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DOUGLAS DC-3 FOR FS2000,VERSION
by
BILL RAMBOWÿ rambow@erols.com
ROY CHAFFIN roy@roychaffin.com
JAN VISSER jg.visser@chello.nl
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Manual written and illustrated by Bill Rambow
(This document was designed to be viewed in 1024x768 or 1280x1024 resolution)
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May 31,Memorial Day, 2000 ÿÿÿÿÿÿ
dedicated to the memory of my father, Wilbur James Rambow, Senior, 1919 -1997 ÿ
Dad was a Staff Sergeant with the 2d Sqdn. 22d Bomb Group, 5th usaaf.ÿ From before Pearl Harbor Day, until after V.J. Day, he served as an aircraft powerplant and Norden bombsight mechanic, chiefly on his beloved Martin B-26 Marauders.ÿÿ As one of Martin Caidin's "Ragged Rugged Warriors" from the book of that name, he endured enemy strafing bombing, and deplorable living conditions at Townesville, Port Moresby, Manila, and Okinawa.ÿ Dad knew the C-47 "Gooney Bird" well, and I believe he would have found this nostalgic panel comfortably familiar.
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VERY IMPORTANT!!
This panel is the most realistic DC-3 panel ever produced for Flight Simulator, and one of the most realistic panels of any sort.ÿ It is also an exceptionally complex panel, and because we know from bitter experience that many simmers will not read documents, but prefer to load up the plane and fly, I am putting the operational necessities right up front in hopes that these, at least, will be read and followed.
ÿ
I would surmise that you are reading this document for one of three reasons: (1) A few of you actually bother to do things right and read the docs first, before you come to grief;ÿ (2) Some of you have seen and heeded the warning on the Intro Screen when you loaded the plane; orÿ (3) You know - it - all "INRTFM" types ignored all the niceties and warnings and already have run into problems, for which you are now belatedly searching for answers.ÿ Whatever the reason, please read on.ÿ I have tried to make this as painless, instructive, and entertaining as possible.ÿ There is even musical accompaniment.ÿ What more could you ask?
The sections of this manual which are considered by us to be of an essential or very important nature are printed in purple. This is not to say the rest isn't worth reading. Obviously, having written it, I think it all is! :-)ÿ
If you wondered why this package was so large, there are several reasons.ÿ First, it consists of a very complex aircraft, one of the most detailed ever produced, equipped with two complete panels.ÿ That's right, two!ÿ The RCS Dual Panel system consists of a pair of complete, individual panels one for each pilot's seat. ÿ Each of them by themselves would rank as one of the most complex panels ever produced for FS.ÿ Together, I think we can make a strong case for them being right up at the top in both realism, authenticity, and complexity.ÿ There are 14 windows and more than 100 gauges, radios, switches and controls.ÿ Because of the elegance of Roy's programming, these have been reduced into 58 gauges and combination gauges, greatly reducing the "overhead" and efficiency.ÿÿ Then of course there is this, the extensive manual you are reading.ÿ I chose to err on the side of too much when it came to illustrations and diagrams, but I have been told by many readers of the docs from earlier versions that it was well worth the download.
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SYSTEM REQUIREMENTS and RESOURCES
To use this add-on plane and panel you must have at least the following:
1.ÿ A PC capable of running FS2000 with acceptable frame rates.ÿ A lot has been said about the relative frame rate performance of FS2000.ÿ We do not intend to enter that debate here.ÿ Frame rate acceptability is in the eye of the beholder, after all.ÿ Suffice it to say that my system. or at least my processor, is rather modest -I have a P-II 266 with 160 MB of RAM, and a Voodoo 3 graphics card. ÿ But, because our panel actually outperforms the default panels in frame rate, I get what I consider very acceptable frame rates.ÿ This is not to say I don't want a faster machine (soon, I hope), but flying the DC-3 is very enjoyable with my present rig. ÿ In my slightly biased opinion ;-), this plane and panel alone are worth buying the sim, even if you are an FS98 frame-rate freak holdout!ÿ See Known Issues later on in this document.
2. FS2000 properly installed. (Duh!)ÿ Hey, sometimes you have to state the obvious. We were all newbies, once.
3. Update Two, Version 2.0b for FS2000 (includes Patch 1 and 2) from Microsoft installed.ÿ This is not an upgrade of our plane or panel.ÿ It is an upgrade (a patch, really) from MS for FS2000.ÿ Download this here from MS, or any FS site.ÿ It corrects bugs and adds features, such as aircraft shadows, in the original program.ÿ There are separate patches for the Standard and Professional editions of FS2000 in various languages.
4. It is IMPERATIVE that you start with a clean system, especially if yours is mid-range or lower, like mine.ÿ Here's what Roy Chaffin, the computer guru of the team, has to say on the subject:
"I know some people, me included, have been experiencing some system crashes with FS2000. My experiences so far have proved that many things are causing this, but here are a few ideas that might help.
(a.) A clean Cold Boot is even more essential than with FS98. ÿÿ
(b.) No other programs must be running in Windows.
(c.) Windows 98SE (Second Edition) seems more stable.
(d.) A default panel should always be your startup panel.
(e.) Sound Events seem to trigger crashes quite often (an old FS98 problem) So turn off things like Auto Weather report, by changing the COM Frequency. Also turn off other unnecessary sounds.
(f.) Don't be to eager to give a stream of commands to the simulator immediately it comes up. Let it get it's act together for a while.
(g.) More than 200 Windows FONTS installed on your system is the biggest killer of frame rates and waste of sysytem resources that you will find on a PC.ÿ You can remove unwanted ones, BUT BE WARNED, you MUST read the articles written by me (Roy Chaffin) on the subject either on the RCS Website or AVSIM OnLine and follow directions exactly! Failure to do so can seriously harm your system!
We have found that the easiest, fastest way to accomplish a "clean slate" on start-up is to use the great utility by Neil J. Rubenking called, "End It All" (enditall.zip). You can find it here.... ftp://ftp.roychaffin.com/pub/enditall.zip ÿ It works like a charm in Win95, or Win98. Closing all those extraneous programs running in the background (everything but Explorer and Systray) will free up resources and minimize problems running either FS98 or FS2000.
Another thing which can affect the performance of your system is whether or not your virus scan program is running (and you must have one in this crazed environment).ÿ I can not speak for others, but both Roy and I have found that our Norton AntiVirus causes delays in response to inputs, like mouse clicking, for instance.ÿ When you are not on-line, and especially when running FS, you may wish to disable Auto-Protect by right clicking on the Norton icon in the task bar (bottom right of Windows).ÿ Just be sure to enable it again when you are downloading or especially handling e-mails!
Speaking of Norton, here is a recent tip from Roy on the RCS pages: "It has come to my attention that if you have "Norton Utilities" installed on your system, you are probably loosing 50% of your frame rate with FS2000. Certainly this was the case here on my test machines. The frame rate was halved with Norton Utilities installed and immediately returned to normal when it was removed. Norton Utilities must be properly removed, including the relevant line from the "Autoexec.bat" file.
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INSTALLATION
NOTE to owners of the enhanced Mid Atlantic Air Museum "donation-ware" CD-ROM version of this package: ÿ The self-extracting archive will automatically install all the files to the correct locations.ÿ Follow the instructions in the CD found in the document entitled "install.txt".ÿ As a further reward, you generous patrons of this great organization may skip down past all this tedious installation stuff to the section on Realism by clicking here.ÿ :-)
All others proceed as follows:
1.ÿ Unzip wjrdc3V4.zip, using WinZip v6.4 or above, to a temporary directory of your choice.
2.ÿ Copy the contents of the R4D_Gauges folder to the FS2000 Gauges folder.ÿÿ
3.ÿ Copy the contents of the R4D_Pilots folder to the FS2000 Pilots folder. (Click here to read the section on the R4D Start-up Situation.)
4.ÿ TO USE THE PANEL IN THE PACKAGE AIRCRAFT BY JAN VISSER:ÿÿ Copy the r4dnatsv4 into the FS2000 Aircraft Folder. ÿÿThe panel, sounds, and checklist are pre-installed in the aircraft and it is ready to fly. ÿ Users of Jan's Dakota are finished installing.ÿ Go on and read all the other good stuff!
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USER'S OF AIRCRAFT OTHER THAN JAN'S, CONTINUE THE INSTALLATION:
4. Open the r4dnatsv4 folder and:
(a.) Copy the Panel folder to your favorite Gooney Bird, overwriting all files there.ÿ
(b.) Copy or move wjr-dc3_check.cfg from the r4dnatsv4 folder to your DC-3's folder, overwriting the previous version's file, if installed. ÿ It does not go in a sub-folder.ÿ Just put it in there loose, along with the aircraft.cfg and the **air file.ÿ Using Notepad, edit the Aircraft.cfg to read: "checklists=wjr-dc3_check"
5. To use our sound package in another plane, copy the Sound folder from the r4dnatsv4 folder to the folder of the aircraft of your choice, overwriting all files you find there (or deleting them, first). ÿ However, the sound package is designed especially to work with our panel and will not work correctly with any other.
