Post by dutch on Aug 31, 2013 17:28:43 GMT -5
Hi propliner fans,
I was delighted to stop by the other week after a long absence from here and read about Manfred Jahn's freeware C-47 model released here this year. I downloaded and tried it and like it a lot.
The only drawback is that it uses the default DC-3 systems which aren't very authentic. So I adapted my DC-3C gauge set to fit into this airplane, and it worked so well I thought I'd share it with any of you other DC-3/C-47 fans who'd like to operate the grand old lady more like she really is/was, quirks and all.
If you're interested in trying it out in a beta version, you can download the installation zip here: www.fscaptain.net/downloads/Upgrade_C47.zip
The install will put a new folder, panel.DC3C into your Douglas_C-47 folder. There are a couple of manual installation steps involving copying a new airplane.cfg, DC3C.air, and a few textures and effects into the proper places and you should be ready to go if you are flying the two default textures only. If you've added your own textures you'll need to copy your [fltsim] sections from the previous aircraft.cfg into the new one, and instructions are provided in the readme.
This will probably work for the default DC-3 in FSX and FS9 but I have not yet tested that. Instructions for trying them out are also in the README.
I'll be happy to try and answer questions here, but you can also pose questions via email to me at dutch -at- fscaptain -dot- net; or use the FSCaptain forums at fscaptain.proboards.com in in the airplanes and panels section.
Regards,
Dutch
Here's a picture of the modified VC with some details on the changes, copied from the manual:
A) The old NO SMOKING switch has been replaced by an Inverter on/off switch. Using the Inverter will place a 10-amp drain on your generators but the new RMI will not operate without it. However if you don't need the RMI, you can leave the Inverter off. The old Seat belts sign which never worked is now tagged INOP.
B) The old decorative-only primer switches now need to be used in the engine start procedure. See the operating procedures section below for details.
C) This engine starter switch works as before, but your engines must now be ready to start, you can't simply switch them on here or use CTRL-E. See the full engine start procedure, but the brief requirements are that the boost pumps must be on and the engine properly primed using the primer switches in addition to having the ignition switches, magnetos, and mixtures set.
D) These lights will illuminate if you have an engine fire. Yes, you can have an engine fire happen. Use SHIFT-8 to access the Emergency panel for shutoff values and a fire extinguisher system that will possibly (but not certainly!) put out the fire.
E) This is the electrical system area which is significantly different from the default. The ammeter is very important to monitor the electrical load, any draw above 75 amps will trip off the breaker for that engine generator. When this happens the red light below the generator switches will illuminate and the affected generator switch(es) will flip back to OFF. To reset the breaker reduce electrical load (shut off non-essential power drains such as Inverter perhaps) and flip the generator switch back to ON to reset the breaker. Also near here are the passenger signs which are effectively INOP unless you are using the optional FSCaptain add-on - in which case the passengers and flight attendant will see and react to them.
F) The boost pumps switches are no longer decorative but must be ON to start the engines. In contrast to most switches for these up is off and down is on.
G) The old Sperry autopilot has been replaced by more modern avionics, an updated autopilot from the 1950s, and a DME receiver and transponder so the DC-3C can fly in the modern ATC system. The “new” autopilot system will level the wings and hold current heading and attitude when switched on. The turn knob can bank the airplane, and the altitude hold switch will hold current altitude. Once the altitude hold has been turned on it's often necessary to switch off the autopilot and turn it back on to restore heading hold mode. On the right is a set of warning lights, at the top is a warning indicator that can indicate if you have ice on your wings. The unmarked switch below that indicator (above the warning lights) will switch on the wing de-icer boots if placed in the UP position. The boots will cycle every 50 seconds like on the real DC-3C.
H) The engine gauges are updated and following the realistic engine simulation, so pay attention to them. In particular, be sure to keep your CHT in the green to prevent engine damage, and monitor the oil pressure and temperature for signs the engines are developing trouble. They can, and eventually will. Do not operate the RPM and MP in the yellow except on takeoff, and in the red, NEVER.
I) The RMI will point the double arrow at the VOR tuned on the NAV2 receiver, and the single pointer to the beacon tuned on the ADF1 receiver. The RMI uses AC and will not operate unless the Inverter is switched on.
J) The old style gyro compass is updated with one more easy to read.
K) This VOR/glide slope gauge is linked to NAV1. There is no NAV2 VOR, although the RMI will point to the VOR tuned on NAV2 and the DME can give distance information to it.
L) The C-47 (MS default) three-tank system has been replaced by a four-tank system. However, the gauge selector only has three positions, the AUX position will read the right aux tank. The two main tanks read as normal.
M) The hydraulic pressure gauges now shows the real hydraulic pressure in the system. When first powered up you'll see a little residual pressure which will drain out if used to, say, move the cowl flaps. Once the engine pumps are running the system should pressurize. (If this pressure gets below 600 PSI you have a hydraulic leak or pump failure and should try to isolate it using the hydraulic control panel.) The gear pressure now reads like the real DC-3 one, it's the pressure in the gear system not the pressure available to it. Therefore it will be zero when the gear is retracted (not using pressure.)
