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Post by Deleted on Dec 20, 2008 15:32:13 GMT -5
I want to begin with a big thank you and congratulations! This ship became my favorite freeware next to the SectionF8 Sabre and David Maltby`s BAC 1-11.
I found the following bugs:
1. The OBS1 course selector button is not available in the vc. I have to switch to the 2d-panel to tune the course of the ILS.
2. Maybe this is a special of this nostalgic plane but the vertical course needle of the ILS stays at the right side until the localizer gets captured. This is correct when the ILS is still not recieved. But at the moment, the ILS goes active, it should indicate whether the localizer is on the right or left side of the current heading. It actually only knows ride side localizer beams.
3. The "to" - "from" indicator is not working. Neither in 2d nor vc. It always shows "to" even on the ILS-backcourse.
4. Maybe I made a mistake but I was not able to transmit fuel from other tanks to the number 4 tank after a fuel dump test. A FS-warning message appeared saying "external fuel tank dropped", when I opened the fuel dump valve and closed it afterwards.
5. Yaw-stability. As mentioned above, a lot of things might be different to ourdays planes but I doubt that it is realistic that you need nearly full rudder in turns. Even standard turns have to be flown with additional rudder input.
Further more, rudder authority is rather low in general. I use a Saitek Proflight system with yoke and rudder and I cannot remember any other plane that needs so much rudder.
Another aspect concerning the rudder is the ground control. Sometimes it is hard to stay on the centerline or to turn on taxiways due to a very ineffective and delayed nose-wheel steering reaction. Even my 747 can turn tighter. Might be correct, it`s just an observation.
I have a question concerning the trim settings. I printed all docs but I cannot find a table for trim settings. With average weights (all tanks with 1000 kg) I use 2 - 3 ° nose-up trim. But I get problems with the landing trim. With the same amount of fuel I have got to use almost full nose-up trim in order to let the plane fly down the glidepath on its own at speeds around 110 - 120 knots. Maybe to much?
Finally, I would like to know what kind of damages really can occur? The manual describes the temperature limits and supercharger handling in detail, but what is really taking effect from all this?
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Post by sunny9850 on Dec 20, 2008 19:42:16 GMT -5
1. If you are using any addon paints make sure to use all the VC bitmaps from the TWA texture....the OBS button is in the bottom right corner of the VOR gauge now. But will not show with older VC textures. 2. Got to try this one again but I think it was working ok for me. 3. Not sure if you will get a TO/FROM indication from an ILS...try it with a regular VOR. As for taxi control....keep it nice and slow and she'll taxi just fine. But she will get a bit unruly when you are going too fast.
Stefan
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Post by volkerboehme on Dec 21, 2008 4:42:02 GMT -5
Hi Sebastian,
I certainly had no problems with the to/from VOR indicator.
Best regards, Volker
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Post by Maarten on Dec 21, 2008 6:38:47 GMT -5
Finally, I would like to know what kind of damages really can occur? The manual describes the temperature limits and supercharger handling in detail, but what is really taking effect from all this? I don't know if engine damage is a built-in feature of the Starliner, but there is an interesting thread on the Sim-Outhouse forum about an engine problem that occurred on this bird. www.sim-outhouse.com/sohforums/showthread.php?t=6203)On the UIVER Team's Douglas DC-2 engine problems can occur if the aircraft isn't being flown by the book. Indeed an built-in feature. Cheers, Maarten
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Post by Deleted on Dec 21, 2008 13:26:01 GMT -5
1. If you are using any addon paints make sure to use all the VC bitmaps from the TWA texture....the OBS button is in the bottom right corner of the VOR gauge now. But will not show with older VC textures. 2. Got to try this one again but I think it was working ok for me. 3. Not sure if you will get a TO/FROM indication from an ILS...try it with a regular VOR. As for taxi control....keep it nice and slow and she'll taxi just fine. But she will get a bit unruly when you are going too fast. Stefan At first, thanks for all your answers. To 1: Yes, the textures were the problem, I used Tim Scharnhops Lufthansa repaint from day one on... To 2: Got to have a look at this during left and right hand patterns. To3: Ahh... ups... so it`s realistic that an ILS always shows "to" even on the backcourse? Concerning taxi control: You are not really slow on touchdown and it is really hard to keep the plane on the centerline. On my opinion, rudder_effectivness in the CFG should be a bit higher. I would like to get an answer why the rudder (the Connie had three) effectivness is that low. Maybe this is realistic, I cannot comment on this! More rudder would also help after touchdown. Another question: What was the navigation on trans-atlantic flights? They had this sextant like the sailers, didn`t they? I think there was a mod for this technique for the MAAM DC-3 somewhere... Only with VORs it would be hard to fly thousands of miles over the open water. Or were there other utilites? Long range radios like with the B314? Or even the INS? Perhaps in the Starliner?
