Goran_M

Thanks for this, Vance! I'm sure this will come in handy for many people.

There are no rear doors. There is only a front door. The front door is behind the cockpit on the left side.

There are quite a lot of different variants of the Twin Wasp Engine and they come in slightly different designs. It was simply a design choice on my part. http://en.wikipedia....n_Wasp#Variants

There are a few things that don't work in the Duchess for XP10. I know what the issues are and there is a bit of work left to do to make the it work properly. Once we get the update for the DC-3 done, I'll wrap up the Duchess and everything will work properly. I'll also make a flight model specifically for x plane10.

The manuals I have, show the control surface deflection, including the aileron rigging and angles.

If the tail lock is disengaged, the tail wheel will turn wherever it needs to turn when you control the aircraft using toe brakes and individual engine thrust. If the tail wheel lock is engaged, it locks the tail wheel. The flight model that came with the initial installer has a fully controllable tail wheel, so unless you change the tail wheel to a free castor type, using the tail wheel lock will be irrelevant.

Some differences in XP10 are to be expected because of some of the extra's. I've already made a few changes to the XP10 flight model for the next update that should change a few of the flight characteristics. After I run a few more tests and consider it "final", it'll be added to the store (which shouldn't be much longer). Happy Easter!

We're looking into Auto Rich and Auto Lean for an update somewhere in the next few weeks. If we can add it, we will.

As you get higher, and if the mixture is on full rich, the CHT will get slightly cooler, and the engine RPM will gradually slow down (because of the gradual carburetor flooding) along with the Manifold Pressure dropping. Bring the mixture back until there is a SLIGHT increase in engine RPM (maybe about 50RPM increase). Bringing it back further than this will cause fuel starvation and the engines will run very rough. Push it back up until you get smooth engine running. IIRC, you'll need to check this about every 1000 feet on climb AND decent.

The tail wheel lock is a ratio dataref. Meaning it's not a simple click spot that you click once and it locks or unlocks. You have to left click on the "handle" and drag it out fully to lock the tail wheel. Do the same, only pushing forward, to release the lock. I'm not aware of any commands for this that can be assigned to the joystick/yoke.

After just going through some of my documentation, I can definitely say that not all DC-3's have EGT gauges. Apparently, pilots used to go by, as you said, engine RPM and MP indications, and if fitted, CHT temperature indications. The EGT gauge allowed for more accurate and faster mixture leaning, but it definitely was not essential to setting the fuel mixture.

For some reason, the photos we used of the engine gauges, don't have an EGT gauge. You're definitely correct and we found some other photos that do have an EGT gauge. Seeing as it's needed to adjust mixture, we'll make an EGT gauge and have it in an update soon.

I'll get Theo to look into this and see what we can come up with in the next day or 2. If we see 4096 x 4096 textures in the next major X Plane update (as has been announced), then we'll make a new texture for the wings and fit both of them on one 4096 texture map.

After further looking into this, it is NOT an X Plane issue. We're working on this right now and fixing it for both ADF radios and will issue an update very soon.

I just tried this myself with a fresh start of X Plane with the default Cessna. This appears to be a bug in X Plane. I turned the ADF off in the Cessna (using dataref editor) after restarting the sim, then turned it back on, and the needle reset itself and was not pointing to the tuned ADF. I'm not sure if Austin is supporting XP9 any further, but you could try to file a bug report outlining what is happening and I will also do the same and see what Laminar make of it. In the meantime, I'll just suggest that you don't turn off the ADF if you need it for radio navigation.

The documentation I have, unfortunately, I am not allowed to share (for obvious reasons). I do have quite a bit of information spread across various manuals, but the main manuals I used were from a systems manual that had a very large section on the A-3 Sperry Autopilot and a general POH from QuebecAir's DC-3. This autopilot does not turn the aircraft when selecting the heading. The lower, adjustable DG is used to select the heading you want to fly to, then you adjust the roll knob to turn the aircraft so the top DG (which is vacuum powered and indicates the aircrafts magnetic heading) is aligned with the bottom one. This lower, adjustable DG is linked to the autopilot and uses an autopilot "dataref". You can test this yourself by assigning a joystick button to the "Heading Up" or "Heading Down" commands in the "Joystick Keys and Equipment" menu under the "Buttons: Adv" tab in the "Autopilot" section. As it lines up, return the Roll knob back to centre and follow the selected heading. All 3 of these knobs act just like the control yoke, except they are a combination of custom programming and X Plane autopilot datarefs and are directly linked to the autopilot. There are other Sperry Autopilots that have a heading hold function, a pitch hold function, and, IIRC, an ILS function, but I chose to keep it simple. We certainly could have made the autopilot with more functionality, like the A-5 which WAS electric, and we actually started doing that, but after discussing it, we wanted to keep it a bare bones autopilot that does the job and is easy to use.

Wow, nice catch! We checked it and we're in the process of fixing it right now. Expect an update very soon.

When I made the flight model, I used several sources of documentation. One was a dedicated, traditional Sperry Autopilot manual which explains how the VACUUM powered Sperry works. However, the manual I used for the flight model in general is from an airline that has DC-3's that run an electrically operated Sperry Autopilot. So, what I have decided to do is to take out the inverter and change the gyro's in the autopilot to vacuum powered. This will be updated and made available in the next hour or so, along with an ammended manual. Apologies for the confusion!

Noted and will be addressed for the update. Thanks, NR

Never say never. For now, we've thrown ourselves into the Saab. We desperately want that out. We'll re-assess after that's finished.

Absolutely brilliant! Thanks, Oliver!

Ha. Theo said the pretty much the exact same thing. I'll double check it, but from what I remember when making the flight model, when both engines fail and there is a total loss of hydraulic pressure, there is no hydraulic pressure to hold the landing gear up. But as I say, I'll go back and double check it.

Thanks! We're trying to push the bar higher for ourselves mostly. Theo will sometimes pick at my modelling and I'll sometimes pick at his texturing. Whereas Cameron picks at EVERYTHING. Our pride takes a bit of a thrashing sometimes.

Don't ask me why, but I found myself watching this short video several times. I almost cringe when I see it hit the water! I didn't make it. It was originally posted at Avsim. http://forum.avsim.net/topic/368238-just-picked-up-the-x-aviation-dc-3/page__st__25#entry2324010

Hi Robert Can you please post what VOR's you are tuning to and the exact location of the aircraft when all this happening? I have just tried this now at my test airport and I can confirm that both VOR needles and their associated DME's do work correctly, however, I would like to try it under the exact same conditions that you have. Also, screenshots of the radio panel and both RMI's with DME's would be ideal for me to get a great overall picture of whats happening. Goran