whats the max range of the passenger b1900c? according to the manual it's 527nm (+ 100nm alternate) when it full of fuel and 3800 lbs cargo.

"Maximum Fuel with Payload (3,800 lb)

Range .............................. 527 nm 975 km

Average Speed .................. 257 kt. 476 km/hr

Trip Fuel...................

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Dima_ga,It's all in how you look at it. The question they're answering in the manual is not simply, "What is the max range?" but, "What is the max range with a full payload?" Yes, the fuel tanks will hold a good deal more than 1,636 lbs, but you can't always put in a full bag of fuel. In the case of your hypothetical 3,800 pound payload, the max fuel aboard is 2,650 pounds. The 1,636 lbs, however is the TRIP fuel, not the total amount of fuel in the tanks at engine start. Safety requires a margin for error (unexpected headwinds, time spent in a hold, a divert after reaching the scheduled destination), and that's going to be aboard IN ADDITION TO the 1,636 lbs. If all goes according to plan on your 527 nm trip, you should land with 1,014 lbs of fuel aboard.One other thing: Please use your real name when posting here. :-)

first of all thank you kurt for the answer.so let me get that straight. MTOW is 16600 lbs right? zero fuel weight is 10150 lbs. i want to load the aircraft with all 4469 fuel it can carry. 16600-(10150+4469)=1981 lbs for cargo. lets so i have around 10 people on board with luggage (1981 lbs). how long can this plane fly at FL250 economic mode? something like 6-7 hours (according to 540 lbs\hr)? 6X237=1422MN, it insludes holding time, fuel for alternative field and taxi in medium airport.TRIP fuel i understand as including EVERYTHING but not alternative (otherwise it should say cruise fuel or something).i know that 10 people on board is not realistic, but i bring here the farthest situation. i am not gonna fly 1400NM with it but i would like to do like 1000NM trip, is that possible?Dima GlikmanIsrael

Dima,Yes, it's possible. You've got the idea! :-)

OK thank you i will try tommorow. I hope the FAA won't have one more job after that ;)one last question. can anybody explain me why when ANTI-ICE is on it reduces the fuel flow?

I was very disappointed the 1900C/D wasn't the first to be updated for FSX. I miss this plane and it could use the FSX makeover!

OK thank you i will try tommorow. I hope the FAA won't have one more job after that ;)one last question. can anybody explain me why when ANTI-ICE is on it reduces the fuel flow?

Anti Ice will reduce fuel flow as bleed anti-ice removes mass flow through the engine core (less air moving through the hot section of the engine) the FCU will sense this reduction in Mass flow rate and meter the fuel so as to bring it back to a stoichiometric ratio. Anti-ice application will often see a 2-3 kt speed reductionBasically:Air Mass Flow down (due bleed demand) = fuel flow down = power downof course this is totally opposite to how turbofan a/c operate where the idle speed will increase with bleed demand and usually result in a FF increase.hope this helps

Azzmang has it mostly right, but the B1900's PT-6 turbines don't use bleed anti-ice, they use ice vanes, which physically move to redirect the flow of air coming in to the engine inlet. By changing the path of the inlet air flow, solids are kept out of the engine inlet. Bleed air isn't required.Otherwise, his explanation is correct...the reduced air flow through the engine is sensed by the FCU, which reduces fuel flow to keep the proper fuel/air ratio.

so if the temperature of the engine are not too much hot during cruise but i want to save some fuel with anti-ice on even if its not necessary, whats the lowest safe temperature i can bring the engine during the crusie (the green line ends at around 400c ITT)? one more question, does anti-ice influence on oil temperature?

so if the temperature of the engine are not too much hot during cruise but i want to save some fuel with anti-ice on even if its not necessary, whats the lowest safe temperature i can bring the engine during the crusie (the green line ends at around 400c ITT)? one more question, does anti-ice influence on oil temperature?