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Post by Maarten on Dec 21, 2008 14:32:13 GMT -5
5. Yaw-stability. As mentioned above, a lot of things might be different to ourdays planes but I doubt that it is realistic that you need nearly full rudder in turns. Even standard turns have to be flown with additional rudder input. Further more, rudder authority is rather low in general. I use a Saitek Proflight system with yoke and rudder and I cannot remember any other plane that needs so much rudder. Just made a few short flights with the Starliner, using CH Products Flight Sim yoke and rudder. Yoke neutral plus a wee bit of rudder is enough to keep this aircraft in a turn. It is a very smooth flying aircraft IMHO. The only thing that might need a bit of improvement is to get her taxiing a bit easier (not that much throttle, although I know that is a problem familiar to FS2004; FS Aviator solved that hitch very well with the FDE of Jens's Canadair North Star/Argonaut and Douglas DC-4/C-54, and Jon Walton's Aviation Traders Carvair) Cheers, Maarten
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Post by thunder100 on Dec 22, 2008 3:40:53 GMT -5
Hello Sebastian
We have an overheating fire warning inbuild in the Starliner,but no basic failure gauge.The L-749 to the 1049 were the best Trimotors not so much the Starliner
Pls have a look to your joystick throttle arrangement.It shall not allow negative throttle-->our gauges doesnt like this.Particulary on CH products we had a lot of trouble.
As i am the effects and FDE guy of the Starliner I have probaly the most accumulated flight time on the plane.I use Microsoft Sidewinder(and hope it never breaks) but had not 1 engine failure in all the testing flights(including several lengthy pole flights)
Godspeed
Roland aka thunder100
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Post by Deleted on Dec 22, 2008 6:56:41 GMT -5
including several lengthy pole flights What kind of authentic navigation equipment did you use for your pole flights? Please, don`t tell me it was the MS-GPS... P.S. And perhaps a word about the take-off trim setting? There`re no markings on the trim wheel.
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Post by johnhinson on Dec 22, 2008 8:38:28 GMT -5
Two questions from me:
1. Has anybody any experience of starting the 1649A in FS? I have tried to follow the Checklist instructions but I cannot put life into this beauty from cold?
All I see is the MP dial drop to zero and back to its normal position a few seconds later. The fuel pumps seem to turn themselves off by the next time I look at them.
The only method I have had success with is M== but even that seems to be ineffective if you have previously tried to start in accordance with the instructions.
I had the same problem with earlier versions but was praying I might have more luck this time.
2. Is there a way to disable all the "Start 3" and "Take-off power" etc voices? I have my own software for co-pilot's and engineer's calls and its getting a bit noisy in the cockpit! :o)
Thanks,
John
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Post by Deleted on Dec 22, 2008 9:37:22 GMT -5
@ John:
Just to be sure: You know that there`re tooltips for the engine start that tell you what is missing for a successful start? But if the fuel pumps disengage automatically I won`t have any help to hand.
In addition to my questions from my last post I have to come up with something new:
I did a new testflight today, now with the fixed textures (my fault, should read readmes more concentrated...), now everything with the VOR/ILS-indicator works fine.
One problem I had on my flight was the AP. I used LOC for localizer capturing and it worked well. I had set the AP one notch more to the right (LOC / GS) and hoped that AP would initiate a descend when the glideslope came alive. But it didn`t. The Alt-hold-lever was in off.
I then disengaged the whole AP and flew the approach by hand, but I want to test all functions, you know...
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Post by Tom/CalClassic on Dec 22, 2008 12:09:15 GMT -5
Hi,
My problem was that I was not clicking the start button repeatedly. Keep doing it until the engine starts. To turn off the vocal calls throw the Mute switch at the pilot's left knee in the VC.
I've started using the GPS for navigation, just like FSAviator says you can in the Propliner Tutorial (viewing it every few minutes). After all, in real life you have a Navigator in the cockpit on long flights, and why shouldn't you use his "reports"?
I've used the LOC and then LOC GS modes and it brought me down the glideslope just fine. Make sure you throw it to LOC GS well BEFORE you reach the glideslope (i.e. the glideslope needle is still well above level).
To answer the original question, overwater navigation in the Starliner era were typically done using a combination of LORAN, dead reckoning, celestial navigation, and radio direction finding. Other aids were present in certain areas (DECCA Navigator, etc.).
LORAN was a radio based system that would place yourself on a given line around the world, as I remember. Other techniques (time, etc.) would place you at a specific place on the that line. That said, I haven't heard of TWA Starliners being equipped with LORAN.
INS wasn't fully developed yet, BTW. The Starliners did have "Polar Path" compasses that automatically corrected for gyro drift. They were quite accurate, I understand. Since they did use some inertial input for that purpose (from the gyro), I guess they could be thought of as basic predecessors to the INS (as is any directional gyro).
