PMDG DC-6 Cloudmaster

Hi. Today i did a flight in the DC-6A full cargo 1000gal fuel in each main flying from BIIS to BIRK with ASN giveing real weather . My controls go through FSUIPC for Aileron/Rudder/Elevator/Throttles/trims/Prop , the weather was 21knts crosswind heavy snow , using wet takeoff. As i lifted of and retracted the gear and flaps to 15 banking hard left to go down the fjordur and miss the mountains , vis was 5nm oc at 300ft , once i got into cloud , my VSI was going from full nose up to full nose down in a second , my only true indication to actual dive or climb was my ASI , if it increased to quickly i knew i was decending , and yes i had my pitot heat o…

Hi. The other day while trying to find info on DC-6 aircraft , i came across two videos , one was the restoration by red bull , one was of iceland air dc-3 dc-6 and viscount aircraft in 1966 , and showed arrival departures at an airport called isafjordur , icao code BIIS , this airport is in FSX it is a difficult approach into 08 , and you need to depart in the oposite direction due to mountains . I have managed to get the C47 of manfred jahns and the PMDG DC-6A in and out of this airport , it is not easy , give it a go and see for your selves. regards Alan Cottrill.

First of all thanks for a great model. During testing of a new livery that I am working on, I discovered that I can look through the gear bays of the B model. I checked other liveries (including the house livery), and all appears to have the same issue. I also checked the A model, and all are looking fine. Sim: FSX/acc/Win 7

I see some strange behaviour of the 4 blue lights. It looks like the lamps are responding to the RPM handle and not to the props rpm. As soon as the handle is in full all 4 lights turn on, but you still hear that the props are getting in full rpm mode. I always thought they should respond to the props RPM and not to the handle? Regards Ronald van Ingen

I've created a U.S. Coast Guard livery for the X-Plane version of the magnificent DC-6. It's available at the below link. R5D Coast Guard

Hello folks, I'm slowly learning how to fly the DC6B in FSX and I'm now figuring out how to create a flight plan manually with the GNS 430. I can start-up the aircraft just fine. I click on the Garmin PWR button and the power-up starts. I press "ENT" to go to the main menu. I would like to create a simple flight plan: spawn at YPLM (Learmonth) and fly to YNWN (Newman), Australia. I intend to navigate to waypoint WYLOO first, then to PBO and then to YNWN. I know how to create it with the FSX "Flight Planner" by using a VOR-to-VOR automatically-generated plan (and it works just fine), but I want to create one by myself as if I was operating the GPS in real li…

Am not sure when this started - I think it was about the time I upgraded from P3D 4.0 to 4.1 - but I've noticed that my choice of GPS isn't saved in the settings menu from one flight to the next. All the other selections carry over, but the GPS always reverts to the PMDG default, and switching to the F1 GTN requires the aircraft to be reloaded. Wondering if anyone else is seeing this, or if it's operator error (if so, wouldn't be the first time I'd missed something completely obvious). I realize this might call for a ticket, but I thought I'd check here before I put any demands on the PMDG support system. Thanks in advance for any light you can shed.

Hi Guys, Has anyone flown an L/VNAV approach with the Flight1 GTN650 and had the CDI GS needle work ?. I've tried many times and always had a red flag. (ILS works fine) Strangely, if the autopilot is setup the aircraft pitches down at the correct fix and can fly the approach but just no needle movement. Anyone have the same experience ? One of the approaches I have been trying is ENHD RNAV 14 GPS LNAV/VNAV Best Regards Simon Grant

Hello all! While on a long flight I was contemplating the plane from the outside, and noticed that the bare metal parts (prop cones, engines, wings, belly, etc...) don't reflect the landscape. I mean, they don't have the "dynamic reflections" available since P3D v3. Am I missing something? Or is it planned to be added in a future update? Cheers Quentin Barthelemy

Hi. I have during engine warm up on the DC-6 severe parkbrake creep , it moves forward by as much as half the distance between the nose and main wheels , during every startup at 1000rpm . I put a ticket in , but PMDG say they only get a small creep and have had no reports of this issue from anyone . My sim is FSX+ACCELERATION . I know a friend who has the same problem in P3DV3 . All those who suffer this same issue please add your name to this post and the sim you are using and amount of creep you have. If a lot of you suffer from this they may look into it further , else they may just brush this issue under the carpet. regards alan cott…

Hi folks, I just landed a MMMX runway 05R after KLM's classic 1954 flight plan comming in from MMMY (2:05 flight time). Wow, landing at that altitude -- elevation 7316ft -- is quite a challenge! Not too heavy with 80k lbs I almost crashed losing height and speed too early -- couldn't gain both with a proper engine setting that quickly. What are correct power settings here? Several times I killed the engines and had to repair them by 4 mouse clicks in the air... 8^( 8^#

Hi All - I have been doing some flying up in Alaska and have run into trouble taking off. I am using AFE after engine start OAT is about -10C I set AFE to Dry Takeoff Cylinder Head Temp starts raising and is in the red before we even get to full power Before I am even up to about 30 knots or so all four engines have damage I thought it was carb icing so I: Used carb heat until before takeoff Turned on carb anti-ice None of that helped Just to be sure, I moved the aircraft to a warmer airport (OAT was 4C) and there was no problem at all with CHT Any idea what I am doing wrong here?

