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Yes, this makes also sense. I could imagine that doing stuff out of the box may make the airplane also easier to port to another flight sim platform. May someone from PMDG shed some light into future intentions about failures? Nik Schild

Thank you. I did some quick tests with the X-Plane Equipment Failures. Engine fire, magnetos and oil pump work, on the other hand, generators, engine failures, OAT and fuel quantity sensors do not work.This is of course just a small subset of all available failures. This looks like it really just depends on how PMDG made use of X-Plane's default features. To me this is a bit disappointing because such a sophisticated airplane (even if its not a study model) does not even make use of default X-Plane features which would have enhanced the model quite a bit. So from a failure modelling point of view even X-Plane's default aircraft provide more depth. regards Nik Schild

While studying the hydraulic system I started wondering how I can simulate hydraulic failures that allow me to practice the emergency checklist in order to isolate hydraulic leaks. This then led me to the on question on how to simulate failures in general. Besides the realism options I did not find any particular reference to failures. Two items however look interesting: Engine damage: does it only include damage based on bad engine treatment or also random failures of various components? CB failures: what kind of failure rate do they have and what will the actual failure be? Will they just pop out or will they indeed simulate a short from which on can or cannot recover? I am aware of the X-Plane failure system, which I assume, works for some of the generic items like engine, generator, flight controls, etc. But is there also a way to simulate failure for DC-6 specific systems? Thanks Nik Schild

Thank you for pointing out the reference. On my POH it is page 208. Do I have an outdated version? Let me go though an example to check if I got it right: I chose METO power, and am climbing from 8000 ft to 10'000 ft pressure altitude. My carb temperature is at -10 deg and therefore I can switch to high blower. Once I go to cruise power, the pressure altitude for high blower seems to rise. This leads me to the next question. I somewhere read in this forum that with an DC-6 one will typically not fly often over 8000ft. This means that high blower is rarely used which I find is a bit strange. Is this maybe because the 8000 ft cruise altitude refers to how the aircraft is used as of today (medium range flights)? In contrast, during the good old times, higher cruise altitudes were used for long haul flights (i.e. crossing the atlantic) and there of course the high blower had its purpose? thanks Nik Schild

The supercharger has high and low blower. The POH describes that one can shift to high blower when the critical blower altitude is reached. I however was not able to find out what the critical blower altitude actually is. Is there a chart indicating this or did I miss this in the POH? thanks Nik Schild

Hello darqen27 Have you already tried if deleting the X-Plane preference files helped remediating the issue? Regards Nik Schild