Folks. I'm starting this thread to get a list of found issues with this aircraft so that we can help our friends at Carenado address them. This IS NOT the place to bash the aeroplane or the company, so keep this thread on topic... please. So with the above being said please, if you can, add to the issues I have found so far so that we can give the chaps at Carenado an informed list of things that need addressed.Issues

• RXP Gauges seem impossible to install
• Clock doesn't work
• Stalling characteristics seem off

I wouldn't know the correct stall characteristics if one smacked me in the chops. Is it too easy, too unresponsive, too anything, not enough something? As far as I can tell, if someone wrote a beginner's guide to recovering a stall this plane would be used as a demo. 1: Point it up into the sky2: Wait until it stops flying and wants to go home3: reduce throttle...a lot4: Push forward yoke5: Gently pull back on yoke and gradually increase throttle6: Carry on to destinationIs that about it? :(

When using after market controllers...IE Saitek AP Panel and I operate the flaps switch the indicator moves,the motor works,the flaps move...But the cockpit lever does not move...It works flawlessly in all other Carenado offerings.I still love this bird though :( :( :( Dave

I've noticed an odd issue--a polygon is protuding from the tip of the port wing. Don't quite know what it is--thought it was part of the model but looked at pictures of the Commander on airliners.net and none show a fixture of any type there. Overall, like all of Carenado's other releases, the aircraft is visually very nice. I've never flown a real Commander so cannot comment on flight dynamics other than saying the aircraft flies nice.John

I've noticed an odd issue--a polygon is protuding from the tip of the port wing...John

Yeah, I saw that too. Hopefully it can be fixed. I agree that it's a fine airplane; flys right nice. Does anyone know how to wind the clock?Cheers,Fritz

I've noticed an odd issue--a polygon is protuding from the tip of the port wing. Don't quite know what it is--thought it was part of the model but looked at pictures of the Commander on airliners.net and none show a fixture of any type there. Overall, like all of Carenado's other releases, the aircraft is visually very nice. I've never flown a real Commander so cannot comment on flight dynamics other than saying the aircraft flies nice.John

Carenado support says that that polygon is a small mirror to check the position of the wheels. And the clock will be fixed. Cheers,Fritz

Carenado support says that that polygon is a small mirror to check the position of the wheels. And the clock will be fixed. Cheers,Fritz

That's interesting! Never heard of something like that before but I can imagine it would be useful to a pilot IRL.

That's interesting! Never heard of something like that before but I can imagine it would be useful to a pilot IRL.

The BE76 Dutchess has a small mirror on the port engine cowling that enables you to see the nose gear. Certainly the ones I flew all had this.

As do most light twins, every Baron, Seneca and Aztec that I have been in have had a mirror. Most often you will find checking the mirror is part of the landing checklist related to gear extension.

Folks. I'm starting this thread to get a list of found issues with this aircraft so that we can help our friends at Carenado address them. This IS NOT the place to bash the aeroplane or the company, so keep this thread on topic... please. So with the above being said please, if you can, add to the issues I have found so far so that we can give the chaps at Carenado an informed list of things that need addressed.Issues

• RXP Gauges seem impossible to install
• Clock doesn't work
• Stalling characteristics seem off

Clock doesn't work. Stall characteristics are off. RXP gauges impossible to install. Fully-tested? How tuff is it to test a clock? I am not bashing Carenado. I would post the same for any product with such glaring errors and oversights not 2 days after it's on the market. Tell me..why should we have be Carenado 'volunteer testers?'

Clock doesn't work. Stall characteristics are off. RXP gauges impossible to install. Fully-tested? How tuff is it to test a clock? I am not bashing Carenado. I would post the same for any product with such glaring errors and oversights not 2 days after it's on the market. Tell me..why should we have be Carenado 'volunteer testers?'

and ANOTHER alpha release......... You guys ready for the C90????If he can't get a clock, EGT/Mixture gauge to work how is a complicated turbine C90 going to work? Don't forget the high throughput X-planes are in production too!

and ANOTHER alpha release......... You guys ready for the C90????If he can't get a clock, EGT/Mixture gauge to work how is a complicated turbine C90 going to work? Don't forget the high throughput X-planes are in production too!