6. The package aircraft, r4dnatsV4, by Jan Visser, has a flight model designed specifically to be used with this panel, and vice versa.ÿ If you wish to use the panel with a different flight model, you may find some features do not work, or at least that the plane does not perform "to the numbers".ÿ Don't blame us, take it up with the other guys. ;-)ÿ There are some changes you may be able to make with your favorite air file editorÿ (any of several of these Freeware programs may be downloaded from many FS websites) to take advantage of most, if not all of its historically accurate features, controls, and gauges. ÿ With the editor of your choice, open the **.air file of your DC-3, then check or change the following settings, if necessary. :
a. Autopilot - checked (or yes, or on)
b. VS Hold - checked , 500 fpm
c.ÿÿNav1 - checked
d. Nav2 - checked
e. OMI - checked
f.ÿ VOR/OBI - active (dot)ÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿ
g. Fuel Capacity -ÿ Left and Right Main tanks = 202 gallons each, Left and Right Aux tanks = 200 gallons each
h.ÿFlap Notches - 5
Save the air file, overwriting your old one, and close the editor program.
Now, after reading all that green print above, if you have any sense you'll save yourself a lot of work and possible aggravation by using Jan's plane.ÿ After you see the pictures and words in this manual about this fantastic aircraft, you won't want to fly any other Gooney anyway ;-)
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REALISM SETTINGS
This aircraft and panel have been designed and produced to be as realistic as possible.ÿ Do it justice by flying it realistically.ÿ The following settings in the FS2000 Aircraft / Realism Settings Menu are highly recommended:
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DC-3 START-UP SITUATION (FLIGHT)
The package contains a start-up situation or flight which will enable the magnetos in the panel's realistic starting system to work properly.ÿ You will find it in the Flights Menu under "DC-3 Start-Up Situation".ÿ It is a modification of the default Meigs Airport start-up flight (to use the FS2000 term--we old FS'ers still tend to think of them as situations;-)ÿ with the proper realism settings plus one small but important text edit ofÿ the situation file.
NOTE: Do not use this as your default flight!ÿ Always start FS2000 with a default aircraft (one that came with the sim), with engine(s) running, to avoid problems with this or any other third-party (add-on) panel.ÿ The default start-up flight at Meigs is fine for this.
Using the R4D Start-Up Flight is a convenient way to load the plane into the sim.ÿ After the flight loads, you may move the plane to another airport, change the weather, time of day, or just about anything else you wish.
Or, if you wish to use another pre-existing flight, or create a new one while keeping a properly working starting system aboard, you can edit it yourself quite easily:
1.ÿ Create and save your flight in the normal way.
2.ÿ Start Windows Notepad or other plain text editor and open your flight ( ***.stn) file in the FS2000 Pilots Folder.
3.ÿ Under the [Realism] section, edit the line MagnetosEnabled=False to read MagnetosEnabled=True.
4.ÿ Save the file as plain text and close the editor.
LOADING TIME
Do not be alarmed that it takes a bit more time than you may be accustomed to waiting for the plane and panel to load into FS2000.ÿ This will happen when you either select the DC-3 Start-Up Flight or select the plane through the aircraft menu.ÿ The reason is quite simple--there is a lot to load!ÿ As mentioned earlier, there are many, many windows and gauges to load, and the aircraft model has an unprecedented number of parts.ÿ The good news is that, unlike FS98, FS2000 loads everything in the beginning, so users of previous versions of the panel in FS98 will be pleased to find that the first and every panel switch, by that I mean changing seats, will be instantaneous. ÿ Just relax, contemplate your karma (my karma ran over my dogma!), or study your flight plan.ÿ It will be worth the wait.
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RESOLUTION
The panel, because of the great level of detail and realistic scale of the gauges, is best suited for higher resolutions.ÿ It was designed, nominally, for 1024x768.ÿ It's even better on my 17" monitor and 1280x1024.ÿ Someday I'd like to see it on Roy's 24!
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PANEL FEATURES
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Version 3 won AVSIM Online's prestigeous Gold Medal for Excellence in Flightsim Design and a five out of five star rating in their panel review, by Bill Dailey.ÿ Version 4, for FS2000, has been redesigned and rebuilt from the ground up with many new features and is without a doubt the most realistic DC-3 panel available for Flight Simulator.
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DUAL PANELS DEVELOPED FROM CLOSE-UP DIGITAL PHOTOS
The panel replicates that of the award-winning, restored, 1944 U.S. Navy R4D-6 belonging to the Mid Atlantic Air Museum. ÿOur goal from the beginning of this project was to recreate an accurate rendition of the panel of a real, specific DC-3, not a conglomerate or interpretation of the general type. We believe this DC-3 panel features unmatched realism in look and operation.ÿ I have repainted (for lack of a better term) the main bitmaps and gauges, both for day and night-lighting (more on that later) starting afresh for Version 4.ÿ Then Roy has recoded or created from scratch every single one of them, a tremendous amount of original work with no SDK in sight from MS until it was all done!ÿ As with the earlier incarnations, though, if you are looking for something with GPS, digital readouts and other such bells and whistles, go fly a CRJ or some such modern iron.ÿ If, on the other hand, you want to fly the greatest commercial aircraft ever built the way she was designed to be flown, then strap yourself in and energize the all new, even more realistic, starter system--this is the panel for you.ÿ
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INSTANT HOT BUTTON SWITCHING BETWEEN PANELS AND SCREENS
The maiden flight of this revolutionary switching system was in Version 1 of the panel.ÿ The program is the work of Roy Chaffin and is a refinement of the system in his earlier Dual 747 panel.ÿ Improvements made to it for the R4D Dual Panel made it truly "Switch-On-The-Fly!" ÿ This version brings more refinements to this unique system.ÿ (Thanks to Jan Visser for the great artwork in the intro screen)
When the DC-3 equipped with this panel is loaded, an introductory screen will appear.
Select your initial seat, either the Captain's or the First Officer's, by clicking on the appropriate oval photo button.ÿ You will hear the cockpit door open (sorry, you might want to write up a "gripe" on that squeaky hinge! ;-).ÿ Unlike FS98, FS2000 loads all windows together when an aircraft is selected, so the cockpit will appear instantly.ÿ It will take a little while longer to load the plane initially, but panel switching will be instantaneous the first and every time. ÿ The exception to this is if you change window sizes, in which case it will take a few moments (depending on the speed of your system) to reload the resized panels and other windows.
One of the new V4 features will be seen if you load the DC-3 after dark. One of Roy's gauge programming brainstorms has given us a special Night Intro Screen. (The rather poor poetry is mine, but Roy gets the credit for the final line, first used on one of those "INRTFM" types who wanted a solution to a problem by e-mail when he couldn't be bothered to read and follow the instructions in panel docs!ÿ Can you tell that this drives us crazy? ;-)
ÿ (DO NOT USE SHIFT+KEYS TO TOGGLE SCREENS! USE THE HOT BUTTONS ONLY!
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REALISTIC NIGHT INSTRUMENT LIGHTING WITH SEPARATELY OPERATING COCKPIT SPOT LIGHTSÿÿÿ
Undoubtedly the most dramatic advance in Version 4 of the panel is the long awaited night lighting which is unlike anything seen in FS previously.ÿ With no panel SDK forthcoming from Microsoft, and a host of users numbering in the tens of thousands stuck flying in a dark cockpit when upgrading to FS2000, Roy had to pull out all the stops and engage all the grey cells.ÿ Like so many knotty problems before, he eventually did.ÿ Once Roy made the coding breakthrough (actually several of them), I set to work rendering night-lit bitmaps for all the guages.ÿ The final result is breathtaking, if I may be forgiven for saying so. ÿ I don't even want to fly in the daytime, anymore. :-)
It works like this.ÿ The master panel light switch is located on the First Officer's Overhead Electrical Panel, the second switch from the right, marked PANEL.ÿ Turning this on (or using the L key) turns on the panel lights and spot lights, together as shown above.
ÿÿ ÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿÿ
Next to it is the FO's Cockpit Spot Light switch, marked COCKPIT.ÿÿ Operating this switches will toggle the individual spotlights which illuminate selected portions of the right side of the panel.ÿ Its counterpart is the second switch from the left on the Captain's side, labelled, you guessed it, COCKPIT, which controls the spots on his side of the panel.ÿÿ (You may have to click them twice the first time after loading the panel, but after that, you'll find it flips from off to on and back again effortlessly.)
Note: At dawn and again at dusk as the panel brightens from outside light, the spotlighted areas will begin to look a little peculiar if they are left on.ÿ In broad daylight, they will look downright wierd!ÿ So be sure to switch them off when the cockpit begins to brighten.ÿ Likewise, when it's daytime, the instruments will appear yellowish.ÿ They are night lights, though, so turn them off--you are wasting power! :-)ÿ You may wish to de-select Manual Lights in the Realism Menu, if this bothers you.ÿ The master lights will be turned off and on automatically before things get too strange, and you will still be able to turn both instrument and spotlights off and on at will during the nighttime hours.ÿ I prefer the manual option, but it's up to you--that's why it's called an option. ;-)
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PHOTO-REAL QUADRANT
For the first time in any DC-3 panel we have developed a working photo-real quadrant with those distinctive bent levers.ÿÿ It is absolutely crammed with controls and features.ÿ Roy really outdid himself coding this baby, since everything you see is included in a single gauge.ÿ This may not impress you unless you understand what gauge programming entails, but it should!
ÿÿÿÿ
As usual, I posed some real challenges to Roy and he came up with some wild ideas himself.ÿ Most of these fell within the "it's never been done because it can't be" category, which meant it took him more than a few hours to figure them out. :-)ÿ Here are the features you'll find on the quadrants (remember there are two interlinked quadrants, because there are really two complete panels in the dual panel system).
