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Please see the most recent updates in the "Where did the .com name go?" thread. Posts number 16 and 17.
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Special Server Maintenance
Just when you think you have everything running some what better...
You get a message from the Hosting company. Short story they need to move us to a new server. I have been working with them to plan a good date for all concerned. Here is what we have come up with as a schedule.
- November 4th 17:00 -5UTC shut off the forums and start backup proceedures. During this time there will be no access to the forums or the Resource Section.
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Thank you for your support.
Attention all DC-3 fans !
- Thread starter Javis
- Start date
Oh boy, oh boy, oh boy!! 
tailspin45
Members +
Beautiful music
Great sounds, undoubtedly a Gooney Bird. That characteristic overtone is spot on!
Power reduction sound change is just right, too; but on takeoff at beginning of video it sounds more like a cruise power setting.
At full power, those engines and props really snarl. If you have access to the Aerosoft PBY it sounds good on takeoff (my favorite feature of that payware add-on, actually).
In general DC-3A/C-47/PBY have same P&W 1830s, although with different dash numbers. (Yes, there were lots of variations in each aircraft. Some had Wright 1820s, too, of course.)
Perhaps that's why the Catalina with 1830-58 or -92 definitively does not have the Gooney Bird harmonic with to -20 and -91? (Personally I think the airframe has more to do with it, but I can't prove it.)
Great sounds, undoubtedly a Gooney Bird. That characteristic overtone is spot on!
Power reduction sound change is just right, too; but on takeoff at beginning of video it sounds more like a cruise power setting.
At full power, those engines and props really snarl. If you have access to the Aerosoft PBY it sounds good on takeoff (my favorite feature of that payware add-on, actually).
In general DC-3A/C-47/PBY have same P&W 1830s, although with different dash numbers. (Yes, there were lots of variations in each aircraft. Some had Wright 1820s, too, of course.)
Perhaps that's why the Catalina with 1830-58 or -92 definitively does not have the Gooney Bird harmonic with to -20 and -91? (Personally I think the airframe has more to do with it, but I can't prove it.)
Ian Warren
Charter Member
Now who is going to do a paint for that one ! , I do like the tempermental smoker that wasn't going to start, seen that with an old Mount Cook Airlines DC-3 forty years back in Christchurch and that aircraft was in pristine condition , I can now see JanKees with his paint brush set out looking at this one tho 
Ian Warren
Charter Member
Isn't that Captain "Howling Mad" Murdock from the A-Team flying the Dak!!! He would fly something in this shape in a A-Team episode.
LOVE THAT ! .. ole "Howling Mad" Murdock .. I'd recon ya not far of the mark ... ..... and all I can hear in the back ground is "SHUT UP FOOL" .. i'm not flying 
manfredc3
SOH-CM-2022
Ian,
You might be on to something there.
I recall seeing two man carrying a big guy into the plane just before departing. I didn't thing anything of it other then that it must have been a Med evac.
===========================
Ted,
I think you are almost there, yeah, yeah, I know I am picky.
You might be on to something there.
I recall seeing two man carrying a big guy into the plane just before departing. I didn't thing anything of it other then that it must have been a Med evac.
===========================
Ted,
I think you are almost there, yeah, yeah, I know I am picky.
tailspin45
Members +
Frickin' PERFECT! More real than the real video! Seriously. This is truly a masterpiece!
And of course there's a reason why audio on the C-47 vids sound the way they do: the camera's mic. Often just a phone,with a tiny mic designed to capture 3000Hz voices in a noisy environment, so the frequency response is way narrower than the props and engine produce. And that's why the real one you posted earlier seemed to get quieter on takeoff--noise cancelling went to work.
Off topic a bit, but you might be amused:
If you watch The Mummy movie you'll hear the sounds of one of our aircraft (a Travel Air biplane with Lycoming R-680 and a Hamilton Standard 2B20 prop).