But you know..we re not 'volunteer testers' at all when I think about it. My Carenado Baron 58 FSX 'volunteer testing' only cost me $32.99. Such a deal!

But you know..we re not 'volunteer testers' at all when I think about it. My Carenado Baron 58 FSX 'volunteer testing' only cost me $32.99. Such a deal!

After $32.95 and 2 service packs.I nominate the Carenado Barron for the Avsim 5 Cow xxxxx award!Below is my latest request from Carenado, No response yet.Dear Carenado,I’ve purchased the Barron, and have installed both service packs. I report the below squawks, please fix,asap.1) Mixture / EGT modeling on both engines are wrong. The general principle for the mixture controls is to DECREASE the fuel to air mixture ratio. Upon leaning the both mixtures the full range of motion, there is an INCREASE in fuel flow for both engines where there should be an overall decrease and not an increase of fuel flow. Also, on engine #1 (left) the final bottom 5% allows for some leaning but ultimately results in engine fuel cut-off because the extremely narrow range of mixture function. Engine #2 (right) is slightly better than engine #1. However, both mixtures should lean overall there full range of motion forward to aft resulting and overall decrease in fuel flow to both engines and increase in EGT up to the point of max lean “Peak EGT”.The Engine #1 (left) engine mixture problem makes the aircraft nearly unflyable and the engine fuel is cut-off upon leaning.2) Neither engine allows for feathering! Neither prop (pitch) lever will move into the feathered position. Thus, not allowing for single engine operations.3) Stall characteristics are poor and nearly non-functional. The aircraft PLUMETS at greater than 60 degree nose dive before stall recovery initiates. Upon release of back pressure the aircraft should immediately begin stall recovery. The aircraft should be in a greater than 60 degree nose dive before the stall recovery begins.Best,

After $32.95 and 2 service packs.I nominate the Carenado Barron for the Avsim 5 Cow xxxxx award!Below is my latest request from Carenado, No response yet.Dear Carenado,I’ve purchased the Barron, and have installed both service packs. I report the below squawks, please fix,asap.1) Mixture / EGT modeling on both engines are wrong. The general principle for the mixture controls is to DECREASE the fuel to air mixture ratio. Upon leaning the both mixtures the full range of motion, there is an INCREASE in fuel flow for both engines where there should be an overall decrease and not an increase of fuel flow. Also, on engine #1 (left) the final bottom 5% allows for some leaning but ultimately results in engine fuel cut-off because the extremely narrow range of mixture function. Engine #2 (right) is slightly better than engine #1. However, both mixtures should lean overall there full range of motion forward to aft resulting and overall decrease in fuel flow to both engines and increase in EGT up to the point of max lean “Peak EGT”.The Engine #1 (left) engine mixture problem makes the aircraft nearly unflyable and the engine fuel is cut-off upon leaning.2) Neither engine allows for feathering! Neither prop (pitch) lever will move into the feathered position. Thus, not allowing for single engine operations.3) Stall characteristics are poor and nearly non-functional. The aircraft PLUMETS at greater than 60 degree nose dive before stall recovery initiates. Upon release of back pressure the aircraft should immediately begin stall recovery. The aircraft should be in a greater than 60 degree nose dive before the stall recovery begins.Best,

I would submit your problems 1-2 are control calibration problems on your end as I don't experience those.3) I agree that the stall characteristics are not right

As do most light twins, every Baron, Seneca and Aztec that I have been in have had a mirror. Most often you will find checking the mirror is part of the landing checklist related to gear extension.

Like this? (off my late B55)...

I would submit your problems 1-2 are control calibration problems on your end as I don't experience those.3) I agree that the stall characteristics are not rightLike this? (off my late B55)...

I've ruled out the controllers for the EGT / Mixture problem by using keyboard only, same problems. Also, did complete reinstall with 2 service packs same problems.