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First observations..

- This can be a really nice airplane, it handles well and looks great!

- As before, the Airplane= in the F1GTN.ini file is set incorrectly, should be =4.

- The pitch wheel is animated backwards..

- Also, the brakes lock up when applied

- The autopilot does not appear to have an FD mode.. that does not seem right..
  The AP and FD come on/off together with the Z key, but I cannot engage FD by itself..

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Hello Bert, the trim wheel appears to move correctly for me.

Up trim= pulling the trim wheel down from the top and that is the animation I'm seeing.

I'm using the RXP GTN 750 and after engaging the FI GTN exe file then using the RXP interface, all appears to look and operate normally.

I am still experimenting with the AP and it does interface well with the GTN nav.

I did not see a dedicated flight director switch, it does appear that it engages when using the NAV function on the autopilot.

The sound file is outstanding.

The prop synchrophaser works!

I am looking at fuel flows and power setting at various altitudes and weights but she appears to be close from what I know about the aircraft and how it's operated.

These are great engines in the right hands but finicky and rarely make TBO if not carefully operated.

One engine out is fun- beware the critical engine.

Will report more as I test further but so far I'm really enjoying this beauty!

 

 

 

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The autopilot appears to be a Cessna 800B unit  (even though it says 8008 in the panel..).

I would love to have access to a factory manual.. does anyone have a copy??

I can fly with it, but there are some strange things going on.. hard to tell what is correct and what not without the manual.  Yes, FD can be turned on by clicking HDG or NAV, or ALT for that matter..

GS lights up for me without a GS signal.. and when I mouse over the pitch wheel, it operates correctly, but the animation is opposite to the direction I am moving it..

 

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The autopilot in the C337 looks like it might be same unit (without the altitude preselector)..

In the C337 it operates more like I might expect the real unit to operate..

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Thanks Bert.  I thought about buying but got scolded for buying the QW 787 already lol!

Maybe in a few months 

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I really like the aircraft!. Hand flies very well. I have not gotten into the AP yet.

Greg

 

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Perhaps one of my brain slowdowns, but is there radar in this A/C ?

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46 minutes ago, FLNG said:

Perhaps one of my brain slowdowns, but is there radar in this A/C ?

Yes, she's equipped with the 3M WX11 Stormscope!

wx7cs19.jpg

 

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11 hours ago, Bert Pieke said:

The autopilot appears to be a Cessna 800B unit  (even though it says 8008 in the panel..).

I would love to have access to a factory manual.. does anyone have a copy??

 

Got some help on the forum with a few pages from the original manual, and have sent Carenado/Alabeo some suggestions which I hope will find their way into a patch.. stay tuned..

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Very glad to see Bert is already thinking about how to tweak this bird! I have been waiting for this plane for a while. I sorely miss my old Flight1 421, so this is a treat!

I wonder how long it will take Whamil to start tinkering with this one too..... 🙂

Please keep posting all your impressions. I have to wait until I get off work to buy and fly, but I'm watching this forum like a hawk! 🙂

 

 

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I can confirm that the trim wheel animation works backwards but only if you use the mouse to operate it.

I use the trim switches on my yoke and the trim wheel animates properly.

Aircraft performance tables are in the aircraft folder for your reference. Cessna  400 and 800 series autopilo documentation is hard to come by.

I did write Alabeo asking for an upgraded HSI to the Aspen unit Carenado uses as I'd like to see these GA developers give us more avionics options so we could outfit our aircraft to our liking. 

The autopilot will fly a coupled approach perfectly. 

ap1fts7q.jpg

 

ap25zsuq.jpg

 

ap3kms54.jpg

 

 

 

 

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5 minutes ago, skully said:

I can confirm that the trim wheel animation works backwards but only if you use the mouse to operate it.

I use the trim switches on my yoke and the trim wheel animates properly.

Aircraft performance tables are in the aircraft folder for your reference. Cessna  400 and 800 series autopilot documentation is hard to come by.

 

 

I was actually referring to the pitch control wheel on the 800B autopilot..

(The trim wheel I also control with a rocker switch on my yoke..)

And.. I splurged and purchased the 800B Owners Manual on line ($10),

so I am fully equipped  :cool:

Agree the autopilot flies an LPV approach flawlessly.. very nice.. 

Altogether, wonderful airplane!

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12 minutes ago, rightseat said:

I sorely miss my old Flight1 421, so this is a treat!

Yup, I feel the same way  :tongue:

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The Golden Eagle is putting down some pretty accurate numbers compared to the performance tables provided with the aircraft.

We're at 20,000 feet here, 2100 lbs under gross weight (5400 lbs) running 237 kts true on 223 lbs per hour.

MP 31"

1800 rpm

Book numbers for this altitude and engine settings are at 226 kts true (not sure of aircraft weight book uses) at 232 lbs per hour.

Not bad at all!

c7sduaf.jpg

 

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Surprised they didn't add G500/600 integration for this bird

I don't have that either but this would be an acft that would have that sort of panel upgrade 

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1 hour ago, ryanbatcund said:

Surprised they didn't add G500/600 integration for this bird

I don't have that either but this would be an acft that would have that sort of panel upgrade 

I was thinking the same thing, perfect aircraft for the G500/600! Just watched a video of a C421 with that setup!

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6 hours ago, Bert Pieke said:

Got some help on the forum with a few pages from the original manual, and have sent Carenado/Alabeo some suggestions which I hope will find their way into a patch.. stay tuned..

Does Alabeo have a better history on timely patches than Carenado?

4 hours ago, skully said:

We're at 20,000 feet here, 2100 lbs under gross weight (5400 lbs) running 237 kts true on 223 lbs per hour.

