. The solution for piston engine aircraft is to always takeoff with an approved takeoff power setting. But you may need to pull it back some. With such cold, dense air and with such great amounts of fuel it is possible to exceed operating pressures on takeoff, using approved takeoff settings. In this case, you must extract maximum power possible, while still respecting engine limits. Look at Page 305 of the PMDG DC-6 Manual, titled: "LOW BLOWER POWER CHART - WET AND DRY TAKE-OFF" In it, you will see that the various settings and limits for setting the correct takeoff power in your present conditions. In your example the values are (I assume S.L.) -10C giving a target DRY MAP of 50.7"... Notice that the only thing which is constant on the whole chart is blower setting, RPM, and BMEP. It calls for LOW blower, 2800 RPM, and a 197 PSI. The PMDG manual gives inappropriate limits for dry takeoffs with 2700 RPM (2050 HP), but because we cannot reset the governors as required by the FAA we cannot use them, we are restricted to using 2800 RPM for dry takeoffs (1950 HP). The limits are then as follows: DRY takeoff, LOW blower, AUTO-RICH Mixture, 2800 RPM, 197psi BMEP, and 53.0" at Sea Level. You must target these limits to produce takeoff power. As you saw with the power chart, it is likely that you will exceed 197psi when using 53.0" (53" is the correct setting for a 2800 RPM Dry Takeoff, instead of 55" at 2700 RPM quoted in the manual) with such dense/cold air. Pull it back a little bit. Not such much that you kill power enrichment and damage the engines, but enough to not exceed limits and produce approved takeoff power. Robert Toten
  13. randomTOTEN

    Help taking off in cold weather

    The AFE could be setting excess power. Cold air is very dense, and BMEP limits will likely be reached before MAP limits. Robert Toten
  14. There shouldn't be any noticeable changes from approaches at low altitude. You fly the same KIAS with the same power settings, configurations, and weights as you would at sea level. The only difference is you will have a higher ground speed for any air speed, and therefore your ground roll will be much greater on landing. For any given descent/climb rate, your angle will be more shallow, but the DC-6 is like any other aircraft, it should have no problem following a 3 degree path. Robert Toten
  15. randomTOTEN

    Why Engine Health indicators? Wear and Tear.

    Hi, From my experience destroying a set of engines I believe we have a standard 'video game' health system. The engines start with some number of "points," and any mishandling deals them "damage." This probably occurs at a rate dependent on the type and level of abuse they endure. I believe the colored dots reveal how much life is left before the engine runs out of health and fails (therefore also how much damage they have already endured). I believe that my engines experienced decreased BMEP for given MAP/RPM settings as they degraded to amber status. They may have full function all the way down to 1HP depending on how PMDG decided to model it. Robert Toten