....Prop Pitch, Throttle, and Mixture levers that can be controlled individually for each engine, or together by mouse.ÿ This was a wild hair of an idea that suddenly dawned on me, one of those "impossible" sort which give poor Roy blinding headaches.ÿ I have more faith in Roy than he does, you see;-)ÿ It took him very little time at all to figure out how to do it.ÿÿI wanted to duplicate the pilot's hand grasping the pairs of levers together to adjust both engines, as is normally the case in flight, but without sacrificing the ability to move the levers individually, as is necessary for starting or differential throttle steering, for instance.ÿ Yes, I know, you can do it with the keyboard.ÿ Well, now you can do it with that virtual hand--the mouse, and a lot easier and more intuitively.ÿ Just try a couple S turns withÿ keyboard using differential power only, then try it with the mouse and you will see what I mean.
Note: In case you have never had the pleasure of seeing a real DC-3 quadrant "up close and personal" , you might be surprised to learn that those six knobs are really quite small.ÿ They are only about an inch in diameter, not automobile stick-shift sized as one might imagine.ÿ In fact, the whole cockpit is surprisingly cozy for such a large plane.ÿ But I digress.......
....Carburetor Heat Controls.ÿ Levers which control the Carburetor Heat are at the right end of the quadrant.ÿ To prevent interference with the Mixture levers, the mouse points are displaced to the left.ÿ Up is for Cold (Off) and down is Hot (On).
....Moving, Mouse-Adjustable Elevator Trim Wheel.ÿ This idea Roy kept after me about for a change, rather than the other way around.ÿ He had incorporated it in his great RCS Airbus series, and though I was doubtful it would look right on the FO's side, where perspective made the curve of the wheel apparent, he was right--of course.
ÿ
It's a knurled, unpainted aluminum surface, so we are not talking glaringly obvious here, but it is especially fun to see it moving as the auto pilot makes pitch corrections.ÿ What's more, you may adjust the wheel "by hand" using the three mouse points (see the quadrant mouse points diagram).ÿ The central mouse point is a very handy zero trim, or neutral spot.ÿ The trim scale on the yellow dot pointer are authentic, of course.
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PHOTO-REAL COCKPIT VIEWS
Seven around-the-cockpit views produced from digital photos put you inside the Admiral's personal R4D.ÿÿ At night you just may see the stars through the astrodome when you look behind you.
ÿÿÿÿÿÿÿÿÿÿÿÿ
ÿÿÿÿÿÿÿÿÿÿÿÿ
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REMOVEABLE PHOTO-REAL YOKES
Like all the other bitmaps for Version 4, this one has been recreated afresh from new digital photos.ÿ The Captain's yoke (both are visible from the Captain's seat only) features a Gyropilot (autopilot) master switch mounted on its outboard end.ÿ The yokes are toggled on and off by the far left-hand ÿ switch on the Captain's Overhead Electrical Panel (marked ICE--we borrowed this light switch since it isn't being used by FS ;-)ÿ Also toggled on and off with the yokes is the MSFS Control Surface Indicator.ÿ This fictional, but useful gauge bothered me in it's previous, unauthentic spot on the FO's panel in previous versions, so I relegated it to the Yoke window.ÿ I really only use it to check that my controls are properly centered and the joystick or yoke and pedals are working properly before takeoff.ÿ I hope this compromise works for you.ÿ If not, sorry 'bout that!ÿ Guess you'll have to fly with the yokes visible. ;-)ÿ Oh, all right!ÿ If you really, really need it, I'll tell you how to edit the panel.cfg to make it permanently visible--but you'll have to say pretty please. ;-)
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AIRSPEED AND POWER SETTING PLACARDS ÿ
Photo-derived from the originals, these cards enlarge whenÿ mouse-clicked on their respective panels, presenting airspeed limits and target speeds as well as manifold pressure and RPM settings for all flight phases.
Official FAR Definitions of V Speed Abbreviations Used in the Speed Card
VMCÿÿÿ Critical control speed with the critical engine inoperative.
V1 ÿÿÿÿÿÿÿÿ Maximum speed in takeoff at which the pilot must take the first action to stop within accelerate-stop distance. ÿ (also) Minimum speed in takeoff following failure of the critical engine at VEF, at which pilot can continue takeoff and achieve required height above takeoff surface within takeoff distance.
V2 ÿÿÿÿÿÿÿÿ Takeoff safety speed.
VR ÿÿÿÿÿÿÿ Rotation speed.
VX ÿÿÿÿÿÿÿ Speed for best angle of climb.
VXSEÿÿÿ Speed for best angle of climb - single engine.
VY ÿÿÿÿÿÿÿ Speed for best rate of climb.
VYSEÿÿÿ Speed for best rate of climb - single engine.
VB ÿÿÿÿÿÿÿ Design speed for maximum gust intensity.
VA ÿÿÿÿÿÿÿ Design maneuvering speed.
VLEÿÿÿÿÿ Maximum landing gear extension speed.
VFEÿÿÿÿÿ Maximum flap extended speed.
VSOÿÿÿÿÿ Stall speed or minimum steady flight speed in landing configuration.
VS1 ÿÿÿÿÿÿ Stall speed clean.
VREFÿÿÿ 1.3 x VSO
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AUTHENTIC CHECKLISTS
The extensive checklists have been adapted for FS2000 from the actual USAAF 1944 C-47 Pilot's Training Manual and are even more complete than previous versions.ÿ We simmers still don't have all the controls and plumbing to deal with all that Russ and the other MAAM pilots do (not entirely a bad thing;-), consequently some checklist items do not apply, (hey, it's a simulator--you have to simulate simulating once in a while!;-).ÿ Checklists cover the following flight phases:ÿ Before Starting Engines , Starting , Before Taxiing, Engine Run-Up, Before Takeoff, After Takeoff, Cruise, Before Landing, After Landing, Parking, and Flap & Gear Limit Speeds.ÿ
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AIRCRAFT FEATURES
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Jan Visser, as you are about to see, has created a real masterpiece.ÿ The Dutch Masters (the painters, not the cigars) would be proud of their countryman.ÿ Excuse me if I wax poetic (this is Bill talking, remember--Roy and Jan are too modest to extol their talents this way, but as a perogative of being the honcho of this outfit, not to mention the scribe in residence, I can let fly with the purple prose ;-).ÿ The only problem I have with the new plane is the slack-jawed, goofy (gooney?) look it paints on my face every time I look it.ÿÿ No, there's another -- I spend too much time swooping around the outside of the plane in spot view and it caused me a few, er...ÿ mishaps, shall we say?ÿÿ I recommend you turn off crash the first time you fly it, or at least set the auto pilot, because otherwise you too will probably prang it a time or two while you marvel at Jan's genius for detail.ÿ Want to hear something funny?ÿ Mr. Visser once expressed concern that he would not be able to produce a plane which would do justice to the new panel!ÿ HAH!ÿ Not to worry, my good friend, you have done the team very proud.ÿ Here are just some of the features you will discover:
SIXTEEN- POINT ROUNDING
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MAXIMUM MOVING PARTS
Jan has incorporated a full range of moving control surfaces--ailerons, rudder, elevators, flaps-- with realistic ranges and rates of travel.ÿ Then there are some other animations, including.......
UNSYNCHRONIZED LANDING GEAR RETRACTIONÿÿ ÿJan Visser has built on the work of Eric Mitchell, who programmed theR4D to replicate the Dakota's two,ÿ separate, unsynchronized hydraulic landing gear systems. If you have ever watched a real Gooney Bird raise or lower the undercart, you will probably have noticed the gear retract and extend in an uncoordinated way, one leg after the other. ÿ (Owners of the MAAM Donationware CD will witness this themselves in a video clip as the R4D roars overhead on takeoff.) ÿ Eric's model does just that, and the sequence is slo-o-o-w, also like the real thing--it takes a little time for the hydraulic pressure to build, so be patient.ÿ Speaking of landing gear--are these the most beautiful gams you've ever seen on an old gal, or what?
ÿ
It's obvious to me, Jan Visser is a "leg man".ÿ Note the interior wheel well, struts, and tire textures.
You may have seen operating cowl flaps (gills to our British pilots), but have you seen the likes of these?
ÿÿÿ
ÿÿ
That is the engine you see in there!
TRANSPARENT WINDOWSÿÿ Not to mention the things you will see through them, day and night (oh, all right, so I'll mention them;-)
ÿ
The pilot has his head down - waiting for the panel to load? ;-) ÿÿÿÿÿÿÿÿÿÿÿÿÿ Dark and he's still waiting?ÿ This guy needs a faster computer!
ÿ
Click on these thumbnails to see not only the buildings out the starboard side windows, but the cabin interior as well.ÿ You have to see this in motion to get the full effect!
I have to point this one out, and if Jan had not told me about it, who knows when I would have found it!ÿ Our "first ever in FS" transparent C-47 astrodome, when viewed from above, now shows a curve-distorted and inverted view into the cabin below.ÿ Compare this to the rear cockpit view, here.
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SOUND PACKAGE
For the first time we have our own sound package for V4 and don't have to send you elsewhere to find one (or worse, make you listen to that Cessna sewing machine!)ÿ Roy Chaffin enlisted his friend Alan Landsburgh, a professional sound engineer (see the Package Contributors section for more about this very accomplished artist and technician) to convert the raw sound samples into useable form.ÿ This is only the first mark of the sound pack which is scheduled for a major upgrade (see Known Issues) but even so, I think it is the best sounding DC-3 engine simulation ever, which should not be surprising considering the way the sounds were recorded.ÿ
When it became obvious that #819 would be grounded for some time and I would not be able to make my own recordings, Jeroen Plettenberg of the renowned Dutch Dakota Associationÿ jumped at the chance to help.ÿ In special recording sessions just for the purpose, Jeroen and the DDA crew recorded a laundry list of engine sounds and control noises, many of which will not make their appearance until the next upgrade. They even plan to jack up one of their precious Dakotas to record landing gear retraction sounds on the ground!ÿ That's what I call above and beyond the call of duty!ÿ
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OPERATION
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STARTING THE ENGINES
These instructions are dependent on using the provided DC-3 Start-Up Situation, or one modified as per the previous instructions to read, "MagnetosEnabled=True".ÿ Magnetos will not work properly otherwise, and the whole realistic starting sequence will be short-circuited. (see below)
1. Prop Pitch - FULL ÿÿ ÿÿ ÿÿ Prop levers full forward.
2. Throttles - CRACKED ÿÿ ÿÿ Move throttles forward, slightly.
3. Mixture - IDLE CUTOFF, CRACKED ÿ Mixture levers must be about in the middle of the Idle Cutoff scale, otherwise the engine will not run.
