I'm sure that with all the new panel types they are doing, there is a large amount of research involved. G500, G1000, Aspen and now a Collins Pro-line(I believe) for the C90. Our patience will pay off I'm sure. As for the Alebeo products, I believe it is a separate crew working on these, I may be wrong.

i think we are getting close. On their facebook page they have new night cockpit shots and they say this- C90 King Air FSX Status:-Exterior 3D Model: 100%-Liveries: 100%-Interior 3D model: 95% hopefully soon

not going to happenWorks in the Carendo version as well...

Hello Bernt!That is a GREAT news! Thanks for all of your efforts man!BTW, me back again in business :(

not going to happenWorks in the Carendo version as well...

Oooooweee! Now if only I could get my saitek throttles to recognize the reverse detent.

That's usually done through the registered version of FSUIPC. Will that not work on any throttle system, including Saitek?

Unfortunately till now you can not make a turn using beta / reverse like this guy does in the first to turn the C90 like a tank !

Andy, that's not what he's doing. Watch the whole video carefully, and pay attention to where he puts the power levers. He's starting engines with the power levers in Flight Idle, then pulling them back over the gate into the beta range. He is definitely using differential throttling to assist his turns, but if you watch that taxi out of the gate, he's also moving forward. He hasn't moved the left power lever, just pulled the right one back...so it would be a neat trick to get the airplane going forward if he was only moving one engine from idle to reverse. The forward thrust has to come from somewhere!Later in the video, you'll see him pull both power levers aft of the gate into the beta range and keep them there during a long straight taxi...it's clear they're not in reverse there, too, or the airplane would come to a stop.The only time I see him using reverse pitch is at 8:35, when he does his pre-takeoff check of reverse pitch...for about two seconds, and then he brings them right back to ground idle.

Hi Yoda!Thank you much for that clarification! For myself, I cannot get enough info about turboprops, especially my beloved King Airs as I, as a RW piston-flyer, never ever had the chance to handle such a beauty in rw myself!So ANY info and correction is MUCH appreciated Kurt!

... but if you watch that taxi out of the gate, he's also moving forward. He hasn't moved the left power lever, just pulled the right one back...so it would be a neat trick to get the airplane going forward if he was only moving one engine from idle to reverse. The forward thrust has to come from somewhere!

So just to get it right this time:the guy in that video only uses right beta in that initial out of gate turn? Left power levers are on flight idle?So I assume that in that case a C90 would travel forward alone after releasing the brakes with power levers in Flight Idle and a condition position of Low Idle?

...The forward thrust has to come from somewhere!

So there must be still a forward thrust on the left engine side allthough left power levers are on Flight Idle? ... So the Flight Idle power lever position does NOT mean a Stop/Hold position for a C90B, so is that ground fine at the "gate" right before Reverse?Kurt, please be merciful if I have some problems understanding that matter ... but it really interests me a lot and I am willing to learn!

So I assume that in that case a C90 would travel forward alone after releasing the brakes with power levers in Flight Idle and a condition position of Low Idle?

Depends on the weight as well. At very low weights she will accelerate rather fast with both engines at idle and the condidtion levers in low idle.At MTOW she will taxi with idle and condition levers at low at a constant 10-15kts.With the Carenado C90 and the real one you can control the taxi speed by.a) pulling both power levers for a few seconds into beta/reverse :( only one power lever (causes a signficicant yaw moment)c) keep one prop feathered during taxi (also causes a significant yaw moment)The faster you taxi, the more 'bite' the prop has, so beta/reverse has a different effect at different speeds as well.It's very similar with the 208 and the PA46T

With the Carenado C90 and the real one you can control the taxi speed by.a) pulling both power levers for a few seconds into beta/reverse

When taxiing the PA46T, I find that if I pull the power lever into reverse during the taxi, and then take it out of reverse, I can taxi smoother and have more control over the taxi speed. Is this for the same reason as the quote above?

So just to get it right this time: the guy in that video only uses right beta in that initial out of gate turn? Left power levers are on flight idle?

Okay, first, let me correct my own misuse of terminology. In the C90, there are two gates in the power lever travel: the top one is at idle and this is where his power levers are at startup. (Beech cautions against moving the power levers over the idle gate with the engines off, or the system may be damaged.) The bottom one is the ground fine gate, and you must lift the power levers over that to move into the reverse range. The range between these two gates is called the ground fine range. That's where he's keeping his power levers through most of his taxi, with the two exceptions being getting the ground roll started and when he's doing his reverse checks prior to departure. To start his ground roll, he's got the left power lever at idle and the right power lever in the ground fine range.

So I assume that in that case a C90 would travel forward alone after releasing the brakes with power levers in Flight Idle and a condition position of Low Idle? So there must be still a forward thrust on the left engine side allthough left power levers are on Flight Idle?

At idle, there is a fair amount of forward thrust being produced, though as Bernt points out, it may not be enough to get the aircraft rolling. One of the things we never got right with the Aeroworx King Air was the amount of drag that gets produced when you pull the power levers back to idle on landing. The props are still producing forward thrust, but not much and the blade angles are such that they actually produce a great deal of drag...like huge speed brakes. You don't want to put too much strain on the props while you're in the air, which is the reason for the idle gate.

So the Flight Idle power lever position does NOT mean a Stop/Hold position for a C90B, so is that ground fine at the "gate" right before Reverse? Kurt, please be merciful if I have some problems understanding that matter ... but it really interests me a lot and I am willing to learn!

You've got it, I think. Depending on aircraft weight, you might start rolling at idle, and once you've gotten it rolling, the thrust produced with the power levers at idle will get you going pretty fast...faster than safe speed. So once you get rolling, it's good practice to move the power levers over the idle gate into the ground fine range and control your speed with variations in the power lever settings. If you need to slow down, it's okay to briefly move the levers into reverse...it's better to do this than to apply the brakes, because brake pads are expensive to replace. However, you should limit the reverse applications on unimproved surfaces, as the reverse airflow can cause propeller erosion and in snowy conditions, it can obscure the pilot's vision.

Wow Kurt ... I thank you ... that was a very nice informative lesson! Now I see clearer !! :Peace:Didn´t made a big head about this topic in the good old AWX B200 times :( .

You bet, Andy!Another thing to remember is that the ground fine range is the part of the power band where N1 is turning at the minimum setting (based on your condition lever position), and all thrust variations are controlled by prop pitch alone. Since you don't have to worry about engine spool up time while you're in this range, it's much easier to taxi with the engines in ground fine.You bet, Andy!Another thing to remember is that the ground fine range is the part of the power band where N1 is turning at the minimum setting (based on your condition lever position), and all thrust variations are controlled by prop pitch alone. Since you don't have to worry about engine spool up time while you're in this range, it's much easier to taxi with the engines in ground fine.

It'll be interesting to see what Carenado is able to do with the turboprop modeling, considering how badly MS got it wrong. One major problem is that there is no beta range in FSX. (Incidentally, "beta range" is apparently a Pratt & Whitney term, while "ground fine" is the term Beech prefers. They're the same thing.) So when you close your throttle so that you get 0% on the tool tip for pretty much every turboprop in the sim (there are some notable exceptions which model their engines outside the sim), you're at the lowest N1 speed for the engine...but any power lever movement from there will either take you into reverse or start spooling up the N1 (which is no longer beta range). So, FSX (and FS9 before it) give us a beta range of 0%-0% power lever travel.This is the reason it can be so hard to taxi a turboprop in FSX.