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Gregg_Seipp

So, how is the B200 these days?

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How's the B200? Has Carenado fixed the big issues? Does it fly like a KingAir?

 

Gregg

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it is the best B200 we currenty have and we make do with it until something better come along. patience is a virtue

 

and yes the biggest issues seem to have been corrected. I personally have no problem with it now. i can live with the few little niggling issues i might have and would have liked to be corrected.

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I've been sitting on the fence on it. I know it probably has great graphics and a good FDE but not sure about otherwise...do the systems work like a KingAir. Milviz has their 300 coming out some time this year and I could just wait or have both.

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Gregg,

 

I have it, I fly it, it's worth the money, I also am watching for the MilViz King Air. Flight 1 also has a 200 coming as well, but looks like the MilViz will have the Collins Pro-line. glass.

 

Regards,

Jim :-)

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Gregg,

 

I have it, I fly it, it's worth the money, I also am watching for the MilViz King Air. Flight 1 also has a 200 coming as well, but looks like the MilViz will have the Collins Pro-line. glass.

 

Regards,

Jim :-)

 

But Milviz will also release a steam version just after the initial release. This has been confirmed on a number of accasions by Milviz. Infact the steam version is already being developed right alongside the proline version. However there will be a slight delay in releasing the steam version.

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I spent a lot of time getting my Carenado C90 and my avionics for it dialed in that after researching and finding that it would take equal time or more for the B200 I decided to stay on the fence for a while. I have logged about 115 hours in the C90 over the past 90 days and am finding that I enjoy it more and more as I get more and more familiar with it. If you are willing to invest some hours in fine-tuning the B200 I am confident you will find the same pleasure in it.

 

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I spent a lot of time getting my Carenado C90 and my avionics for it dialed in that after researching and finding that it would take equal time or more for the B200 I decided to stay on the fence for a while. I have logged about 115 hours in the C90 over the past 90 days and am finding that I enjoy it more and more as I get more and more familiar with it. If you are willing to invest some hours in fine-tuning the B200 I am confident you will find the same pleasure in it.

 

What kind of tuning did you have to do to the 90?

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I must have confused you with my reference to fine-tuning in my reference to the B200

If you are willing to invest some hours in fine-tuning the B200 I am confident you will find the same pleasure in it.

 

Note that in reference to the C90 I said getting it dialed in. For the C90 I of course applied the SP's. I applied Bert's hotspots on the EADI/EHSI for adjusting Heading and Course of the autopilot (see http://forum.avsim.n...ing-and-course/). I added the RXP430 in one livery and both the RXP430 and RXP530 in another. I configured the gauge pop ups to resize them and position them where I want, and I was not fluent in how to do that before I started so I had a lot of trial-and-error. For instance my RXP430 pop up is resized smaller and is located in the bottom right corner of the screen, and my EADI/EHSI is smaller than the default and pops up over the VC EADI/EHSI gauges instead of along the left margin of the screen. My pop ups are remapped per keystrokes so that I can use my yoke buttons consistently between one aircraft type and another. Example, my primary RXP GPS is mapped in each aircraft type to shift-8 and one of my yoke buttons is mapped to shift-8. So that yoke button always brings up the primary GPS, whether I am in the C90, the 337, the Bonanza, or whatever. I also completed livery texture recoloring and custom tail numbers for three livery variations.

 

Here is a thread that could become a good reference point in regard to what all I can do with the B200, when and if I spring for it.

 

http://forum.avsim.net/topic/393400-king-air-b200-punch-list/

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My pop ups are remapped per keystrokes so that I can use my yoke buttons consistently between one aircraft type and another.

 

The first thing I also do with any new plane. I have standard set for all my planes. take a little time but so worth it..

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So, why would you put 2 GNS500s in an airplane? What's the purpose? Also, which one controls the autopilot?

 

Gregg

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The GPS that controls the autopilot can be set in one of the config files. Forget at the momebt if it is the panel.cfg or the rxpgns.ini file.

 

What can you do with (2) RXP GPSs? Plenty. If you have the RXP Unlimited Pack it provides you with a second RXP GPS for each model you own. You can crossfill between them, and if you own both the RXP430 and RXP530 and have one of each installed in an aircraft you can also crossfill between those. That allows you to have the active flight plan active on both. From there you can keep your map view open on one and then do a variety of things on the other, like view the list of nav points in the flight plan; or the vertical profile if you have set one; or use the second GPS to look up and tune COM and NAV frequencies. If you activate a flight plan on the primary GPS (the one slaved to the AP) then you can do about anything else with the second GPS that it is capable of, and do it with the same flight plan.