4. Battery Switch -ÿON ÿÿ ÿÿ We don't have a starting cart, so we will use the internal batteries to start.
5. Generators -ÿON ÿÿ ÿÿ If you do not have the generators on-line, the battery will run down and you will find yourself without electricity.ÿ If your radios and auto pilot go dark, check the generators!
6. Ignition Master Switch - ONÿ ÿ ÿÿ That's the large toggle between the magneto levers --flip it up.
7. Right Magneto Lever - BOTH ÿÿ ÿÿ If you are not using a properly modified start-up situation the engines will start at this point--very unrealistic!ÿ Shame!ÿ
8.ÿ Right Fuel Booster Pump - ON ÿ ÿ No, it's not a cow with a triple stomach ache!ÿ That's a real DC-3 fuel booster pump sound.
9. Prime Switch - ON RIGHTÿÿ ÿÿ Move the three-position switch down.
10. Start Switch -ÿ ON RIGHT ÿ ÿ You will hear the engine begin to turn over.ÿ Wait about four seconds, then......
11. Right Vibrator Switch - ON RIGHTÿ ÿÿ The engine will catch.ÿ If it does not, you have likely done something wrong.ÿ Check that the Battery, Generators,ÿ Master Ignition Switch, Magneto, andÿ Booster Pump are ALL ON.ÿ Also ensure that the Mixture is up high enough in the Idle range.ÿ Just like in the real aircraft, the engine starting sequence must be followed exactly for a successful start.ÿ If you can't cope with realism, check here to cheat.ÿ But keep in mind our design philosophy was not to make an easy - to - fly FS airplane, it was to make a REALISTICALLY operating one.
12.ÿ Vibrator Switch - OFFÿÿ ÿ When engine catches, move the three-position switch to the center position.
13. Start Switch - OFF ÿ ÿ Move the three-position switch to the center position.
14. Right Mixture - Auto-Rich ÿÿ ÿÿ Immediately move the right mixture lever to Auto-Rich.
15. Prime Switch - OFFÿÿ ÿÿ Move the three-position switch to the center position.
16. Fuel Booster Pump - OFF ÿÿ
Repeat procedure for the left, #1, engine.
Note: The reason you start #2 before #1, according to Captain Russ Strine, is that the pilot can only hear # 2, while he can hear and see #1 out his side window.ÿ You want to be able to hear what is happening with the right engine without interference from the noise of the left in your ear.ÿ Of course, if you are sitting in the co-pilot's seat, everything is reversed ;-)
THE LAZY MAN'S STARTING SYSTEM ÿÿ If you are too impatient to do things properly, we have had mercy on you, much as it grieves us.ÿ (Although, if you are in such an all-fired hurry, what are you doing in an airplane which cruises at 140 knots?ÿ Perhaps you should stick to the 737 or the Lear ;-)ÿÿ Never-the-less, there are two hidden hot buttons which will start the engines immediately for those with ants in their pants. ÿ These are the large L and the R above the magneto levers.ÿ
You still must pay attention to the generators, though, unless you are also too rushed to use radios and such!ÿ The battery will die, otherwise.ÿÿ
All right then, big sigh of relief, and if you are a MAAM Engine Fund supporter (shameless plug alert!)ÿ there is one final step in the sequence:ÿ Pat yourself on the back, or if you can't reach it, order the co-pilot to do it for you - for you are helping pay for that lovely rumble from the P&W 1830-94's.....ÿ
"Douglas Eight - One - Niner, cleared to taxi."
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TAXIING THE DC-3
The DC-3, like most other taildraggers in FS, has a shortcoming when taxiing (as well as during takeoff and landing rollout--more on that later) not encountered in tricycle geared planes--namely, a lack of runway visibility.ÿ You simply can not see the pavement ahead in normal cockpit view.ÿ Only skyÿfills the windscreen.ÿ
So how do you see to keep it going where you want it to go and avoid taking outÿthat expensive line of Lears and Cessnas on the ramp, or an unplanned excursion into Lake Michigan?ÿ There are a couple of techniques commonly used by experienced FS taildragger pilots, and probably a number of other methods used by less conventional sorts. ;-)ÿ (I know one pilot who does all of his flying from a position behind the airplane in Spot View!)ÿÿ
Some pilots choose to open a second window, using the Virtual Cockpit or Spot Plane view while taxiing.ÿ This method carries one penalty, though: it cuts into the frame rate.ÿ Depending on your system and your display options setup, this may or may not be acceptable.ÿ Or it may be bearable while taxiing, but totally out of the question when taking off.
Personally,ÿ I prefer to "adjust my seat position" by hitting Shift + Enterÿ to pan down the view--jack up the seat, if you will--until the runway is in sight.ÿ The number of keystrokes depends on what resolution you are running.ÿ Four works for me.ÿÿ Hitting Ctrl +Space Bar takes you back to a normalÿ view angle.ÿ You may even want to set up a hat switch on your yoke or stick for this, if you have it to spare.
Thanks to Erik Ellis, we have come a long way in ground turning ability since the first version of our plane.ÿ Still, you will probably find taxiing the R4D takes a fair amount of practice to do really well.ÿ The DC-3's tail wheel is not steerable--it is free-castoring.ÿ This means the plane is steered by using the engines in combination with the brakes.ÿ The rudder becomes effective only when there is sufficient airflow past it, either from prop wash, or from forward movement or wind. ÿ Incidentally, you will find that rudder pedals make taxiing much easier, and flying much more realistic and pleasurable.ÿ If you don't have pedals, I highly recommend you get some, or at least a joystick that has rudder (twist) capability. ÿ Without them, you are missing a good portion of the FS experience.ÿ
To begin taxiing, put the Prop levers all the way forward, then an initial throttle setting of 15 inches of Manifold Pressureÿ should get you moving, and turning, if you desire.ÿ You will need to pay close attention and not allow your speed to get much above 20 knots, though, or you will find steering progressivley less effective. Keep your speed within limits by periodically applying the brakes, adjusting the throttle only when absolutely necessary.ÿÿ Sharp turns from a stop may be assisted by differential power--that is, an advance of the throttle on the engine on the outside of the turn, alone.ÿÿ
Once the airplane is moving, you may also use differential braking, when needed. ÿ Unlike the engines, you apply the brake on the inside of the turn - apply right brake (F12) for a right turn, or left brake (F11) for a left turn.ÿÿ Too much brake pressure will stop the plane, though, and you have to be moving to turn.ÿÿ From the 1944 USAAF Pilot Training Manual comes the following: "Avoid pivot turns. If you keep your wheels rotating, you save rubber and reduce the chance of tire failure."ÿ So, to summarize: Easy does it on those brakes, keep those wheels turning by tapping the appropriate brake, and jockey the throttles as necessary.ÿ ÿIt may seem like a rub your tummy, pat your head type of exercise at first, but eventually, with practice, you will get the hang of it.ÿ After that, there is a a good deal of satisfaction in successfully wheeling the Goon around the tarmac with your head stuck out the open side window. ;-)
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TAKEOFF AND INITIAL CLIMB
The DC-3 takes off with its tail wheel locked in a fore and aft position, and steering is accomplished by means of differential braking and, once it becomes effective, rudder.ÿ You will find, no matter how carefully you line up before applying power, that steering input is definitely required to counteract the torque of the engines and the effect of any wind which is not blowing straight down the center line.ÿÿ If you have used the "pan view down" method described above, when you are underway and the tail lifts, just when you find yourself beginning to look down at the blurring pavement (see picture below), hit Ctrl +Space Bar to normalize the view angle. ÿ (You may even want to set up a hat switch on your yoke or stick for this, if you have it to spare.)
TAIL IS UP - TIME TO HIT SHIFT + SPACE BAR TOÿ REVERT TO NORMAL VIEW
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Now that you know how to see where you are going, let's back up a bit and cover the steps in getting the DC-3 in the air.... "Douglas Eight One Niner, cleared for takeoff, runway three six".
After completing the Engine Run-Up Checks and the Before Takeoff Checklists.......
1. Center the Elevator Trim (mouse point at center of trim wheel)ÿ
2. Gradually advance the throttles until a Manifold Pressure of 53 inches is reached.ÿ Quoting the PTM: "Advance your throttles evenly and steadily until you reach takeoff power. This forward movement of the throttles should take a full five seconds."
3. Apply gentle, increasing right rudder to counteract torque and keep the plane tracking along the runway centerline.
4. As soon as the Airspeed Indicator becomes active, apply gentle forward yoke until the tail lifts.
5. When nose comes down through the horizon, ease the forward pressure off the yoke.
6. Hold the plane level and accelerate. ÿ At 85 KIAS (VR), ease back on the yoke and allow the plane to fly itself off the runway.
7. Once airborne, ease the right rudder you have been holding so you avoid turning or skidding.
8. When you have achieved a positive rate of climb, as indicated on the Altimeter and Vertical Speed Indicator, raise the landing gear.