Actually Cruising with the anti ice on when not required in not accepted as best practice and it may actually lead to a net Increase in fuel used. This can be demonstrate through some simple examples on a sample route, these figures don't apply to the 1900 specifically but are a nice easy number set to demonstrate fuel usageDistance = 1000NmScenario 1: No Anti-ice on during cruise TAS 250KTFlight time = 1000/250 = 4Hrs at an example fuel flow of 1000KghrTotal Fuel used = 4000KgScenario 2: Anti-ice on during cruiseTAS with A/I on 245Flight time = 1000/245 = 4.081Hrsfuel flow = 995KghrTotal fuel used = 4061kgSo flying with the anti-ice on actually gave a NET increase in Fuel consumption of 61KgThis may not seem like much of an increase but when it comes to flight planning 61kg is and nearly an extra person that can be carried (assuming standard weights) or and extra 61kg of profit making cargo.As for ITT temps im am unsure of 1900C operations but im assuming there was a POH with the product that has recommended cruise schedules including Max range/Max endurance. generally the lower the temperature for cruise the better, it is temperature limiting climb and cruise that become a factor in engine management...I've operated PT6 aircraft in real life and we planned climbs on temp where we limited to 785C ITT on climb and cruise was as per the bookssorry not much help on the 1900C but hope explains the fuel usage thing a little. :( Azz Mang

I was very disappointed the 1900C/D wasn't the first to be updated for FSX. I miss this plane and it could use the FSX makeover!

Try this - http://ops.precisionmanuals.com/wiki/PMDG_Express_FAQ apparently it can be ported over.John Ellison

ok, thank you EMB120 and AZZMANG for the good answers. i took the plane for a little experiment today. that's what i found out:all happened at max Certified altitude=FL250, winds 252/25knots. t/o at MTOW with full tanks of fuel and a little cargo.Scenario 1:no ANTI-ICE on. thats what I've got: 291 knots (according to GPS),around 380 fuel flow, torque 2790/scenario 2:ANTI-ICE on. thats what I've got: 278 knots (according to GPS), around 315 fuel flow, torque 2351/also, i would you to notice that the fuel cut lever where the thrust does not chage the fuel flow at all! i put the firstengine at almost cut off and the second at full fuel flow but there were not differnce at all!at your example the difference between AI on and off in fuel flow was 995/1000=0.995 here the difference is 315/380=0.83. isn't that too many?i know that in cessna you have to reduce fuel flow during climbing because there are less air. but here you cant do it. the fuel flow just doesn't change.i feel here a lot of bugs, or am i wrong? cupy from the manual of the plane:

Cruise Performance

High Speed Cruise

Speed .................................. 262 kt/302 mph (487 km/hr)

Fuel Flow.............................. 732 lb./hr. (332 kg./hr)

Altitude ................................ FL 200

Long Range Cruise

Speed ........................... 231 kt/266 mph (427 km/hr)

Fuel Flow...................... 540 lb./hr. (245 kg./hr)

Altitude ...............

Dima,The fuel condition levers in a turboprop don't work the same as the fuel mixture in a piston-engined plane. With the PT-6, you set the condition levers at takeoff, and usually leave them alone until you're back on the ground. The FCU controls the fuel-air mixture. Pulling a condition lever back to almost cutoff in flight doesn't do anything because the condition lever controls the N1 speed at idle. Since the engines are operating above idle, there won't seem to be a change.Where you'll notice the difference is when you're landing -- the higher N1 at High Idle will make it harder to slow down during descent and on final IN THE SIM. In real life, pulling the power on a PT-6 makes the prop go to high pitch, the flats of the blades facing the direction of flight, and this acts like a big speed brake. FS2004 doesn't model this very well. The advantage to setting high idle is that you can get the engines into reverse much more quickly, and this is modeled pretty well in the sim.The plain fact is that FS2004 doesn't model turboprops well, so you shouldn't get too hung up on comparing the numbers between AI on and AI off. Even in real life, there will be variations from aircraft to aircraft, and from situation to situation.

thank you kurt for the explanation, it makes so much sense to me now :). maybe my questions are a little annoying but its only because i want to know well the plane i fly.so i wanna make sure i understood it right:low idle, adv: good speed brakes during descent, disadv: more time to move to reverse thrust.high idle, adv: bad speed brakes during descent, disadv: reverse much more quickly.so from now on, i will low idle during descent to lose speed (if needed) and on final move it the high idle?