 

Where I have a second GPS in the panel I have one configured for COM 1 and NAV 1, and the second GPS configured for COM 2 and NAV 2. I often pre-load up to four COM frequencies for my route, two on #1 and two on #2, and a quick flip of switches on the panel and/or GPS's allows very quick selection.

 

Because of the crossfill and link I can store up to 38 flight plans within that environment. It's actually almost double that considering the Garmin/RXP GPS's have the ability within the menu function to invert a flight plan.

 

It makes for a powerful combination to have two installed.

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Welllll, I got it.  Can't say I'm impressed.  The visuals are amazing and the FDE is very well done.  But, so much disabled or inoperative. Maybe I'm just spoiled by RealAir and PMDG. 

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But, so much disabled or inoperative. Maybe I'm just spoiled by RealAir and PMDG.

 

Gregg, I'm curious what you're finding missing that would be of value - particularly when compared to one of RealAir's planes like the Turbine Duke?  Keep in mind, I don't have the 200, just the C90, but even with a few missing pieces the C90 as implemented is still a more complex plane to fly than the Duke, with more (working) systems to manage. 

 

PMDG?  Sure, that's a whole 'nother thing, but also far more complex planes.  This is no 737 or even a J41.

 

Anyway, just curious...

 

Scott

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Yes, it is more complex than the RealAir planes but, while they are less complex, RealAir did implement what the planes have.  Like I mentioned, graphics stunning, FDE also amazing.  But...

 

  • Autopilot:  IAS and VS not implemented...or can't click the buttons.
  • Quite a few items on the checklist you can't do.  I'm not at my sim right now but off the top of my head to name a few...Test buttons inoperative, inverters not implemented,   (Checklist doesn't even seem right for the airplane based on equipment.)
  • I couldn't get the elevator trim to work.  The wheel spun but it didn't seem to have any affect on pitch.  (Yeah, I had the button on the center console on.)  Tried various speeds, powers...it just wanted to pitch up 15 degrees.

Part of my frustration was also the documentation...it always is with Carenado...sigh.  That's a tough hump for me to get over.  But, also, at the end of the day I asked myself, if I had a King Air and it had that many things out of service, would I fly it?

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<p>Okay, so long story long, last night I thought I'd spend a few hours reading and then take it up without any flight planning and just see how it handled. But going through their checklist left me fairly lost and frustrated. I know that someone knows at least some of the answers.</p>

<ul class="bbc">

<li>Oxygen system - Crew Ready (what does that mean? Probably not important)</li>

<li>Compass control – SLV.(What does that mean? Check against the magnetic?)</li>

<li><br />

Engine ice vanes – As required. (Is that Engine Anti-ice? It's a little warm...wx is fair...don't need it now)</li>

</ul>

<ul class="bbc">

<li>Landing gear alternate extension handle – Stowed (Not sure where it is and never heard of an aircraft needing it...I'll skip)</li>

<li>EFIS POWER switches – OFF (Does that mean the one in front of me and the one on the center console? Um...off)</li>

</ul>

<ul class="bbc">

<li>AP/TRIM POWER switch – OFF. (What is that? Skip.)</li>

<li>clock – Check and set. (On the yoke...clickspot is a little off. How do you start the timer on the EHSI?)</li>

<li>BATT – ON (23 volts minimum for battery start, 20 volts for GPU start). (Where to read this? I see the DC gauges on the overhead but those are for load. Is that what the button is for?)</li>

<li>External power advisory light (don't see it...probably not important)</li>

<li><br />

DC volt/loadmeters (maybe I was wrong about my assumption about the gauges overhead...this must be for those)</li>

</ul>

<ul class="bbc">

<li>GEN switch – RESET, then ON (No reset...just ON)</li>

<li>BATTERY CHG annunciator – Monitor (Don't see it on the overhead enunciators...is it on the lower? No test switch.)</li>

<li>Inverters check and on (stubbed out.)</li>

<li>STANDBY HORIZON – ON and uncaged. (There isn't one.)</li>

<li><br />

Autopilot self-test – Monitor (Where is that?)</li>

</ul>

<ul class="bbc">

<li>AP FAIL and AP TRIM FAIL (supposed to illuminate)</li>

</ul>

<ul class="bbc">

<li>AP XFER switch – Select pilot’s side.(where is that? Probably not important)</li>