9. Keep the climb angle quite flat until 105 knots, which is VY -- Speed for Best Rate of Climb.ÿ Make the first power reduction to a Manifold Pressure (MAP) of 41inches, then adjust the angle of climb to maintain VY.
10. At 500 feet AGL, reduce to climb power-- throttles toÿ 35.5" MAP, and Props to 2400 RPM.
That's it--ten easy steps to becoming safely airborne in the Goon.ÿ In actual operation, you will find some of these nice neat steps running together and overlapping.ÿÿ It will take a little practice to get used to the routine and develop your skills so that the whole evolution goes smoothly every time.ÿ You will find it easier to keep the plane from wandering back and forth across the centerline if you advance the throttles slowly, especially the first part of the acceleration.ÿ This will allow you to counteract the engine torque with the rudder pedals without the overcontrol that leads to a serpentine takeoff run.ÿ Use the projection on top of the windshield wiper, where the arm joins the blade, as a guide to help you stay centered, and easy does it on those pedals--keep it light as a feather.
USING THE AUTOPILOTS
Yes, that's right, autopilots, plural.ÿ There are two autopilots installed in the R4D, our version of it anyway.ÿ This is one of our rare departures from reality since the real R4D #819 has only the World War II vintage Sperry Mark III installed, and even that does not work.ÿ It's no real hardship, though, since Russ Strine and the other MAAM pilots love to fly the old gal by hand--and who can blame them?ÿ But we have conceded to the desires of many FS pilots by not only restoring our virtual Sperry, but installing a more modern autopilot with all the standard FS features to which you have grown accustomed.ÿ (No we will not put in the GPS!)
THE SPERRY MARK III AUTOPILOT
The Sperry Mark III was a joint development of Arne Bartels and me for Version 2 of the panel which grew out of his original, very successful Sperry Pilot.ÿ I wanted to exactly duplicate the model used in #819, so I produced a new set of graphics and Arne coded it.ÿ For Version 4, Arne has kindly provided his source code to Roy so that it could get the Chaffin touch--namely, night lighting.ÿ That of course involved another set of graphics from yours truly, and it was the very last thing lit on the night panel, filling in a gaping, dark hole. ÿÿ Our sincere thanks to Arne.
WARNING!!ÿ Just in case you are reading the plain text version of this manual (why on earth would you?), I shall reiterate what I have said on the illustration above:
THE THREE SPERRY SPEED VALVE WHEELS MUST BE TURNED ALL THE WAY DOWN TO ZERO (BY CLICKING ON THE LEFT SIDE OF EACH WHEEL, REPEATEDLY) BEFORE USING THE MODERN AP.ÿ FAILURE TO DO SO WILL CAUSE ERRATIC AP OPERATION!!
Try it once, or just wait until you forget (and you will;-) and you'll see what I mean.ÿ So if you get strange behavior after turning on the AP, such as sudden, unexpected yaw or pitch movements, the first thing to check are those wheels. Other than that, the two units work together very well.ÿ Remember, there are really four individual gauges, one of each type on both the Captain's and the FO's panel.ÿ But setting one AP also sets its counterpart on the other side.
If you are not already familiar with it from version 2 or 3 of this panel, acquaint yourself with the Sperry's operation by using Arne's illustrated HELP file.ÿ You can call it up from the panel by clicking on the label on the left side of the Sperry.ÿ The Mark-III is very different in operation from modern autopilots.ÿ It controls ATTITUDES, namely BANK, and PITCH.ÿ While it will hold a gyro compass heading (by use of the rudder alone) it does not hold a set altitude or rate of climb or descent.ÿ
The three SPEED VALVE control wheels at the bottom edge of the unit are used to vary the sensitivity of the Sperry's hydraulic controls.ÿ Since it was designed for this plane and panel, Arne has made the center setting of the wheels normal for the R4D.ÿ Just click on the center of a wheel to set it to normal.ÿ Rotating the wheel toward a higher number, by clicking on the right side makes the controls more sensitive, and clicking on the left makes them less so. Note: You may hold the mouse button down for continuous movement.
THE "MODERN" AUTOPILOT
Why such a generic name? ÿ Well, the lack of a modern autopilot in the prototype #819 meant I had to either borrow one or design one, then Roy would have to code it to bring it to life.ÿ What I ended up doing was a bit of both.ÿ Russ Strine came to the rescue--he just happened to have the autopilot from our lovely Beech G-18S on his desk. ÿÿ (Note that I said "our Beech".ÿ If you join MAAM, you too can say "our Beech", or "our Dakota", or "our Black Widow". ÿ You may even be forgiven for an occasional "my B-25" ;-)
That gave me a base from which to work, but in truth there is not much left of the original Century III AP but the appearance of its back-lit, transluscent buttons.ÿ The Sperry's roll feature made the one on this unit superfluous, and the same goes for the pitch control.ÿ Then too, Roy wanted me to stay as close to those of his Airbus panels to make the programming less arduous.ÿ So here is what we have ended up with......
The MODE BUTTONS are, from left to right, the AP MASTER SWITCH, the ALTITUDE HOLD, the NAVIGATION HOLD ( VOR-OBI 1), the APPROACH (ILS) HOLD, the LOCALIZER HOLD, and the HEADING HOLD.ÿÿ All mode buttons light when turned on. ÿÿ The test button will light all buttons at once.ÿ Below the mode buttons are read-outs for ALTITUDE, VERTICAL SPEED, and HEADING which are adjusted by the control wheels beneath them.ÿ Mouse points are at either end of the wheels.
The APPROACH and LOCALIZER mode buttons have an "ARM" feature.ÿ In the situation shown above, the ALTITUDE and HEADING modes are engaged and in control of the aircraft. ÿIf an ILS transmitter's signal is being received by the NAV 1 radio, the APPROACH and/or LOCALIZER modes can be armed by pushing their buttons, which will glow orange.ÿ The, when the glide path needle nears the center of the scale on the VOR 1, the ALTITUDE mode will automatically disengage and the APPROACH mode will engage, indicated by the button going from orange to its normal on light.ÿ The AP will then seek to capture and fly the beam.ÿ Likewise, when the localizer needle nears its center position, the HEADING mode will switch off and the LOCALIZER will go from armed to on.ÿ
A word of caution: If you intercept the ILS beams too near the threshold, or at a large intercept angle, the AP may not be able to stabilise in time, or perhaps not at all, to make the coupled approach.ÿ This is bad technique in approach planning anyway.ÿ Instead, try to intercept the ILS as far from the runway as possible--over ten miles DME is good. ÿ Also, plan your intercept for as shallow an angle as practical.ÿ In other words, if the runway heading is 270 degrees, don't come across the pattern at 350 degrees and expect to make a smooth intercept.ÿ If the APPROACH/LOCALIZER mode is able to cope at all, you will find yourself swooping back and forth until it finally stabilizes--if it ever does.ÿ By then there will be a critical shortage of barf bags in the back!ÿ The further from the threshold you intercept the ILS, the more of an angle the AP will accomodate.
One further warning about coupled approaches.ÿ This is not a "land me" feature!ÿ The Approach mode will fly you nicely down that wool-lined tunnel on a foggy night. But once you have the runway firmly in sight, be sure to disengage before the beam gets too narrow and the nose begins to hunt up and down.ÿ You can disengage the master switch in several ways:ÿ (1) Click the AUTO button; (2) click the right side of the On/Off knob of the Sperry; (3) click the bottom of the Gyro Pilot button on the yoke, if it is visible; orÿ (4) just use the Z key.ÿ The method is up to you.ÿ Just don't leave it too late, or you will find yourself fighting full up or down trim.ÿ Rounding out several yards beneath the concrete is considered very bad form! ;-)
Both the HEADING mode in the modern AP and that of the Sperry are coupled to gyro compasses (also called Directional Gyro, or DG).ÿ Periodic correction of the drift caused by precession will be necessary if you have the Gyro Drift box checked in the Aircraft/Realism menu.ÿ The easiest way to do this is by tapping the D (for Direction) key occasionally, or it may be manually adjusted to match the magnetic compass by using the knob on the Sperry beneath the Heading Indicator.
DUAL AUTOPILOT OPERATION
There may be times when you want to use both the Sperry and the modern unit at the same time.ÿ The most likely scenario is that you will wish to use the Sperry's ROLL (Aileron) feature in conjunction with theÿ ALTITUDE or VERTICAL SPEED features of the modern AP.ÿ Setting an angle of bank on the Sperry while letting the modern AP hold an altitude will allow you to orbit an area endlessly, if you wish.ÿ Or you might want to hold a bankÿ while gaining or losing altitude with the modern AP maintaining a set rate of climb or descent. ÿ Simply ensure that the HEADING or NAV hold modes on the modern unit are disengaged, set the Sperry's center speed valve wheel to normal, and dial in the desired angle of bank with the AILERON knob. Piece of cake!
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FINAL APPROACH AND LANDING
This where you get paid back for the poor visibility you experienced on takeoff--at least until after touchdown when the tail begins to settle on rollout. ;-)ÿ That's because the DC-3 makes its final approach in a slight nose down attitude.ÿ
You will have a lovely unobstructed view of the runway all the way to the flare as long as you maintain a proper approach airspeed.ÿ Remember, VREF is 80 KIAS and the placard lists a FINAL approach speed of 85 knots.
Here are the steps to a perfect landing:
1.ÿ Make your first power reduction to begin descent.ÿ If you are not already at the cruise setting of 2000 RPM, you should pull the props back to that level now, and reduce the Manifold Pressure to 23 inches (Throttle) .
