There's all kinds of goodies tucked away in all those folders that I missed first time around. You really have to go through every folder for all the files and all the "read me"s.But what a lovely aircraft. I had my very first ever flight in one from Whitehorse Yukon to Dawson City when I was 6 years old.I've been flying the Beaver and the Goose for the last couple days, they are glorious and to believe they are free. Gad I love this "game".

I just can't find anything about these sounds in the readme. If you open the ground handling file and click on the sounds they will play (if you have player) and you will see what I mean. The pilot says ready for pushback and some other stuff. I have done some checking and found that if you install from the zip directly into flight sim, the ground handling sound goes into the main sound folder of fs9. You can find the sounds since they are all prefaced by gh. Still I can't access them in the sim:(

Inside the gauge file rcb_Groundhandling4.cab is a big long readme file. Did you read that? (I haven't - I'm still installing the plane, but I thought I'd point it out).Thomas[a href=http://www.flyingscool.com] http://www.flyingscool.com/images/Signature.jpg [/a]I like using VC's :-)

Yes I found it thanks to you. Now to read and TRY to understand it. Thanks again.

Daryll...Ive now watched the short film clip twice on Amelia. What's the deal? I keep expecting it to tell me more info but it only goes thru music and some still shots.

If you look very closely at the leading edges of the prop during start-up the propeller is turning in the wrong direction for the animation. I solved this the same way they solved the problem with the Rockwell Turbo Commander 690B. Add the entry below, without quote marks, to the propeller section of the cfg."rotation= -1, //Engine 1,2,3,... Rotation direction. 1 = CW, -1 = CCW"

Eric, it's just a short promo clip for a movie that's said to be in the works. The clip is intended to inspire the question. The Amelia Earhart story is not the story that is recorded in the history books.

I'd like to retract my recommendation for correcting the propeller rotation animation with the cfg entry. "rotation= -1, //Engine 1,2,3,... Rotation direction. 1 = CW, -1 = CCW"It's such a minor point when compared with having the prop RPM gauge read on the + positive side. Sorry

Ok, I got it working. Which for those of you who have done this before, it was problably no big deal. But the only time I've ever done a pushback before, it was me pushing my Cherokee out of the hangar.So, first of all, I believe it was not PAD's intention to use the pushback portion of the gauge. I think they only wanted to give a tool for easing the load for taxiing.But, for those who would also like to use the pushback functionality, you can read the readme which is in both the PanelDocs directory and inside the rcb_Groundhandling4.cab, or follow these fairly simple instructions: You'll need to edit the panel.cfg file in the panel.xxx directory. You have to add the pushback gauge back in. To do this, go to the Window10 section (enclosed in square brackets)1. change size_mm to 239,652. change window_size to 0.30, .1103. add the following line at the end of the list of gauges:gauge08=rcb_Groundhandling4!PushbackDisplay, 160,2,74,61You may also want to swap the window so you can access it from the shift-# keys. I swapped it with the IFR Panel window so it comes up with shift-1 since I fly from the VC. To do this, you'll need to swap their Window# values.Let me know if you have any questions.Now we need to add a panel so you can access the light switches in the VC without having to go the IFR panel.Thomas[a href=http://www.flyingscool.com] http://www.flyingscool.com/images/Signature.jpg [/a]I like using VC's :-)

Question - I'm not a Turboprop person, so I am a little lost on engine control techniques for this plane. The checklists given with the aircraft and their suggested reference to the help for the Caravan both say reference the rpm setting for various phases of flight. But as I understand it, I really should be controlling the engine by it's N1 and Torque. How do you do this? What values should I be referencing at the various phases of flight (takeoff, climb, cruise, descent, landing, etc.)?Also, I'm used to a mixture lever. How does one determine that the fuel condition lever is set at high/low idle?Awesome plane, I love this thing! Beautiful paint jobs and wonderful view from inside the cockpit compared to most Beavers I have flown in the sim (I can't wait to fly one in real life).I would have expected a higher cruise with a turboprop however. All the better to look around, though, and avoid the blurries, too :)Thanks,Thomas[a href=http://www.flyingscool.com] http://www.flyingscool.com/images/Signature.jpg [/a]I like using VC's :-)

"...wonderful view from inside the cockpit compared to most Beavers I have flown in the sim...."I think it is noteworthy that the Mk III has a stretched fuselage which accounts for the better visibility. Compare it with the photos in this thread which appear to have just an engine swap.I use the ground idle position (mixture control) for ground Ops. It drops the prop rpm. Full rich or flight idle for all flight maneuvers.I wish the in-flight prop animation was better.