<li>Press red INTRP & TRIM AP DISC button (Is that the red button in front of me that's disabled? Skipped)</li>

<li><br />

Auto trim – Check (can't really test this in any aircraft. Skipped)</li>

</ul>

<br />

<ul class="bbc">

<li>Pilot and copilot control wheel trim switches – Check. (Is that on the yoke? Those switches aren't implemented)</li>

<li><br />

Voice and flight data recorders(not important)</li>

</ul>

<ul class="bbc">

<li>TCAS - I think I found that on the VSI</li>

<li>EGPWS - Sounds cool (but maybe that's in all the other documents I have ignored.)</li>

<li><br />

Both bypass doors extended. (Don't see it...probably not visually implemented?)</li>

</ul>

<ul class="bbc">

<li>PROP deice – Check. When MANUAL mode is selected, note rise on DC loadmeter (No effect. Immediate effect in Automode on the Prop Amps only.)</li>

<li>Altitude alerter(s) – Set and check. (Where?)</li>

<li>Wings and nacelles – Check (At least I know where the wings are. What's a nacelle?)</li>

</ul>

<br />

<br />

<br />

<br />

<p>Now, I know that some of this is unimportant, some of it is me not paying attention in B200 class, some of it is (tongue and cheek here) the "Carenado pain". "Here's a checklist son...have at it." Some of it may be bugs. Why the elevator trim won't engage on this aircraft (that was the last straw) is a mystery to me.</p>

<p> </p>

<p>EDIT: Nacelles...doh!  I can be so blasted dense.</p>

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Something happened to my original post so I thought I'd clean it up and make it easier to read...(I also took out my Homer Simpson moment.)

 

Okay, so long story long, last night I thought I'd spend a few hours reading and then take it up without any flight planning and just see how it handled. But going through their checklist left me fairly lost and frustrated. The thing is, when you don't have any documentation, you can't tell whether a) they didn't think it was important or b ) you're missing something...possibly important.  If you're going to have a checklist and skip over a great deal of it I'm not sure what the point of the checklist is.  I hope that someone knows at least some of the answers.

 

Oxygen system - Crew Ready (what does that mean? Probably not important)

Compass control – SLV.(What does that mean? Check against the magnetic?)

Engine ice vanes – As required. (Is that Engine Anti-ice? It's a little warm...wx is fair...don't need it now)

Landing gear alternate extension handle – Stowed (Not sure where it is and never heard of an aircraft needing it...I'll skip)

EFIS POWER switches – OFF (Does that mean the one in front of me and the one on the center console? Um...off)

AP/TRIM POWER switch – OFF. (What is that? Skip.)

clock – Check and set. (On the yoke...clickspot is a little off. How do you start the timer on the EHSI?)

BATT – ON (23 volts minimum for battery start, 20 volts for GPU start). (Where to read this? I see the DC gauges on the overhead but those are for load. Is that what the button is for?)

External power advisory light (don't see it...probably not important)

DC volt/loadmeters (maybe I was wrong about my assumption about the gauges overhead...this must be for those)

GEN switch – RESET, then ON (No reset...just ON)

BATTERY CHG annunciator – Monitor (Don't see it on the overhead enunciators...is it on the lower? No test switch.)

Inverters check and on (stubbed out.)

STANDBY HORIZON – ON and uncaged. (There isn't one.)

Autopilot self-test – Monitor (Where is that?)

AP FAIL and AP TRIM FAIL (supposed to illuminate)

AP XFER switch – Select pilot’s side.(where is that? Probably not important)

Press red INTRP & TRIM AP DISC button (Is that the red button in front of me that's disabled? Skipped)

Auto trim – Check (can't really test this in any aircraft. Skipped)

Pilot and copilot control wheel trim switches – Check. (Is that on the yoke? Those switches aren't implemented)

Voice and flight data recorders(not important)

TCAS - I think I found that on the VSI

EGPWS - Sounds cool (but maybe that's in all the other documents I have ignored.)

Both bypass doors extended. (Don't see it...probably not visually implemented?)

PROP deice – Check. When MANUAL mode is selected, note rise on DC loadmeter (No effect. Immediate effect in Automode on the Prop Amps only.)

Altitude alerter(s) – Set and check. (Where?)