The sound guys fastened a mic near the carb under the cowl, and another almost in the exhaust. I kept telling them most of the sounds comes from the prop, and they kept giving me the "you do your job, let's us do ours" look.
Afterwards they let me listen to the raw recording (digital, of course). I was standing with my back to the hangar door while they fiddled to get it "rewound" to the pointed when we started the engine. Suddenly one of our idiot pilots cranked up the aircraft right there in the hangar! Scared the hell out me...until I realized I was listening to the recording made earlier out on the ramp. Astonishingly real.
Further off topic, but one of the things they asked me to do was to make the engine backfire and then quit. In the air. And, I just remembered, it was in the pattern at about 600' too, because the weather was IFR and we had to get a Special VFR clearance (1 mile and clear of clouds) between arriving flights to get the recording done. It was only a few weeks before the film was released on 7 May 1999, and they were desperate because what they had recorded months earlier wasn't good enough. (My log book shows we flew April 12th.)
As a glider instructor shutting down the engine wasn't a big deal, but the tower was not amused. I leaned the mixture out so the engine would pop and bang before I shut it down, and the sound guy in the front cockpit was happy. But airport security happened to be on the ramp and called the tower all excited because the biplane in the downwind had engine problems - prolonged backfiring before engine failure.
As it happened, the engine didn't want to restart on final, so I had to roll off the active with a stopped prop which attracted some attention, too.
Too Fun indeed!
Thank you, TuFun! Thank you!
P.S. The "Biplane Rides" sign we see during your south to north low pass at Orcas Island is on Rod 'Magic' Magnor's hangar. He flew A-7s in 'Nam, hung out with Richard Bach, and operated a Travel Air, same years as our "new" one (1929). Our "old" one (1927) was licensed the same day Lindbergh flew across the Atlantic, as a matter of fact.
Ian Warren
Charter Member
tailspin45
Members +
TuFun
Riveter
Good stuff tailspin45, really enjoyed reading your history! Now for some ear candy... Dak style!!! Orbiting around the aircraft you'll hear the difference between exhaust/prop sounds. Trying to imagine what the C-47 sounds like (quess work from youtube), if one walks around a running aircraft, although I would think a C-47 wouldn't run max power stationary.
Pay close attention to Jan's VVC effects... it's subtle, but effective!
Pay close attention to Jan's VVC effects... it's subtle, but effective!
tankerguy72
SOH-CM-2023
Great job! those sounds are amazing I could play it on a loop forever haha
I served on 511 Sqdn RAF Transport Command with Hastings aircraft. Whenever we ran the engines up, full power or not, we were always chocked, and the stick was held back. Neither of which shows in the film.
Having said that, the sounds and the VC are truly wonderful works of art. A lot of love has gone into this aircraft, and it shows. A big thank you to you all.
Den.
Having said that, the sounds and the VC are truly wonderful works of art. A lot of love has gone into this aircraft, and it shows. A big thank you to you all.
Den.
tailspin45
Members +
Just keeps getting better and better! We hear the starter solenoid engage, push rods and rocker arms clanking, then the lovely lope at low RPM. I swear I could smell gasoline, oil, leather, sweat, and zinc chromate in that stunning cockpit.
Noticed you push up #2 before starting #1: does the ammeter show the generator kick in around 15-1700?
I know the point was a sound demo, not a realistic reenactment, so don't take this is a criticism, but I couldn't help but wonder if the people standing and parked behind complained? Watching your runup reminded of that constant concern.
Which reminded me that the owners of a G-IV paid to repaint a number of cars and aircraft here at CRQ when the captain decided to do a run up on the ramp in front of Cinema Air (now Jet Source). Sandblasted several very expensive cars, and flipped a 172 that wasn't chained down. Ripped the tie-downs out of the wing of a 182, but it didn't flip, just slid sideways into a brand new million dollar Bonanza with less than 30 hours on the Hobbs.