That's less than 40 GPH and I understand from Alabeo support, which by the way got back to me almost instantly, that this bird can load a total of 213 gallons, or 1278 lbs. At those cruise settings and consumption a four hour flight is doable.  That could reach over 1,000 nm with even a light tailwind.  How much payload can be loaded with that full fuel load?

Oh!  I'd love to put that working stormscope into the Milviz B55 Baron.  The DBD gauge is there (DBD=dead by design, ha!)

Another item I like is the COM2/NAV2 radio set. There is another team somewhere that feels that is not necessary when you have a GTN in the panel.  But what then if that one GTN should fail.  Handheld Icom transceiver I guess?????

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3 minutes ago, fppilot said:

Does Alabeo have a better history on timely patches than Carenado?

 

Not really, but there is always one update, and the trick is to get as much into that one update as possible.. :wink:

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3 hours ago, fppilot said:

Does Alabeo have a better history on timely patches than Carenado?

That's less than 40 GPH and I understand from Alabeo support, which by the way got back to me almost instantly, that this bird can load a total of 213 gallons, or 1278 lbs. At those cruise settings and consumption a four hour flight is doable.  That could reach over 1,000 nm with even a light tailwind.  How much payload can be loaded with that full fuel load?

Oh!  I'd love to put that working stormscope into the Milviz B55 Baron.  The DBD gauge is there (DBD=dead by design, ha!)

Another item I like is the COM2/NAV2 radio set. There is another team somewhere that feels that is not necessary when you have a GTN in the panel.  But what then if that one GTN should fail.  Handheld Icom transceiver I guess?????

Frank, the actual aircraft has a max fuel payload of about 630 lbs.

Maximum TO Weight of 7450 lbs and max landing weight of 7200 lbs.

Max fuel range of 850 to 1100 miles will vary depending on how much you throw in the back, power settings, altitude, winds etc.

I am really putting the 421 through the paces and just having a blast flying her. 

For some real fun, try a takeoff at max gross weight on an average July or August day here in Las Vegas of 112-116 degrees and to add some spice, fail an engine right after takeoff. RIP

Here are some performance and engine settings numbers for the stock 421C and the upgraded RAM package for comparison:

http://www.ramaircraft.com/Aircraft-Engine-Upgrade-Packages/Performance/421C-Performance/SM045C4-421C-Performance.htm

Weight and Balance Calculator:

http://trumpetb.net/alph/wb421.html

 

 

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47 minutes ago, skully said:

Frank, the actual aircraft has a max fuel payload of about 630 lbs.

Thank you for that info. Basically that's a pilot and three trim pax, and little in the bays.  Watched some Youtube videos tonight of a pair of pilots flying out of and into KOSU in Columbus, Ohio,  They completed flights from Columbus to Ft Lauderdale and back without refueling..  

I just completed a flight in the C310 from Bloomington, Indiana, to Austin, Texas, with 4 on board and about 150 lbs in the bays.  Flight was over 5 hours.  Have to look back at my total burn, but it was a full fuel load and about a 40 minute fuel supply left on landing.  Will compare that to the Golden Eagle. 

I fly with real time wx based on real world events, mostly athletic events, and I select the aircraft from my fleet that best optimizes the flight, based on souls on board, distance, time enroute, and fuel burn (cost).  The C310 is my long flight economy winner at this point. Will do some number crunching to see how this 421 factors in.  Higher, faster, but also higher burn. Endurance is there when light, but....

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Posted (edited)

In my first flights with this wonderful bird i found some minor bugs:

- Pitot Heat 1 and 2 can be switched on, but only 1 can also be switched off

(- Fuel Selectors: both are impossible to switch off, only right main or left main is possible)
Did a restart auf P3D4 and than both switches are working fine, cut off was possible

- even with Battery switch off you can switch the dome lighting on

Hope here also Alabeo will fix this points in their update, i've sent a request. 

Edited by Pidder
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1 hour ago, Pidder said:

(- Fuel Selectors: both are impossible to switch off, only right main or left main is possible)
Did a restart auf P3D4 and than both switches are working fine, cut off was possible

You caused me to do a search for 421C fuel system to learn what the fuel system is like. First discussion I found was for the 421B and it is very interesting reading....

https://www.airlinepilotforums.com/technical/50629-cessna-421b-fuel-system.html

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So far have been pretty impressed. 

So anyone know where the Turbine Inlet Temperature (TIT) guage is at? There is a placard about a temp restriction. So just need the guage (maybe I’m blind).

And yes I know this is a piston engine. Many turbocharged engines have a TIT guage 😉

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52 minutes ago, plicpriest1 said:

So far have been pretty impressed. 

So anyone know where the Turbine Inlet Temperature (TIT) guage is at? There is a placard about a temp restriction. So just need the guage (maybe I’m blind).

And yes I know this is a piston engine. Many turbocharged engines have a TIT guage 😉

 

Another high-altitude problem is that you may exceed the turbocharger's turbine inlet temperature (TIT) limit before reaching peak EGT. Cessna did not install TIT gauges in most of its turbocharged airplanes, but many have aftermarket gauges (like GEMs or JPI 700s) with a TIT readout.

https://www.avweb.com/news/airman/184350-1.html

 

 

 

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1 hour ago, skully said:

 

Another high-altitude problem is that you may exceed the turbocharger's turbine inlet temperature (TIT) limit before reaching peak EGT. Cessna did not install TIT gauges in most of its turbocharged airplanes, but many have aftermarket gauges (like GEMs or JPI 700s) with a TIT readout.

https://www.avweb.com/news/airman/184350-1.html

 

 

 

You are correct about Cessna. I flew a TR182 that only had EGT. Just funny there is a placard in the alabeo one lol.

 

So last thought, the FF monitor is tied to the avionics. My preference would be tied to the batteries. Pain to turn on avionics to prime the engine. Or does someone have a better procedure 

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