2.ÿ Set Mixture levers to Auto-Rich.
3.ÿ Extend flaps as desired.ÿ Note: Flaps should be used to increase the glide angle, not to decrease the glide speed. Flaps are not speed brakes!ÿ The picture below is of the actual Flap Limit Speeds placard, in other words, do not extend flaps above these speeds.
4.ÿ When on downwind leg, maintain 125 KIAS.ÿ Opposite the runway, lower the landing gear.ÿ The main gear causes a lot of drag and you may need to add power, including increasing Prop RPM, depending on conditions.ÿ Conversely, the gear may be extended earlier in the approach, if necessary to reduce speed.ÿ Just be sure to observe Maximum Landing Gear Extension Speed (VLE) of 140 KTAS.
5.ÿ Reduce power (Manifold Pressure) to attain a descent rate of 300 to 400 feet per minute.
6.ÿ After turning base leg, make an additional power reduction to maintain 105 KIAS.
7.ÿ After you are established onÿfinal approach make a third power reduction to hold a speed ofÿ 85 KIAS. Note from the PTM: "As every pattern differs in altitude and distance from the field, and as wind conditions vary, use your own judgement in making power reductions."ÿ
While we are flashing #819's placards around, here's another.ÿ Remember this next time you are coming in high and think you might like to shed some of that altitude by slipping it in, like a J-3 Cub.
8.ÿ The preferred method of landing the DC-3 is a "wheel landing", rather than a "3-point landing".ÿ To be specific, according to the USAAF C-47 Pilot Training Manual the proper technique is a type of wheel landing called a "Tail-Low Landing". ÿÿThis is a landing in which the tail wheel is about one and a half feet above the ground when the main wheels touch.ÿ To perform it, reduce manifold pressure during roundout, then cut the throttles when the mains make contact.ÿ Alternatively, you can cut power before the flare and glide to the landing.
9.ÿ Aid the tail in settling by applying gentle up elevator. This will help the aircraft lose speed.ÿ("Gentle" here really does mean gentle. If you overdo the back pressure you could find yourself taking off again-- which is fine if you like to have more than one landing per arrival for logbook purposes ;-) Use Shift + Enter to keep the runway surface in sight during rollout.
10.ÿ Hold up elevator when braking to counteract the plane's tendency to nose over.ÿ As airspeed drops off and elevator authority decreases, ease braking pressure.ÿ
Bask in the admiration of your passengers----or blame the co-pilot.
Note: Want to measure how well you do on those touchdowns?ÿ Tapping the Alt O A L keys will quickly engage the Landing Analysis Graph.ÿÿ The real "paint job" landing will register in two digits---or less. ;-)
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ENGINE SHUTDOWN
Here is the proper order to shut down the engines and otherwise tidy things up before you walk to operations.ÿ This is straight from the checklists, in case you forget (that's what checklists are for;-) ÿ The items actually operational in FS2000 and this panel and aircraft are italicized.
1.ÿÿ Flaps - Up
2.ÿÿ Cowl Flaps - Open
3.ÿ Fuel Booster Pumps - Off
4.ÿÿ Elevator Trim - Neutral
5.ÿÿ Propellers - Full Forward, High RPM
6.ÿÿ Tailwheel - Unlocked
7.ÿÿ Parking Brake - On (after chocks are placed, Off)
8.ÿÿ Ignition - Off (IMPORTANTÿ The master Ignition Switch is where the shut-down sound is imbedded.ÿ Turn this off before pulling the mixture all the way back into the stops to hear it correctly.
9.ÿÿ Mixtures - Idle Cut-Off
10. Fuel Selectors - Off
11. Radios - Off
12. Battery Switch - Off
13. Generators - Off
14. Landing Gear - Pins In
15. Landing Gear Handle - Down
16. Flap Handle - Up
17. Flight Control Locks - On
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ÿÿ ÿÿÿÿ KNOWN ISSUES AND BUGS
Because of our deadline of June 2, 2000 for release, in order to get it out in time for the MAAM WW-II Weekend, and because some development software Jan needed took longer than anticipated to reach the market and him, and because Jeroen had technical difficulites and weather hold-ups in his recording sessions at DDA....... whew!ÿÿ Anyway, there are things left to be done and although we never planned it, it is now obvious that there will be an update to v4 down the road. ÿ Here are some of the things we hope to address, fix, and add, and probably some things we never will.ÿ It has been a year of very, very hard work--especially this last frantic couple of weeks.ÿ The team needs a rest, deserves a rest, and will take one! (It's either a rest or a nervous breakdown, and we've made our choice ;-)
Please, PLEASE, once again:ÿ If you are having problems, please be sure you have read every word of the documents which come with this package, and have followed recommended procedures.ÿ Computers being what they are, and users being even more diverse, some of you will experience problems.ÿ It is inevitable.ÿ We will be happy to help you through them as best we can.ÿ Roy, especially, is a very knowledgeable trouble-shooter.ÿ But we will NOT answer questions that we have already addressed.ÿ We don't have time.ÿ We beg your understanding and cooperation.ÿ If you have gotten this far, then you are probably doing your part, but check back through it first.ÿ We all miss things.ÿ
AIRCRAFT
At maximum RPM (full forward Props) the passenger door may pop open repeatedly.ÿ Think of this as your flight engineer getting ready to bail out on you for mistreating his babies!ÿ Taking the props just a hair off the top stop will seal that door.ÿ This is a bug in the program and there may be no fix for it.
At dawn and dusk, for a short while, the transparent windows are not.ÿ Maybe they are fogging over ;-)ÿ They will clear up again after darkness falls, or daylight rises--as the case may be.ÿ Hey, you tell us, we don't know why!
The cowl flaps could not be made to work properly with their own command (such as the spoiler key) in the remaining time. ÿ This is because they are a component ring, at the moment, and that would not animate.ÿ So, as a stop-gap, the spoilers will open when 3/4 flaps are selected.ÿ That is literally the only option open until Jan can make proper animated ones in the upgrade.ÿ In the meantime, work the cowl flap levers on the panel as prescribed by the checklist and they'll take care of themselves.
PANEL
Certain non-Intel processors may experience problems.ÿ This is an FS fault, really, not one related to this package, except that as this is a biggie, it may increase these tendencies.ÿ I experienced one such oddity myself on my son's AMD 400 with a TNT card.ÿ Everything worked fine and it had a very nice frame rate -- certainly better than my P II 266. But there was a delay of about 25 seconds before the panel lights responded to the switch.ÿ Not the first time - every time!ÿ Heck, you could light candles for all the gauges in that time!ÿ This never happened with mine or any of Roy's machines.ÿ Light switching was fast and reliable.ÿÿ Increasing the RAM from 64 to 128 decreased the lag to 10 seconds. ÿ Better, but.....ÿÿ We would like to hear of other such problems, but can promise no assistance.ÿ It's an unfortunate fact that FS likes Intel and not some others.ÿ If you have solutions, we will be happy to post them on the RCS page for the benefit of fellow sufferers.
SOUND
The gear call-out, which is a temporary one put together by Alan until the DDA plane can be jacked up for gear retraction recordings (I'm serious!), does not run long enough to conform with the gear light sequence. ÿ This is because the realistically slow gear cycling would need a 3MB sound file to match it!ÿ It was thought best to compromise until the permanent one is engineered.ÿÿ
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PANEL DEVELOPMENT HISTORY
Because a lot of new users of our panel and plane will be reading this for the first time (and because I'm a lazy so and so) I am reusing this introduction written for version 1 of the DC-3 Dual Panel, first published a year earlier.ÿ If you have read it before, and don't want to immerse yourself in my purple prose again, skip down to here, where the new stuff picks up again. ÿ But please do not skip the following operational portions of this manual, no matter how eager you may be to take the bird up and throw it around the sky.ÿ If you do, you will most certainly (a) have serious problems, (b) minor, but irritating problems, or (c) miss altogether some of the great features we have spent the best part of a year developing.
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Like a host of others, I'm an ardent admirer of the venerable but ageless Douglas DC-3. Unlike some, I'm also old enough to have flown aboard one when it was still in actual scheduled airline service. It was a flight from Kansas City to Oklahoma City in '66 aboard Trans Texas Airways, affectionatlely called "Tree Top Airways" by some.ÿ Accustomed to travel aboard B-707's, DC-8's, and Caravelles, it seemed to me like a step into the distant past. This thing had been designed thirty years ago! I remember the gentle uphill climb to my seat overlooking the wing, where I carefully examined the rivets to make sure this ancient bird wasn't about to shed something vital. There was a curtain between the cockpit and the cabin, and I don't recall seeing the panel, but I do remember the takeoff and the throaty roar of the P&W's.ÿ Later, at what passed for cruising altitude in the unpressurized cabin, the stewardess asked, "What would you like to drink, soldier?"ÿ Coke, said I, whereupon she produced a sweating six ounce standard bottle, took a church key out of her apron, popped the cap and handed it to me. ÿ When it came to no-frills airline service, TTA was way ahead of the curve.
Almost exactly a year later I watched in fascination and awe--not to mention relief--as an AC-47, "Puff the Magic Dragon" gunship laid down solid appearing cones of tracers from its mini-guns to help me and my fellow grunts out of an unpleasant situation in the Vietnamese jungle.ÿ We never saw more than the glare of her muzzle blasts that night, but the roar of those P&W's sounded familiar, when her mission was done and she orbitted on station.
This panel is my salute to the greatest aerial workhorse of all time--call it Skytrain, Dakota, Gooney Bird, Puff--- whatever you like---as well as all the men who flew her and kept her flying, to this day.
