Hi: I sent Caranado an email with this observations, and I thought I'd post them here in case they read through this forum. I just purchased your Caravan, and I thought I'd offer you some suggestions. First, I love the plane, and it has instantly become one of my favorites. I also hope that you don't consider this email a criticism, as I find far to much of that on the forums expressed in an unconstructive and hostile manner. Finally, I am not a real world pilot, and these observations are based on flying other turbo props in FSX. The propeller pitch does not seem to control the angel of the propeller blade throughout the entire range. I tried pulling the prop lever back to idle to slow the rate of acceleration on the ground to make the plane easier to handle while taxing. This seemed to have no effect. There did not seem to be a smooth transition between idle and the higher power settings as well. Indeed, there was no thrust at idle, but moving the throttle just a slight bit, and there was a sudden rush of power. I managed to control speed on the ground somewhat by moving the throttle from idle, just a bit, letting the power rush on, and quickly returning the throttle to idle before the plane picked up too much speed. I lined up on the taxi way, pushed the propeller all the way forward, gave it full throttle, and it took off beautifully. Once in the air, however, I noticed that if I reduced the propeller RPM, without adjusting the power, or vice versa, I did not see any corresponding changes in the torque gauge. I may be wrong, but from flying the J-41, you can't reduce propeller RPM too far without reducing power, or you risk over-torquing the engine. When I came in for a landing, there again did not seem to be a smooth reduction of power. There did not seem to be a large enough difference between the throttle advanced 85% forward, and about 55% forward. But, then I found that if pulled the throttle back just a little bit more below about 55%, there was a massive loss of power, and the plane dropped like a stone. Also, after this rapid decent started, it was almost impossible to pull the nose up, even with the up trim maxed out. Pushing the throttle forward solved the problem with another large rush of power, but that created a problem of keeping a slow enough approach speed. Some of these numbers are estimates on my part from looking at my CH Throttles set up, but it gets the idea across. Other than this, congratulations on a spectacular plane. Mike Gutierrez. North Hollywood, California.

Not being an expert in these things, but I might hasten to add that the PT6 engine is not the same as the Garrett in the Jetstream... I wouldn't compare the behaviour of the 208B with its PT6 up front with the J41 and its two GarrettsThough I haven't purchased the C208B as yet, I thought I would just add that. I would love to see more reports and reviews on the C208B, it is a great aircraft for the FS world...Andrew

Hi: I sent Caranado an email with this observations, and I thought I'd post them here in case they read through this forum. I just purchased your Caravan, and I thought I'd offer you some suggestions. First, I love the plane, and it has instantly become one of my favorites. I also hope that you don't consider this email a criticism, as I find far to much of that on the forums expressed in an unconstructive and hostile manner. Finally, I am not a real world pilot, and these observations are based on flying other turbo props in FSX. The propeller pitch does not seem to control the angel of the propeller blade throughout the entire range. I tried pulling the prop lever back to idle to slow the rate of acceleration on the ground to make the plane easier to handle while taxing. This seemed to have no effect. There did not seem to be a smooth transition between idle and the higher power settings as well. Indeed, there was no thrust at idle, but moving the throttle just a slight bit, and there was a sudden rush of power. I managed to control speed on the ground somewhat by moving the throttle from idle, just a bit, letting the power rush on, and quickly returning the throttle to idle before the plane picked up too much speed. I lined up on the taxi way, pushed the propeller all the way forward, gave it full throttle, and it took off beautifully. Once in the air, however, I noticed that if I reduced the propeller RPM, without adjusting the power, or vice versa, I did not see any corresponding changes in the torque gauge. I may be wrong, but from flying the J-41, you can't reduce propeller RPM too far without reducing power, or you risk over-torquing the engine. When I came in for a landing, there again did not seem to be a smooth reduction of power. There did not seem to be a large enough difference between the throttle advanced 85% forward, and about 55% forward. But, then I found that if pulled the throttle back just a little bit more below about 55%, there was a massive loss of power, and the plane dropped like a stone. Also, after this rapid decent started, it was almost impossible to pull the nose up, even with the up trim maxed out. Pushing the throttle forward solved the problem with another large rush of power, but that created a problem of keeping a slow enough approach speed. Some of these numbers are estimates on my part from looking at my CH Throttles set up, but it gets the idea across. Other than this, congratulations on a spectacular plane. Mike Gutierrez. North Hollywood, California.

I'm wondering if your CH controls maybe needs calibration there? I'm using the CH Throttle Quadrant and it's very smooth for me throughout the range of travel (slightly less so since programming it in FSUIPC to allow me to use reverse with the throttle, but still quite good). The very back end of the throttle (not going into reverse though) somewhat simulates the beginning of the beta range, which means you do lose virtually all forward thrust. It is a bit abrupt, but most FSX planes (turboprops) have that characteristic. I just tickle the power in and out of that range as needed, but I have to admit, empty with 3/4 fuel I had no trouble with the throttle just into the thrust range taxiing without using the brakes. A cal might be worth a try there.Do NOT compare the PT6 with the Garretts! The Garretts are extremely sensitive and "unfriendly" engines. Even RW pilots have a hard time getting used to them. The PT6's are very, very much easier to manage. I never flew turbines when I was working as a pilot, but my friends tell me that the behaviour of similar programmed engines in FSX (such as the default Caravan, which is also very good) is quite realistic in terms of engine handling. On the approach I had no trouble slowing it up. I gather you are using flaps? Don't forget to go to full forward on the prop too as you turn final. That should help you slow up more.On the handling (which you didn't ask about) but the Caravan is really just an overgrown 172 (talk about "performance-enhancing drugs !). It handles like a "big baby" as one friend puts it. We have them in the hangar I work in a lot, and yes, they are huge (rivals the single Otter and not far off the Twin Otter in size), but very, very docile to fly. Carenado hit it on the nose with this one in terms of handling. I'd have to rate this machine as one of the best they've ever produced, maybe even good enough to rival the 206 for my favourite aircraft to fly of theirs.Hope that helps. As I say, try calibrating your controls and see what happens. If your yoke, etc. is quite old, likely the pots are getting quite dirty and that will make things much worse.

Does the GC have geared or free spinning turbine in it?

Free spinning PT6!!

I experienced the same performance issues on the ground and in the air as Mongo44 reports.