I was delighted to stop by the other week after a long absence from here and read about Manfred Jahn's freeware C-47 model released here this year. I downloaded and tried it and like it a lot.
The only drawback is that it uses the default DC-3 systems which aren't very authentic. So I adapted my DC-3C gauge set to fit into this airplane, and it worked so well I thought I'd share it with any of you other DC-3/C-47 fans who'd like to operate the grand old lady more like she really is/was, quirks and all.
If you're interested in trying it out in a beta version, you can download the installation zip here: www.fscaptain.net/downloads/Upgrade_C47.zip
The install will put a new folder, panel.DC3C into your Douglas_C-47 folder. There are a couple of manual installation steps involving copying a new airplane.cfg, DC3C.air, and a few textures and effects into the proper places and you should be ready to go if you are flying the two default textures only. If you've added your own textures you'll need to copy your [fltsim] sections from the previous aircraft.cfg into the new one, and instructions are provided in the readme.
This will probably work for the default DC-3 in FSX and FS9 but I have not yet tested that. Instructions for trying them out are also in the README.
I'll be happy to try and answer questions here, but you can also pose questions via email to me at dutch -at- fscaptain -dot- net; or use the FSCaptain forums at fscaptain.proboards.com in in the airplanes and panels section.
Regards,
Dutch
Here's a picture of the modified VC with some details on the changes, copied from the manual:
A) The old NO SMOKING switch has been replaced by an Inverter on/off switch. Using the Inverter will place a 10-amp drain on your generators but the new RMI will not operate without it. However if you don't need the RMI, you can leave the Inverter off. The old Seat belts sign which never worked is now tagged INOP.
B) The old decorative-only primer switches now need to be used in the engine start procedure. See the operating procedures section below for details.
C) This engine starter switch works as before, but your engines must now be ready to start, you can't simply switch them on here or use CTRL-E. See the full engine start procedure, but the brief requirements are that the boost pumps must be on and the engine properly primed using the primer switches in addition to having the ignition switches, magnetos, and mixtures set.
D) These lights will illuminate if you have an engine fire. Yes, you can have an engine fire happen. Use SHIFT-8 to access the Emergency panel for shutoff values and a fire extinguisher system that will possibly (but not certainly!) put out the fire.
E) This is the electrical system area which is significantly different from the default. The ammeter is very important to monitor the electrical load, any draw above 75 amps will trip off the breaker for that engine generator. When this happens the red light below the generator switches will illuminate and the affected generator switch(es) will flip back to OFF. To reset the breaker reduce electrical load (shut off non-essential power drains such as Inverter perhaps) and flip the generator switch back to ON to reset the breaker. Also near here are the passenger signs which are effectively INOP unless you are using the optional FSCaptain add-on - in which case the passengers and flight attendant will see and react to them.
F) The boost pumps switches are no longer decorative but must be ON to start the engines. In contrast to most switches for these up is off and down is on.
G) The old Sperry autopilot has been replaced by more modern avionics, an updated autopilot from the 1950s, and a DME receiver and transponder so the DC-3C can fly in the modern ATC system. The “new” autopilot system will level the wings and hold current heading and attitude when switched on. The turn knob can bank the airplane, and the altitude hold switch will hold current altitude. Once the altitude hold has been turned on it's often necessary to switch off the autopilot and turn it back on to restore heading hold mode. On the right is a set of warning lights, at the top is a warning indicator that can indicate if you have ice on your wings. The unmarked switch below that indicator (above the warning lights) will switch on the wing de-icer boots if placed in the UP position. The boots will cycle every 50 seconds like on the real DC-3C.
H) The engine gauges are updated and following the realistic engine simulation, so pay attention to them. In particular, be sure to keep your CHT in the green to prevent engine damage, and monitor the oil pressure and temperature for signs the engines are developing trouble. They can, and eventually will. Do not operate the RPM and MP in the yellow except on takeoff, and in the red, NEVER.
I) The RMI will point the double arrow at the VOR tuned on the NAV2 receiver, and the single pointer to the beacon tuned on the ADF1 receiver. The RMI uses AC and will not operate unless the Inverter is switched on.
J) The old style gyro compass is updated with one more easy to read.
K) This VOR/glide slope gauge is linked to NAV1. There is no NAV2 VOR, although the RMI will point to the VOR tuned on NAV2 and the DME can give distance information to it.
L) The C-47 (MS default) three-tank system has been replaced by a four-tank system. However, the gauge selector only has three positions, the AUX position will read the right aux tank. The two main tanks read as normal.
M) The hydraulic pressure gauges now shows the real hydraulic pressure in the system. When first powered up you'll see a little residual pressure which will drain out if used to, say, move the cowl flaps. Once the engine pumps are running the system should pressurize. (If this pressure gets below 600 PSI you have a hydraulic leak or pump failure and should try to isolate it using the hydraulic control panel.) The gear pressure now reads like the real DC-3 one, it's the pressure in the gear system not the pressure available to it. Therefore it will be zero when the gear is retracted (not using pressure.)