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RESEARCH
Some time ago, dissatisfied with the plethora of FS panels which have been built for the Douglas DC-3, I decided to find out if I could do better.ÿ None of the panels I had found, free or pay, offered the degree of historical accuracy I wanted, combined with the clarity I demanded.ÿ That's my subjective opinion, of course.ÿ You will form your own, once you've tried this panel as to whether I've met the goals I set for myself.ÿ In fact, this is the fourth version of the second DC-3 panel I built along with my partners in the course of a project which has gone on for well over a year.ÿ The first, based on a single photo, looked good, but I still didn't have the level of detail, particulary as regards the instruments and gauges, that I was after.ÿ What I needed was access to a restored, vintage DC-3.ÿ I want to emphasize those adjectives--restored and vintage.ÿ Arguably the greatest aircraft ever produced when you consider the impact it had on the aviation industry, the remaining hundreds of DC-3's which have survived from the 10,000 plus of the type built all look very different from each other in the front office, having undergone numerous, and often, extensive alterations and upgrades.ÿ Every carrier who operated the 3, and that was virtually all of them who are older than a good bottle of cognac, had it's own scheme of instrument layout, as well.ÿ This diversity, to use an overused word, is partially responsible for the variety of different "DC-3" panels which have been done for FS98 and previous sim versions.ÿ (Although a few have no real resemblance to any real Gooney panel, other than the number of throttles!)
To the rescue rode my good friend and Chief Beta Tester, Keith "Feek" Maton.ÿ He arranged to get aboard the Dakota at the Duxford Royal Air Force Museum to take the necessary close-ups which would allow me to build vintage gauges. But the day before his appointment, the museum staffer with whom he'd been dealing said, "Oh, did I mention our fee?ÿ It's 500 pounds for the day, or 250 the half day."ÿ Grrr!!!ÿ An explanation that Freeware means no profit and we would be happy to give credit to the museum yielded exactly no change in the fee structure. Thanks for nothing, Dux. :-((ÿ Back to the drawing board.
If Keith was shot down in jolly olde England, perhaps I could find a Gooney Bird on my side of the pond.ÿ I did a search of the web, and one of my first hits yielded the site ofÿÿThe Mid Atlantic Air Museum - Reading, Pennsylvania.ÿ ÿ Reading is only 100 miles up the road from my base of operations in Laurel, Maryland.ÿ A quick look at the MAAM Airliner listing was disappointing, though--no DC-3.ÿ Before moving on, I decided to see what else they did have, since I would be passing through the area on an upcoming trip to New England in my motorhome.ÿÿEAA Oshkosh award-winnersÿ That sounded like a good place to start. ÿ EUREKA!ÿ US Navy R4D-6.ÿ In case you don't know, that's the Navy designation for the C-47, the military version of the DC-3.ÿ
The fact that the MAAM Gooney had won Best Transport at the big 1982 EAA Oshkosh Fly-In, Grand Champion Warbird the following year, then Best Transport again in '90 at the Sun 'N Fun, gave me hope that this would be the sort of vintage panel I was seeking.ÿ The big question was, would it be a repeat of the attempted highway (runway) robbery of Duxford?ÿ A call to MAAM quickly put that fear to rest.ÿ To my request to photograph the panelÿ Pete Malashevitz, Program Coordinator at the museum, said, "Oh, I think that can be arranged," and invited me to come on up, anytime.
A week later I pulled the battlecruiser on wheels (my motorhome) into the MAAM parking lot and introduced myself to Pete (who, by the way, was not then familiar with Flight Simming as we know it).ÿ He walked me out onto the museum's flight line at Carl A. Spaatz Field--Reading Regional Airport.ÿ We rounded the corner of the hangar and there she was--R4D-6ÿ USN Bureau # 50819, silver gray in the flat overcast light which would prove perfect for photography inside her flight deck.ÿ Pete unlocked the cabin door, we mounted the built-in steps, and he led me up the sloped aisle between rows of neat, cream-colored seats.ÿ When we reached the cockpit, I think my mouth probably dropped open.ÿ The panel was gorgeously, fabulously vintage, beyond my fondest hope!ÿ
#50819 has been lovingly restored to 1944 condition, when she served as an Admirals' VIP transport at several stations.ÿ A couple essential avionics additions had been made, since this flagship of the MAAM Fleet travels to numerous airshows and still does the job for which it was designed in 1935, hauling people (museum staffers and members) and cargo (museum PX goods and spares), all over the country.ÿ There are a pair of King VOR's and an ADF on the panel, and the overhead is much modified, housing a modern set of Nav/Com radios and newer switches.ÿ But the original WW-II era instruments in their distinctive bezel housings were all present.ÿ Pete, rather than hang over my shoulder, mother-henning this priceless, flying work of aeronautical art and history (for which I would not have blamed him a bit), said, "When you're done, just come and get me so I can lock up."ÿ Then he left!ÿÿ
For the next 45 minutes or so (until I ran out of floppies for my digital camera) I happily sat in the seats and shot over 150 pictures--jpg's and bmp's.ÿ I was in hog heaven!ÿ When I returned to the office, Pete quipped, "That'll be five hundred pounds."ÿ He and the other gentleman manning the museum counter would have been justified in thinking me intoxicated, and in a way I was.ÿ The only thing which could have topped it would have been occupying one of those seats when all the instruments were alive--including the ASI and altimeter. ;-)ÿ In lieu of 500 Pounds Sterling, I happily plunked down my 45 Yankee Dollars and joined the museum.ÿ Since members are eligible for rides aboard museum planes, perhaps I'll at least get to occupy one of the passenger seats in that pristine cabin, one day soon.
My sincere thanks to the great guys at the Mid Atlantic Air Museum, and though they never asked for a thing (except that 500 pounds ;-).ÿ I and the rest of the development team have all joined up and are proud members of MAAM.ÿ As I write this in May of 2000, I'm preparing for my second big World War II Weekend where I will be joined by Roy Chaffin and Keith Maton.ÿ ÿHere's what #819 looked like at last year's show:
The reason #819 is stuck on the ramp, and will be again this year, rather than cruising her accustomed patch of the sky is that she is in dire need of a new engine.ÿ One of her hangar-mates, our Martin 404 is similarly indisposed and stranded at Johnstown.ÿ The price tag for the two mills is $94,000 and there is a long way to go yet.ÿ If you would like to help in a great cause (tax deductible!), please throw a few dollars MAAM's way. ÿ MAAM is doing great work restoring and preserving some wonderful, historically important aircraft.ÿ For example, the story of the P-61 Black Widow night fighter they are laboriously putting back together would make a hell of a movie. Resurrected from a wartime mountain crash in New Guinea, when complete, it will be the only flying version of the mere four of the type remaining in the world.ÿ Become one of us and join here: Come Fly with us - membership information. You can even get your hands on the planes and work on the restoration projects, yourself.ÿ No experience required.ÿ All the details can be had on their webpages. ÿ As a special incentive to MAAM members, anyone who donates $150 or more to the engine fund gets a free thank you flight aboard the Douglas (or Martin, if you prefer).ÿ I hope to see you up there with me!
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Want to help re-engine our DC-3 and get something more for your money at the same time?
You can obtain a special "donation-ware" CD-ROM containing Version 4 DC-3 package for FS2000, plus a special upgrade version 3.5 of the FS98 R4D package with many of the new v4 features.ÿ The CD will be sold at the Mid Atlantic Air Museum's World War II Weekend , June 2, 3 and 4, and will also be available after the show.ÿ Beside the complete aircraft and panel packages, which will be self-installing the CD will include these other bonus features:
ÿ ÿ
Three complete World War II era C-47 manuals----ÿ 1942ÿ USAAF "Pilot's Flight Operating Instructions - C-47 Airplane" (74 pages); 1944 USAAF "Pilot Training Manual for the C-47" (96 pages) ; 1946 U.K. Air Ministry "Pilot's Notes for Dakota IV" (42 pages). All are clearly scanned at high dpi in jpeg format for convenient viewing.
ÿ ÿÿ ÿ
AVI and MPEG videos of the real #819 in flight, excerpted from the MAAM video produced by WLVT TV and narrated by MAAM President and Chief Pilot Russ Strine.
ÿ ÿ
Over 150 beautiful color photos of some of the finest warbirds in the country, taken by MAAM members George Hutter and Joe McFarland at the Mid Atlantic Air Museum in Reading and at airshows around the country, plus some fascinating vintage photos.