Hope this helps,
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Post by johnhinson on Dec 22, 2008 13:54:20 GMT -5
Just to be sure: You know that there`re tooltips for the engine start that tell you what is missing for a successful start? But if the fuel pumps disengage automatically I won`t have any help to hand. No - I didn't know that. I will explore that before my next flight. Thanks very much for that - it should reveal the problem. I normally have the annoying things turned off. Thanks also to Tom for his start-up tip, I will try that too. One problem I had on my flight was the AP. I used LOC for localizer capturing and it worked well. I had set the AP one notch more to the right (LOC / GS) and hoped that AP would initiate a descend when the glideslope came alive. But it didn`t. The Alt-hold-lever was in off. I then disengaged the whole AP and flew the approach by hand, but I want to test all functions, you know... I have just completed a flight and cannot say enough good about the handling of the aircraft. I had no problem at all making an ILS approach - when I used the keyboard combination Ctrl-A the AP switch went direct to LOC/GS so you may wish to try that position for the entire approach. Earlier in this thread somebody mentioned difficulty with steering on the ground. I find it turns perfectly when taxying and I would expect less response at higher speeds such as landing/take-off as you would in real life. I can't really comment on the latter as my only flight in this version of the Starliner involved one of my rare good landings! The only other thing I can think to suggest is to check the calibration of the joystick. I do find it sometimes goes adrift with a mind of its own. Best wishes, John
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Post by sunny9850 on Dec 23, 2008 0:47:16 GMT -5
Engine Starts....if the checklist is followed exactly she should start...always does for me. Below is a quick rundown (from memory but it should cover it) as I had posted it on SOH.
1. Set Parking Brake ( This enables Ground Power so you have time to play ) 2. Master and Ground Power on. 3. Set Spark control to retard on the FE sub panel for cowl flaps, carb heat and prop control ( the prop symbol ) 4. Set all Mags to the off position 5. Open Cowl flaps 100% 6. Set Engine Starter to #3 Engine. 7. Engage Starter Switch to rotate engine a few revolutions to avoid fluid lock. 8. Set Throttle #3 to 4-8% 9. Set Mixture appropriate for barometric pressure or use the SM icon. 10. Set Fuel Pump #3 to high 11. Set MAGs #3 to Both ( Aural confirmation for engine start will only play in this sequence ) 12. Use primer as needed ( again hovering over the starter switch will tell you if it is needed ) 13. Engage starter until engine starts. 14. Observe oil pressure #3 rising ... if not shut her down and call your mechs. 15. Switch Gen# 3 on. 16. Set #3 throttle to about 10% for a cold engine idle @ 1000RPM
Repeat 6 - 16 for engines 4, 2 and finally #1
In the beginning at least you will want the tooltips turned on so when you hover the mose over the start button you will get information what is missing for a good start.
You don't have to click the start button multiple times...just click and hold until she lights the fires.
Steering control or rudder authority of course depends on the landing that precedes the roll out ;D If you are landing at more than 110 KIAS you are too fast. If she is not lined up when you touch down you will have to jockey a bit. And in that state any airplane is out of it's element.
During the test flights I have had her too fast, too heavy and with #3 and #4 feathered and with sweat pouring down my neck she still lands and rolls out controllable but with what I think realistic difficulty.
It just does take a bit of practice....just like the real thing.
Stefan
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Post by johnhinson on Dec 23, 2008 7:58:46 GMT -5
Engine Starts....if the checklist is followed exactly she should start...always does for me. Below is a quick rundown (from memory but it should cover it) as I had posted it on SOH. 1. Set Parking Brake ( This enables Ground Power so you have time to play ) 2. Master and Ground Power on. 3. Set Spark control to retard on the FE sub panel for cowl flaps, carb heat and prop control ( the prop symbol ) 4. Set all Mags to the off position 5. Open Cowl flaps 100% 6. Set Engine Starter to #3 Engine. 7. Engage Starter Switch to rotate engine a few revolutions to avoid fluid lock. 8. Set Throttle #3 to 4-8% 9. Set Mixture appropriate for barometric pressure or use the SM icon. 10. Set Fuel Pump #3 to high 11. Set MAGs #3 to Both ( Aural confirmation for engine start will only play in this sequence ) 12. Use primer as needed ( again hovering over the starter switch will tell you if it is needed ) 13. Engage starter until engine starts. 14. Observe oil pressure #3 rising ... if not shut her down and call your mechs. 15. Switch Gen# 3 on. 16. Set #3 throttle to about 10% for a cold engine idle @ 1000RPM It seems that the problem I have is that I set the mixture as instructed to Auto Rich (item 9) but when I engage the stater it puts the lever immediately back to 100% and the tooltip on the starter switch tells me to check the mixture position. I notice that the aircraft.cfg shows the aircraft as manual mixture control but I don't think that is correct for the real aircraft. I discovered this after losing power dramatically during climb. Could this be anything to do with the problem? John
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Post by sunny9850 on Dec 23, 2008 10:32:46 GMT -5
For the 2.1 version of the Starliner the FS realism checkbox for automixture should be unchecked or off. In the FE panel simply click the SM (Superchargers&Mixture) icon and the mixture levers should go to the correct setting for the starting conditions.
Stefan
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