level flight FL100 max. with DC6?.......

[LIT190]

Hello,
I fly with FsPassenger since five days ago....and all run very good...but I have a problem with one aircraft...DC6
I made "VintageTour" on Ivao,and since I have installed FSpassenger...I can't fly above FL100..(propellers decrease and speed reduce to 140
knots??.).and without Fspassenger...I can go FL180 max...with noone problem..
before installation...(like in reality with DC6 prersurized of course....)....
If someone has an answer to this problem....? it would be more easy for me to travel above mountains than below FL100.....
I used DC6 from JB Kristensen...
Thanks.
Xavier.

[Joeflyer]

Well, that sure is a strange problem. I didn't know that FsP affects an aircraft's engine performance unless you had a bird strike, engine oil
pressure gets high or one engine develops less power on takeoff. Does this happen each time you use FsP and this particular aircraft?

[Leftcoaster]

Do you have auto mixture on? The DC-6 requires leaning the fuel mixture as you climb otherwise power falls as you climb. Without auto
mixture you must continually lean to maximize BMEP (torque) but the real aircraft had auto mixture fitted.

What's your weight? At maximum weight the DC-6 has a very limited operational ceiling and takes a long time to get there.

Is the flight model you are using set up with manual 2-speed superchargers?

What's your MAP and RPM at altitude?

Are your cowl flaps closed?

Does your payload model reflect the actual capabilities and CG of the aircraft model?

The JBK Douglas's come with pretty detailed handling notes; perhaps they might have been left unread? The propliner learning curve can
be steep and many things seem counter-intuitive when one is used to turbo-fan engines and massive power surpluses.

Sounds like you are flying the Big Doug like you fly a jet and that won't work at all. At 140 KIAS you are well behind the power curve and
obviously doing something very wrong. Probably several things wrong.

Jen's DC-6 models follow the real-life DC-6 manual pretty well. Limit en-route climb to 500 FPM and when airspeed decays to 160 KIAS
level off as you have reached your initial operational ceiling for your current weight and weather conditions.

Take off at MTOW - Full throttle, Props full fine; flaps stage 2 and rotate at 112 KIAS. Cowl flaps at 2 degrees.

METO - 49" MAP 2600 RPM. Flaps to stage 1 at 130 KIAS and up at 140 KIAS. When clear of obstacles set Climb Power but make sure
you accelerate to at least 175 KIAS before commencing en-route climb. This might mean leveling off if you're heavy.

Climb Power - 39" MAP at 2400 RPM

When you reach operational ceiling maintain climb power until you accelerate to 180 KIAS then reduce to cruise.

Typical high weight cruise power is 34" MAP at 2200 RPM with cowl flaps closed. Speed may decay, if it falls below 160 KIAS you're too
high. If you accelerate and adapt a nose-down attitude, you're too low and it's time to engage climb power and climb 2000' to the next
legal flight level. Eventually you should achieve 24-25000 feet, 182 KIAS (about 270 KTAS) with 31" MAP and 1850 RPM but this could
take 8-10 hours. Propliners are very sensitive to weight and power issues.

The numbers for a DC-4/C-54 DC-6B, DC-6A (or 6B's with R-2800 CB-17 engines), and each of the DC-7 models will be different but the
general handling rules apply.

Clean up the aircraft and accelerate before attempting to climb and limit VSI to 500 FPM unless operating at lighter weights.

When speed decays to a certain point level during climb, level off at the next legal FL. Maintain climb power and accelerate to cruise speed
then reduce to cruise power for that altitude and weight.

At high altitudes, full throttle will replace a target MAP even with 2-speed superchargers.

Aircraft will accelerate as fuel burns off. At zero pitch step climb 2000' to next legal FL. Avoid flying in nose down attitudes unless
operating with a headwind component. Managing winds in propliners is a subject of its own.

Once you achieve max altitude (FL250 with passengers) trickle reduce MAP to maintain zero pitch.

If you get behind the power curve in any of the Douglas Tube-Liners, recovery can be difficult or frustrating.

Over at CalClassic.com. the downloadable Propliner Tutorial runs to over 125,000 words and if you try and fly any well designed propliner
simulation like you would a jet, you will be doing everything, literally everything incorrectly.

Good Luck



Post Edited ( 07-18-11 18:05 )

[LIT190]

Thanks "Leftcoaster" for yours advices....
I have already flown 40.000nm with the wonderfull Dc6 from J.B.K,but without Fspassenger...! and during all this time,no problem to climb to fl200 or
fl250...
And since I have installed FSp......max. level fl110...
You have indicated me the SOLUTION......that was easy...but I have not think about that.....the solution,so,is:
-Fsx without FSp.....mixture is autorich and adjust automatically......!!......
-Fsx with Fsp..................mixture is all manual...!!!!!!!!
So,I have just to adjust it with the level and all is good....!
I have hust ended an leg at FL 200!....between OPAL and UTTT...

Have goods Flights..Sir...and Thanks..
ps:
I know and have all the very good pdf notes about DC6 procedures........than I apply..(of course)

" FSpassenger changes really like reality your way of flight...(applause. )."