Agreed that some of the clickspots are touchy... But I use TrackIr so as you know as the viewpoint changes the clickspot access angles change with it. I don't notice any real problems and I simply pause TIR to get the tricky clickspots.

 

Maybe give the plane more than a day you've got 30 to check it out.

 

They've got a SP coming out soon to address some issues. Might be worth waiting for that ya know?

Maybe I will try again but for now its heading back to the flight1 hanger, she is beautiful to look at to bad, take care Buddy.

I was referring to the multiple Servos and gyros.  (the HARDWARE  of the system, that being hardware, is subject to wear & tear)

 

These "just servos"  for a G1000 system typically cost about $6500  each, and there are quite a few !!.

Add to that the cost of labor replacing, down time, and cost of scheduled inspections, and it soon adds up.

 

In the  Air Freight Services industry,  those cost can eat into your competitive bottom line.

 

 

Geoff, you responded while I was, so I deleted my partial response and commented here instead.

 

It was the "just" part that I reacted to as well.  This is indeed the part of the system mostly likely to need adjustment, repair and replacement because its mechanical.

 

Remember, these are not fly by wire airplanes.

 

Scott

 

Guys, your totally missing my point.   The 'just' part was just an expression; mean 'solely'..... not meaning insignificant.

 

Anyway, the point was, none of those servos are dedicated to VNAV operation.

 

Thus, it's impossible to 'remove the hardware associated with VNAV', as there is none.   There is of course hardware (the servos) but there is not hardware solely associated with VNAV mode, that can be 'removed'.

I wish Flight1 would use PMDG style buttons and knobs.  Their clickspots drive me batty in the Mustang.

How much better is this over the recent competition's?  I have the competitions and am reluctant to spring $60.00 for another B200.  But MAN do I want it!

You can return it if you're not satisfied. The competition isn't glass. That may be the deciding factor for some. Of course usually that's the case because the glass is bad. But this is the best g1000

How much better is this over the recent competition's?  I have the competitions and am reluctant to spring $60.00 for another B200.  But MAN do I want it!

 

I don't have the Carenado version but my friend does and I've flown on his home sim setup (With all the hardware stuff controls).

 

It's got a decent fde, good visuals, sounds are average.  

 

There really isn't a straight comparison because Carenado's is the older BE20, non modded engines.  It's slower.  It has RXP integration which is a plus.  But F1 has Navigraph which is a huge plus.  F1's is faster with the blackhawk mods, has some maintenance and failure options (well things will fail when you don't take care of them lol).  I think F1's got more clickable switches and knobs to interact with that work.  Let's see... Safe Taxi works on their G1000 pretty cool but not really needed if you have EFB/Tablet/2nd Monitor for charts.  F1 wins in the sound department imho - I really like their beta sounds and external and internal sounds are lovely.  FPS wise the Carenado is maybe a little better but F1 has really done some updating in regards to their G1000 optimizations....  the king air is far friendly on fps than their older Mustang.

 

There's a few issues but they will address them in the upcoming SP for the F1 King Air.  I think it's a pretty freeking cool plane I even added a physical checklist to my simming (and the checklist functions work pretty well as far as an FS plane goes).

 

If you want high fidelity with Navigraph update supported avionics all wrapped up in a speed fast GA plane this is the one to own.  I own all the speedy fast GA payware (except the Carenado KA's) and this is becoming one of my favorite.  It's right up there with the RealAir Legacy and A2A Civ Mustang.  For speedy GA planes the only faster (props) are the Carenado TBM, and the A2A 'Stang.  Off the top of my head I usually do 310-320 KTAS in the F1 King Air and in the Carenado version I think we were at 270-280 KTAS.

These "just servos" for a G1000 system typically cost about $6500 each, and there are quite a few !!.

Rubbish, the same servos that would work for VNAV would work for GS (glide slope).

The theory that a King Air owner would chose not to install some 'servos' to lighten his G1000 installation bill is equally preposterous as ridiculous, even a lowly Cirrus SR22-G1000 comes equipped standard with all the servos and this airplane costs a small fraction what an average used King Air would cost. And Cirrus SR22 has VNAV and all other G1000 bells and whistles.

 

Flight1 decided not to support VNAV (and other G1000 features) in this "light" version of G1000 and it can be deemed a fair business practice but unrelated to real world G1000 fleet.

One question I was willing to ask...

 

When you use the ice vanes on an engine, do you lose power?

Yes you do, but the Blackhawk conversions have so much it doesn't really matter.  Be careful when switching off the ice vanes, you'll overtorque the engines.  Throttle down slightly before disengaging,or better yet, don't change throttle settings when you engage the vanes.

Hmmmm!  This looks like a really interesting model....

 

Thx Dan for replying!

And listen up when you open or close the ice vanes, F1 has modeled the ice vane motors.

 

From the Raisbeck pdf:

 

EFFECT OF ICE VANE DEPLOYMENT ON PERFORMANCE 

The engine produces as much torque at any given ITT with the 

RARS ice vanes deployed as it did with the basic ice vanes retracted. Thus, no 

performance penalties need be assessed to the performance parameters due to 

RARS ice vane deployment. 

Rubbish, the same servos that would work for VNAV would work for GS (glide slope).

The theory that a King Air owner would chose not to install some 'servos' to lighten his G1000 installation bill is equally preposterous as ridiculous, even a lowly Cirrus SR22-G1000 comes equipped standard with all the servos and this airplane costs a small fraction what an average used King Air would cost. And Cirrus SR22 has VNAV and all other G1000 bells and whistles.

 

Flight1 decided not to support VNAV (and other G1000 features) in this "light" version of G1000 and it can be deemed a fair business practice but unrelated to real world G1000 fleet.

 

Thank you for backing up my point Michal - I feared it was falling on deaf ears!  As I tried to explain to the two guys in question, there is absolutely no way of "removing the VNAV hardware from an aircraft.       

 

 

Thank you for backing up my point Michal - I feared it was falling on deaf ears! As I tried to explain to the two guys in question, there is absolutely no way of "removing the VNAV hardware from an aircraft.

 

Good grief Dave, you're picking up a discussion from weeks ago.  Hard enough to remember who was making what point from yesterday.

 

To recap though, ALL I reacted to was your statement dismissing the costs involved in maintaining the mechanical elements of an autopilot system.  Nothing more.  Not sure what point you think I'm missing.

 

Scott

 

 

EFFECT OF ICE VANE DEPLOYMENT ON PERFORMANCE
The engine produces as much torque at any given ITT with the
RARS ice vanes deployed as it did with the basic ice vanes retracted. Thus, no
performance penalties need be assessed to the performance parameters due to
RARS ice vane deployment.

 

Ok then, perhaps I was oversimplifying??  Deploying the vanes does produce a drop in torque in the Flight1 KA, however throttles can be advanced (unless all available throttle advancement has been used to gain the highest possible altitude) to make up for any power loss, but again I will state, be sure to retard the throttles a little before retracting the vanes or into the red zone you go.

 

Not a worry unless you have activated the wear and damage module as I have done.