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  1. randomTOTEN

    Engines won't settle

    sounds like he might have meant "stabilize" at 30" Robert Toten
  2. 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
  3. 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
  4. 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
  5. 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
  6. 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
  7. 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
  8. 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
  9. randomTOTEN

    Planning a step climb

    I prefer using the charted constant HP charts on p. 300-312, or you can use the engine settings depicted on the "Level Flight Cruise" Charts on p.290-293 (HP is depicted in the chart title). If you really want to be accurate, you can use the DC-6 Power curve chart on p.287. In all cases, what you're doing is finding your desired power output, and then using the charts to determine the MAP/BMEP/RPM combinations which will produce the desired horsepower. There is not gauge in the aircraft which measures HP directly, you have a fair amount of discretion in engine operation (within limitations). Robert Toten
  10. randomTOTEN

    Planning a step climb

    No stupid questions Grizzly (make sure to include your real name in the PMDG support forum), only stupid silences! Unless you want to run your engines incredibly hard, METO is generally not an acceptable climb power setting. The numbers you see reference the BHP the engines will produce. 1500 Climb = a climb power setting which results in 1500hp per engine. 1400 Climb = 4x1400hp in climb. In these aircraft, you(or the operator) will make economic choices between higher power and performance, or decreased performance and with reduced engine wear in lower power. There are many different ways to fly the DC-6B, but my suggestion is to use the "Speed Altitude Table" on p.285 to compare your weight and chosen cruise horsepower to find an appropriate altitude. Then, use the power chart at your chosen horsepower to determine the MAP/RPM/BMEP settings required to deliver the desired power output. Robert Toten
  11. Thanks Gary, I had a problem dealing with service volumes of VOR's and NDB's on the route.. I tried to stick to a plan which involved remaining within range, but it got me in over a hour late to Sydney. I wonder if I should have used ded reckoning and cut more directly across the continent.. I may have to try the flight again. Robert Toten
  12. randomTOTEN

    Maximum range

    I found it! A member of another forum was discussing the possibility to taking the DC-6B from Christchurch, NZ to McMurdo Station, Antarctica. I was in the process of explaining why this was not possible, when I discovered the reason the PMDG aircraft has the modeled fuel capacity! I originally observed, Note 4 of the "Maximum Structural Limits" table states, So it looks like the outer wing tanks might have been modified at some point in the life of s/n 45564. I remember also seeing why other weights were unusual, but I will have to edit this post as I find them, I had stated that it looked like the PMDG aircraft had a modified version of the 3992 Gallon 8 tank system. However, other users (and devs) have stated that this aircraft in fact has the 5512 Gallon 8 tank fuel system. If the modification was made to that system, then 5512-670= 4842 gallons available. Robert Toten
  13. 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
  14. 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
  15. 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