Now, I know that some of this is unimportant, some of it is me not paying attention in B200 class, some of it is (tongue and cheek here) the "Carenado pain". "Here's a checklist son...have at it." Some of it may be bugs. I did go ahead and run my yoke through FSUIPC calibration and it solved the elevator trim problem (first time that's ever happened.  Good to note.)

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Part of my frustration was also the documentation...it always is with Carenado...sigh. That's a tough hump for me to get over. But, also, at the end of the day I asked myself, if I had a King Air and it had that many things out of service, would I fly it?

 

Oh, I hear ya on the Docs, that's for sure. I wish they'd AT LEAST give us a simple panel, instrument, switch and clickspot diagram with these more complex planes.

 

Kurt Kalbfleisch did a nice tutorial for the C90 that really helped with the lack of docs, and a checklist as well. The nice part about the checklist is that it focuses on what makes sense (and works) in the sim, so perhaps I'm a bit blind to some of the inop features. As it is, I'm actually surprised and pleased that so many of the annunciators and test buttons and procedures work, especially in the fuel system, though not all the electrical load stuff is modeled correctly. The inverters, however, do "work".

 

Some things are clearer in the C90 checklist I use, for example, the EHSI main and auxiliary switch usage and use of the ice vanes (always on during ground ops, otherwise as conditions require which I believe is generally true of most turboprops), and Carenado did correctly model the power drop with them on the C90 - something that didn't make it into their JetProp. Don't have any elevator trim issues on the C90 either.

 

I dunno. Perhaps I applied my Carenado filter with the C90, but while I know it's not perfect, it's not bad either. With the other KA's coming and already having the C90, I decided to wait on the B200.

 

Scott

 

Edit: If you look for Kurt's tutorial, the checklist is spread through it. I consolidated it and incorporated it into FSKneeboard's checklist feature. Of course parts of it will be incorrect for the B200 as well.

 

I note from your corrected post which came while I was typing that you've solved the trim issue. Good news.

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Kurt Kalbfleisch did a nice tutorial for the C90 that really helped with the lack of docs, and a checklist as well. The nice part about the checklist is that it focuses on what makes sense (and works) in the sim, so perhaps I'm a bit blind to some of the inop features. As it is, I'm actually surprised and pleased that so many of the annunciators and test buttons and procedures work, especially in the fuel system, though not all the electrical load stuff is modeled correctly. The inverters, however, do "work".

 

Maybe, before I try again, I should get my hands on his checklist.  I did load it up on the runway after I typed up my tome up above.  I got up to altitude and started messing around in FSUIPC on the calibration in the hope that that was the issue. ( It was hard for me to believe that no one else had reported it so it *had* to be something local.)  After that I really got a feel for it and it truly is a dream to fly...as nice as any airplane I have.  Bernt truly did an amazing job.  He's doing the Milviz one too and I'll get it once the issues are ironed out.  That'd be a win-win since I'd have both and the documentation from Milviz to, hopefully, understand this version.  Surprised it's slower than the Duke.

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A couple of other things more obvious now in your reformatted versions:

 

Compass - SLV  means slaved.  Basically automatically couples the heading info to a magnetic compass source.

 

EPGWS - should be ground proximity warning system.  Don't know how (or if) that's implemented on the B200, though.

 

Trim switches on the yoke - really wouldn't add much to the sim to implement them.  I have mapped onto my physical yoke anyway.

 

Can't help much with some of the other pieces.  Among other things, it sounds like Carenado just grabbed any ol' B200 checklist, and what you have doesn't match that model of plane, irrespective of the sim.

 

Scott



 

 


Surprised it's slower than the Duke.

 

We keep crossing in the mail here... :-)

 

The Duke really is a little rocket, but in one sense these small KAs can be faster - when lower.  On shorter flights with the C90, I'll often not climb much above 12-15,000', where the Duke's airframe/speed limitations really hurt it.  With the Duke, on all but the shortest flights you climb like a bat to FL210 or higher to get where the plane can shine.  If the winds are strong up there, you're in a bit of a quandary.  With the KA, you don't have to do that and still have reasonable speed.  They may both be twin turboprops, but they're very different kinds of planes.

 

Scott

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Bring on the Milviz 350i. By the sounds of it, the Milviz team will shoot this one out of the water. I have the B1900D and too it seems a few of the major functions don't work (although I don't have the Kingair I have read about a number of unserviceable parts). Beautiful aesthetics though but I really am into the realism over looks.

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