A scanned copy of the book "Aircraft of the Mid Atlantic Air Museum, by Pete Malashevitz, MAAM Program Coordinator (and the guy who gave me the keys to #819! ;-)ÿ In here are photos, histories, and specifications of every plane in the MAAM collection.ÿ
A few hundred of the close-up digital photos I took inside #819's cockpit--every nook and cranny (did you know the DC-3 is a twin-cranny, nook equipped plane?;-).ÿ These were the ones I used to develop the panel, gauge, and cockpit view graphics. There are also bunch of exterior shots I took for Jan to use in creating the wonderful airplane to wrap around the panel. ÿÿ
Think of the savings in download time for the 10+ MB aircraft package, alone!! ÿ The $25 price of the CD will go to the engine replacement fund for our R4D (she needs a P&W 1830-94), and her hangarmate, the Martin 404. So this is your opportunity to help put these great aircraft back in the air where they belong, and get something for yourself at the same time.ÿ
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THE PANEL PARTNERSHIP
I conceived and began this project by myself, back in early '99, but it quickly became apparent that the sort of panel I wanted to produce would call for talents far beyond those I possessed.ÿ So I asked noted FS panel developer and world renowned wildlife artist Roy Chaffin to help.ÿ What began as a plea for help getting rid of those nasty little red digits on the clock of my first panel has turned into a full partnership spanning four versions and a number of updates.ÿ
During the course of this long project Roy has become one of the premier gauge programmers in the world, (in my opinion, number one!) and you are about to enjoy numerous examples of his genius.ÿ Roy is an accomplished and gracious man who allows me to be the leader of the project, despite his fame in the field.ÿ Ironically, this famous professional artist also let's me do all of the artwork!ÿ But then I let him do all the programming (that's a joke--I wouldn't know where to start!)ÿ So for the benefit of future reviewers and others who might be interested, the division of labor is quite simple:ÿ I, Bill Rambow, did the research, took all the digital pictures, and produced all the graphics for the panel and gauges.ÿ Roy did all the programming of all the gauges and systems.ÿ In other words, I got the fun part and he got the tedious bits ;-)ÿ He has spent the equivalent of a year of full-time work coding hitherto impossible systems.ÿ You will find some unique features in this panel, and Roy has had to figure out how to make all of it work, despite staggering health problems which would have defeated many a lesser man. ÿ
Among other things that Roy has told me (he is not a shy fellow!) is that if he'd had any idea at the beginning of this project the tremendous labor it would entail, he never would have begun it!ÿ I can't say that I blame him, but I'm glad he doesn't have a crystal ball, either! :-).ÿ He has also told me that I am the first person he has ever consented to "work for" in either his professional or his avocational pursuits, where he's always been the man in charge. That, and the fact that he considers me a close friend, makes me feel very honored, indeed.ÿ I sincerely hope that, after a suitably long hiatus to get over the burnout, he will join me on other such endeavors in the not too distant future. ÿ I think he's done all the hard stuff already, so the next one should be a piece of cake. ;-)ÿ He's flying over for World War II Weekend at MAAM, so all I have to do is get him to fall in love with "Briefing Time", the best restored B-25-J Mitchell in the world, as I have. ;-)
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THE R4D PACKAGE TEAM
When I uploaded version 1 of the Dual Panel for the DC-3 / R4D / C-47, I intended that my next project would be a repaint of an existing DC-3.ÿ I wanted to duplicate the plane from which I had modeled the panel, the award winning restored 1944 U.S. Navy R4D-6 #50819, flagship of the Mid Atlantic Air Museum of Reading, Pennsylvania. ÿ I'm no aircraft designer, but considered myself a pretty fair plane painter, and I began looking for a suitable Dakota.ÿ Unfortunately, all the so-called C-47's or R4D's I could find were missing one distinctive structural feature which immediately sets them apart from their civilian sisters--the astrodome.ÿ This plexiglas dome atop the fuselage, just aft of the cockpit, was used by the navigator to make star and sun shots with a sextant.ÿ From it, gliders under tow could be observed, and there was a signal light in the dome which told glider pilots when to release the tow line.ÿ Being a stickler for authenticity, I began talking to designers about producing new DC-3 models, or modifying an existing one with an astrodome, which I could then paint as #819.ÿ
Then, out of the blue, I received a wonderful e-mail from Jan Visserÿ who had some very kind things to say about the panel. ÿ I knew Jan's reputation as a top aircraft designer and painter, and a member of the renowned VIP Design Group headed by Kenneth Kerr.ÿ In fact, Jan's KLM bare metal DC-3, produced in early 1997, has long been my favorite "Gooney Bird".ÿ But what Jan said next was a big surprise!
"As it just so happens, I also did the textures for the exact machine you're referring to in the (great!) manual, R4D-6 #50819.ÿ It seems only proper to me to send you this particular machine in the hope you haven't already got an example of it, either freeware or from the VIP Classic Wings CD."
To make a long story short, Jan joined the team and his planes have proven the perfect compliment to the panel. (Incidentally, Jan is a talented professional songwriter.ÿ How did I get mixed up with all these artists?ÿ I did paint the living room, recently, though.;-)
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PACKAGE CONTRIBUTORS
The R4D v4 team has been ably assisted by a number of other very talented people without whom we would not have the complete product you will be flying. ÿ
Alan Landsburgh works for the British Ministry of Defense,ÿ is a brilliant sound engineer, an accomplished painter whose aircraft portraits hang in several Officers' Messes around the UK, and a talented country singer who has performed in clubs around England.ÿ Along with Roy, Alan put together the sound files, which Roy then configured into our first ever sound pack. They were working under great pressure and a very short deadline. ÿ Everytime you hear the rumble and roar of those P&W's, give them both a mental tip of the old-fifty-mission-crushed pilot's hat.
Jeroen Plettenberg of the Dutch Dakota Association and a host of other DDA staffers and volunteers have pitched in to provide those authentic raw sound recordings for Alan and Roy to mix and assemble.ÿÿ Our heartfelt thanks to this great organization.ÿ They (and you) can look forward to a Jan Visser rendition of one or more of their beautiful DC-3's equipped with our panel--and sounds, of course--in the near future as a thank you from the team.
Arne Bartels, the German connection in our international group, as with previous versions, has provided his great Sperry Mark III vintage auto pilot.ÿ It was built for my graphics and like all the other instruments is a photo-real replica of the one in #819.ÿ It has been downloaded and used in many other panels since its introduction in the R4D.ÿ This time around, Arne worked long and hard, as many FS2000 developers appreciate, to crack the enigma that was FS2000 panel making in the absence of a software developers kit from MS.
Eric Mitchell is a well-known Canadian aviation artist from beautiful British Columbia (http://www.notions.com/aviart/), and an equally renowned FS aircraft painter and designer.ÿ Eric created the stately and super realistic unsynchronized DC-3 landing gear retraction/extension code first featured in an upgrade to v2 and highlighted here by Jan's beautiful undercart (the DC-3's, I mean. ÿ I have never examined Jan's own undercart! ;-).
Keith Maton headed up the beta testing effort of the previous versions and this time has helped us put things together in these last hectic days of packing up version 4 and getting the CD produced.ÿ "Feek" is travelling from England to be with Roy and I at the World War II Weekend extravaganza (if I remember to pick him up at Dulles today!;-)ÿ If you read the development history, you will have learned that he also had a bit to do with getting this DC-3 project steered toward the Mid Atlantic Air Museum started when he got turned down at the famed Duxford Air Museum in England! (Who's sorry now? ;-)
Gary Wachtel produced and provided the tune you are hearing.ÿ We think it is the perfect theme song for v4 of our DC-3, which should put you "In the Mood" to go flying.ÿ To hear other great midis by Gary and other composers and arrangers, please visit his website or e-mail him. (If you want to hear the song again, hit the refresh button of your browser.ÿ I could have looped it, but I didn't want to drive you crazy in case you are a slow.. errrrrr, I mean meticulous, reader ;-)
and finally,ÿ
A SPECIAL TRIBUTE FROM ROY CHAFFIN
"The quality of this panel has been made possible because of the brilliant tuition in gauge programming given me by Tom Corson, Chuck Dome, Tony D'Ambrosio, and Arne Bartels.ÿ Because of their generosity I have been able to create things never before seen in FS.ÿ I therefore dedicate the gauges in this panel to them"
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WARNING TO HACKERS !
Roy Chaffin's gauges are fitted with a security system to stop them being "hacked". Any attempt to change anything within the gauge (by HEX editing), or changing the Bitmaps, will cause the gauge to stop functioning. Furthermore, even changing the exterior file name of the gauge will also render it useless. Unfortunately this action has been caused by a few persistent, disrespectful pirates who do not seek or gain permission to use other peoples copyrighted work.ÿ Roy is sorry that "the many" have to suffer because of "the few".
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LEGAL NOTICE
Copyright and Distribution
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This panel is released as Freeware.ÿ Copyright (C) W.J. (Bill) Rambow, Roy Chaffin, and Jan Visser.ÿ As freeware you are permitted to distribute this archive subject to the following conditions:
- The archive must be distributed without modification to the contents of the archive.ÿ Redistributing this archive with any files added, removed or modified is prohibited.
- The inclusion of any individual file from this archive in another archive without the prior permission of the author is prohibited. This means, for example, that you may not upload an archive that uses this panel or any of its gauges or include it in it's entirety in a package.
- No charge may be made for this archive or any of its contents.ÿ It must remain Freeware..
- The work of other authors and developers included in this archive is used with their permission, under the conditions they have set forth. They are Freeware and must remain so.ÿ Their original copyrights and conditions apply and may be read in their enclosed docs.
- The authors' rights and wishes concerning this archive must be respected.ÿ Legal action against violators of these provisions will be pursued vigorously.
Attention Software Pirates:ÿ In case none of the above registers with you, let me put it this way:ÿÿ This is Freeware.ÿ It has been produced and provided soley for the enjoyment of Flight Simmers.ÿ We the developers, who have spent many thousands of cululative hours creating it, will not make a cent from it.ÿ We will, however, happily take your money in the form of legal compensation under the Copyright Laws of the United States, the United Kingdom, and The Netherlands, if you pirate this work!ÿ
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DISCLAIMER
Use of these files will do no harm to yourself, your computer, your cat, your house, or anything else! The development team take no responsibility for any perceived damage that may have been caused by any direct, or indirect use. Be aware that we can also take no responsibility for your loved ones leaving you due to the fact that you are spending too much time flying this amazing aircraft!!!
OK, enough of the obligatory unpleasantness. ÿ If you enjoy and appreciate this product, upon which the team has spent thousands of development hours,ÿ please let us know.ÿ We truly would appreciate hearing from users with either compliments or complaints (But only if you have read the manual, first!).ÿ