Dear DC-6 fliers, What's the function of the cowl-flaps negative ( -2 and -4) settings? Looking the model from outside I noted that in the -4 setting they are fully closed, as opposed to the 0 setting where it seems that they are in "trail" position. I thought that by keeping them at -4 I would get more airspeed, since the cowl-flap drag would be lower, at the expense of some engine higher temperature, but I have noted that by setting the cowl-flaps to -2 or -4 I get both higher temperatures (as expected) AND lower speeds. Is that correct? I could not find any reason to set them at negative values, neither in PMDG manual nor in the real plane's manual. …

Have the DC6 on a SSD drive and wish to have a second copy on another SSD drive but on the same computer. The Installer doesn't allow this. Is there way around this issue? Richard N

Hi all! First thanks for this awesome plane. After flying a lot of hours often with high oil temperatures I ask myselve how to handle these temperatures. I am wondering about an oil cooling system with cowl flaps. On some pics on the internet it seems that the DC-6 had those flaps. cheers and happy landings Marc

I noticed a manifold pressure gauge with two arms on the copilot's side, next to the electrical panel.. the only thing I ever saw doing it is showing outside air pressure, what is the meaning of this? I couldn't find something about it in the manual so far..

Hi all - First, thanks for this wonderful DC-6 model! I have a quick question about the KR 87 ADF receiver. The real-life version has a (very useful) countdown timer mode (see attached segment from the Bendix manual) that is activated by holding down the SET/RST button. I can't get this to work on the Cloudmaster (FSX-SE). Is it not modeled? If not, can this functionality be added (even the A2A Skylane has it...)? Thanks! Marcel Durieux

Hi folks, I really enjoy the Six! But there is something that spoils my experience with it. We all know, that there is that problem where you run into troubles by loading a saved flight (which would save all the fluid-quantities in the maintenance manager). Yesterday I tried to load a saved scenario, which ended up in non-functional throttle-axes. So I had to create a new flight by loading the standard-scenario, setting the airport and then freshly load the DC-6. So far so good, I had control over my throttles again. But all the fluid quantities were topped-up aswell... But I would like to continue the next flight with just 50% left in my oil tanks, as they were in m…

Good morning/afternoon all, I was previously a DC-6 owner in FSX:SE and now the same in XPLANE 11. I know the DC-6 was developed for 10 but I accepted the risk and so far have been loving it. A quick question. I noted somewhere, I can't find it now after searching, a reference to the supercharger switches not really doing much in xplane. I encountered the same issue, a slight blip in MAP but ultimately it returned to the same value. That behavior is vastly different to the FSX:SE experience and I was wondering if this was an XP11 or an XP thing in general. http://xplane.wikia.com/wiki/Engine_Specs Additionally I noticed that the BMEP values under the sam…

Orbx makes a beautiful KSEZ Sedona AZ and I got my BBJ into their but that was landing North on 03... more on that in a minute. I had so much fun with this flight in the C118 (my favorite livery) that I wanted to share it here and encourage others to try the trip. Depart from the FBO ramp at KLAS Las Vegas, ramp parking spot 20 works well. Winds are generally SW so departure is 19R right in front of the FBO and I fly the Hoover departure which takes my past BLD and Hoover Dam to COWBY fix overflying the Grand Canyon, my cruise is at 15000. Then from COWBY to PGS and FLG starting a descent about 30 nm before Flagstaff. Of course Flagstaff is in the shadow of 12,633 ft H…

If anyone is currently painting DC-6 liveries, here are a few for consideration. 1. Trans Caribbean Airways 2. Trans Continental (DC-6 Cargo) 3. Florida Air Transport (N70BF) 4. DHL Island Airways (N3443F) 5. Aerial Transit (N93BL) 6. Trans Air LInk (N874TA) 7. Northeast Airlines 8. Caicos Caribbean Airways

Hi All, While l'm learning the technical details and operating procedures of the 6 I started to think about the ATC enviroment in the Fifties. Deeply involved in rw ATC, getting more and more cuorious, I tried to dig out some info on the net but found only limited stuff on this subject. While the TWR work/procedures can be quite obvious, I do not know anything about approach or enrute ATC. A couple of questions to start this topic: - Were there APP units established? How they worked? Using radar and vectoring or procedural? - What was enroute? Were Centers or ACC units in operation? Their working methods, like position reports, separation minimas…

Hi guys! Im wondering, how long should the engines last in green before going yellow? I can manage to get like 10 hours or so (not in continuous operation but in multiple flights) and after that they start to get yellow. Is that ok or im mismanaging them? (This is all manual, without AFE). Also, lets say im climbing to FL200. At what point should i switch to auto lean mixture? Right now i leave the mixture at auto rich until i real cruise altitude and then switch to auto lean. Is that how it should be done? Thanks!

I just finished an article in Smithsonian's Air and Space magazine about a new memorial and park the Chinese and others have created in memory of the AAF and CNAC. The story included the restoration of a C-47 and it's flight over the route Dinjan-Kunming. This got my imagination flowing and a spark of an idea: Why not try this in the PMDG DC6? I'm looking for the route and about all I have so far is something in Wikipedia from the Army's history books: The official history of the Army Air Forces states: The Brahmaputra valley floor lies 90 feet (27 m) above sea level at Chabua. From this level the mountain wall surrounding the valley rises quickly to 10,0…

As far as I see it, I am able to destroy the engines when I handle them bad. But I read somewhere that there is no wear and tear like on the NGX. But what will the green dots on the maintenance 2D panel show? Only green for running and maybe red for destroyed, because there is no "intermediate" damage? This leads me to the question why I am able to Service the props independently... Do I understand the DC6 damage/wear and tear philosophy wrong? Is there something like wear and tear or is it only "Running" and "Destroyed" so to say on one flight, not as a result of handling the engines bad over several flights? Thank you very much!