What really helps the visibility in this mod is the window just behind the door.Interestingly, this mod also seems to have all 4 skylight windows. I read somewhere that the de Havilland instructions for converting a military version for civilian use demand that two of the skylights be removed and skinned over. I was wondering why this was required.andAhh, I was wondering how to keep the plane from moving on the ground. Following mixture rules, I always kept the lever at what must be high idle. Thanks,Thomas[a href=http://www.flyingscool.com] http://www.flyingscool.com/images/Signature.jpg [/a]I like using VC's :-)

Has anyone got the push back gauge AND the push back sounds to work?

See my post to your original question above.Thomas[a href=http://www.flyingscool.com] http://www.flyingscool.com/images/Signature.jpg [/a]I like using VC's :-)

Hey, Thomas --The condition lever allows the pilot to set the idle N1 to a higher value. It has no effect in flight, except to make your roundout (or flare) float longer (not a desirable trait).Well, then (you might well say), what good is it? It's important when outside air temperatures are warm, because turbines are cooled by mass airflow. When the OAT is high, the mass of the incoming air is low, so there is less cooling. On warm days, the engine at Low Idle might have a tendency to bog a bit, with a too-high ITT. (Idling is the second worst thing you can do to a turbine engine -- the worst being starting it, no mass airflow at all!) Raising the condition lever, though temporarily increasing ITT while N1 accelerates, actually results in a cooler ITT once N1 stabilizes. Why? More mass airflow, without substantially more load on the turbines.FS9 does not model this behavior real well, but in the real world I've seen this in B200 King Airs at Tuscon and Phoenix, AZ when the OAT was 110+. Higher N1 is also useful immediately after landing, when use of full reverse is anticipated. By keeping the N1 from falling down so far, during the necessary delay while you get the nosewheel on the ground and the Power Lever brought back past the ground idle gate, through beta, and into reverse (where increased N1 is scheduled by a cam), the Np (prop RPM) does not decay so much and you get a livelier and more authoritative reversing action. The technique for using this is to push the condition levers up just as you touch down, so that your landing flare is not extended, and so that N1 can have spooled up to high idle by the time you get the nosewheel down. This is all spoken from landplane experience with PT6 engines. Floatplane technique may be slightly different, but you still don't necessarily want High Idle during the landing flare.High Idle is additionally useful for those airplanes (like the B200) which run the air conditioner compressor off one engine. That engine will have a tendency to bog and run over-warm, even under ordinary summer conditions (say, 90F and above), so you prevent this by running somewhere above Low Idle (55% N1 in my 3-blade B200) and High Idle (70% N1). Usually 60% was enough to keep ITT below 600C while minimizing gravel nicks on the props. I ran both engines at the same N1 for symmetry in taxiing. However, in TUS / PHX, 65 to 70% was necessary, and the best I could get was 640C -- it was HOT! :-newburnWith High Idle selected, static thrust is usually overmuch for sane taxiing, so beta is used to keep the speed in check. This is a region of prop thrust between the minimum flight idle stop (11 degrees in the B200 -- I *think*) and real reverse (0 degrees and less, plus power). You can get zero thrust w/ beta, or anywhere between static and zero. This is controlled in the PT6 with the power lever, and is the range behind the Idle bar and the Reverse barberpoles (red/white striped area).http://forums.avsim.net/user_files/157154.jpgAgain, FS does not model this real well, but try it out! I imagine some aircraft are better than others. Use F2 key to incrementally drag your power levers into beta and reverse. F3 incrementally moves your throttles forward out of reverse / beta, and F1 will return your throttles to idle, or move your joystick's throttle.