And that reminds me of the day when a bunch of us were standing on the ramp at Magellan Aviation a bit west of Cinema Air. We watched a big BMW 7 series careen across the ramp, which was strange enough; but when it crashed into the side of a Citation we couldn't believe our eyes! Air bags deployed, and as chrome and glass rained down--sounded like someone dropped a tray of silverware--a disheveled woman, sunglasses askew, crawled out of the driver's seat, threw the car keys at the airplane and screamed, "Fine, KEEP your f-ing car and airplane if they're so damed important to you." We stood there, mouths agape, as she stomped/limped off in one high heel. The divorce proceedings, you might guess, were not amicable if for no other reason that the impact, behind the entrance door essentially at the wing root, tweaked the spar and the plane had to be totaled. (You won't find the event in the NTSB database, I presume because the aircraft was not in operation and both parties were lawyers.)
BTW, does the Gooney Bird's manifold pressure now change with a change in RPM? Flew from San Diego up to Edwards AFB yesterday to get some time in the YB-49 and enjoy the new ORBX/FTX SoCal scenery, and noticed that pulling manifold pressure back a couple inches low so it would be just right as the props come back didn't work. MP stayed right where it was. A little experimenting showed they aren't coupled. To be clear, fixing this if it's not implemented is not a reason to delay release as far as I'm concerned!
For readers not familiar with recips and props, you always reduce MP first, then RPM. If you did it the other way around the MP would go up over red line, and you'd risk blowing a cylinder or bending a rod. Same idea when you increase power--props first, then MP. When the prop slows down, the pistons do too, but the same amount of air and fuel is going in with constant throttle setting. With no where to go the manifold pressure goes up
Fine art, gentlemen, the finest!
Noticed you push up #2 before starting #1: does the ammeter show the generator kick in around 15-1700?
I know the point was a sound demo, not a realistic reenactment, so don't take this is a criticism, but I couldn't help but wonder if the people standing and parked behind complained? Watching your runup reminded of that constant concern.
Which reminded me that the owners of a G-IV paid to repaint a number of cars and aircraft here at CRQ when the captain decided to do a run up on the ramp in front of Cinema Air (now Jet Source). Sandblasted several very expensive cars, and flipped a 172 that wasn't chained down. Ripped the tie-downs out of the wing of a 182, but it didn't flip, just slid sideways into a brand new million dollar Bonanza with less than 30 hours on the Hobbs.
And that reminds me of the day when a bunch of us were standing on the ramp at Magellan Aviation a bit west of Cinema Air. We watched a big BMW 7 series careen across the ramp, which was strange enough; but when it crashed into the side of a Citation we couldn't believe our eyes! Air bags deployed, and as chrome and glass rained down--sounded like someone dropped a tray of silverware--a disheveled woman, sunglasses askew, crawled out of the driver's seat, threw the car keys at the airplane and screamed, "Fine, KEEP your f-ing car and airplane if they're so damed important to you." We stood there, mouths agape, as she stomped/limped off in one high heel. The divorce proceedings, you might guess, were not amicable if for no other reason that the impact, behind the entrance door essentially at the wing root, tweaked the spar and the plane had to be totaled. (You won't find the event in the NTSB database, I presume because the aircraft was not in operation and both parties were lawyers.)
BTW, does the Gooney Bird's manifold pressure now change with a change in RPM? Flew from San Diego up to Edwards AFB yesterday to get some time in the YB-49 and enjoy the new ORBX/FTX SoCal scenery, and noticed that pulling manifold pressure back a couple inches low so it would be just right as the props come back didn't work. MP stayed right where it was. A little experimenting showed they aren't coupled. To be clear, fixing this if it's not implemented is not a reason to delay release as far as I'm concerned!
For readers not familiar with recips and props, you always reduce MP first, then RPM. If you did it the other way around the MP would go up over red line, and you'd risk blowing a cylinder or bending a rod. Same idea when you increase power--props first, then MP. When the prop slows down, the pistons do too, but the same amount of air and fuel is going in with constant throttle setting. With no where to go the manifold pressure goes up
Fine art, gentlemen, the finest!
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