Carenado has released v 1.1 - hopefully some major issues fixed and our user experts (like Bert) can begin mods - YEA ! 😍

 

-Added exterior PBR textures.

-Corrected external flap position.
-Improved nosewheel steering sensitivity.
-Corrected speedbrake efficency.
-Fixed 2D to 3D panel coherence including knob animation and information display.
-Fixed GTN NAV issues.
-Corrected APU starting logic.
-Corrected annunciator logic.
-Corrected Primus 1000 logic
-Added altitude trend vector to PFD.
-Corrected Flight Director.
-Implemented right click to rotate knobs at greater increments (HDG, CRS & ALT).
-Fixed Cabin tables folding animation.
-Fixed ADF radio tune in virtual cockpit.
-Fixed landing light's effect inside the cockpit.
-Other minor bug fixes.

IMPORTANT:
Customers should download the package again from the link provided. Downloads and installations were increased.
You should uninstall the aircraft before installing this new version.

https://www.carenado.com/sitecarenado/product/xl560-p3d-fsx/

Edited January 17, 20206 yr by vcarlo

I probably know the answer to this question, but is this thing now flyable, or do we need to wait until 1.2?

I think 1.1 brought some much-needed improvements and it's definitely flyable and enjoyable now. Is it perfect and bug-free? No, but I enjoyed the short flight I did in it yesterday without encountering too many Carenado-isms. 😉

Flown 2 one hour flights on VATSIM  - no issues with APU Start, Engine Start, Load Flight Plan (Full FP in GTN750, Partial FP in default FMS), Taxi, Flaps, Take Off with FADEC, Climb (stop at Altitude via FLC ), Cruise (will overspeed if not pulled back to about 92 %N1) in FADEC Cruise, VNAV Descent using GTN750 works perfect, performed visual approach with hand flying, Touch down with Reversers no issues. 

Basically very flyable with some minor issues such as odd behavior with Wing/engine anti-ice in the Annuciators and Landing Gear lights but nothing preventing a pretty decent experience on VATSIM. Exterior lights all work properly and the strobe/beacon effects look really good in P3D v4.5  😊

7 hours ago, vcarlo said:

...(will overspeed if not pulled back to about 92 %N1) in FADEC Cruise...

Just for clarification, there's no such thing as a 'FADEC cruise'.  Difference between a FADEC controlled engine and a manually controlled engine is, that when the throttles are in any of the detents, FADEC automatically adjusts N1 to the applicable maximum N1 according to altitude and temperature.

With manually controlled engines you need to look into the performance tables and continuously adjust the throttles accordingly, while monitoring the engine instruments to stay within the applicable limits. FADEC does all this for you, but that's it, no aircraft speed control/monitoring etc.

If you place the throttles in the cruise detent, FADEC adjusts N1 to deliver maximum cruise thrust.

Most jets can easily exceed V_MO at low and medium altitudes, even at moderate thrust settings.  On the 560XLS V_MO/M_MO are rather low, which means that you can exceed these speeds rather easily, even at high altitudes.  

Hope this helps 🙂

Edited January 19, 20206 yr by FDEdev

Flew from Darwin (YPDN) to Bali (WADD) and the flight was flawless. I’m quite happy with the performance in this latest version 1.1

I have not installed the GTN750 so the Primus 1000 Proline 21 functioned great. It followed the flight plan without any issues. Testing the autopilot ILS approach, It captured the localiser and glidescope without any issues albeit it being slow to react. The aircraft had to correct itself as it overshot the localiser heading but had enough time to correct the lineup.

As for exceeding speed, that’s certainly the case as mentioned by FDEdev.

When using the throttle detent settings, I use it as a guide only especially when set to CLB and CRU modes as the n1 % require to be set much lower to stop from overspeeding.

Edited January 19, 20206 yr by Fearless

40 minutes ago, Fearless said:

When using the throttle detent settings, I use it as a guide only especially when set to CLB and CRU modes as the n1 % require to be set much lower to stop from overspeeding.

You should always use the CLB detent during climb. Jet engines are only fuel efficient at high altitude and you want to get there ASAP.  

Simply adjust the pitch attitude/VS so that you don't exceed 250/.65

The LOC overshoot unfortunately can't be corrected when staying within the standard SDK programming without ruining other, more important parameters. 

Edited January 19, 20206 yr by FDEdev

19 minutes ago, FDEdev said:

You should always use the CLB detent during climb. Jet engines are only fuel efficient at high altitude and you want to get there ASAP.  

Simply adjust the pitch attitude/VS so that you don't exceed 250/.65

The LOC overshoot unfortunately can't be correct when staying within the standard SDK programming without ruining other, more important parameters. 

Ah, thanks for the heads up FDEdev.

One more point. On many jets IRL it's much more comfortable to use VS during climb than FLC or VNAV because if the air around you isn't perfectly smooth and/or if there are changes in windspeed, the constant resulting pitch changes can be very uncomfortable and pax comfort definitely suffers.

Same goes for the descent, but in this case it's usually less pronounced.

Once you know your aircraft better it looks very professional when you know the approximate pitch attitude for your current weight.

E.g at V_R rotate to 10°, maintain this attitude, get the gear up, at V₂ +10 retract the flaps and let the aircraft accelerate to 250kts. Approaching 250 smoothly increase the pitch attitude to the expected correct pitch attitude for climb, retard the throttles to the climb detent, engage the AP and push VS. The AP will use the current VS and it's really nice if there's no change in pitch attitude/VS as the AP takes over 🙂  

Jet flying means first and foremost attitude flying, speed comes afterwards.

Edited January 19, 20206 yr by FDEdev

Lesson learned. Thanks for that FDEdev.

8 hours ago, FDEdev said:

One more point. On many jets IRL it's much more comfortable to use VS during climb than FLC or VNAV because if the air around you isn't perfectly smooth and/or if there are changes in windspeed, the constant resulting pitch changes can be very uncomfortable and pax comfort definitely suffers.

E.g at V_R rotate to 10°, maintain this attitude, get the gear up, at V₂ +10 retract the flaps and let the aircraft accelerate to 250kts. Approaching 250 smoothly increase the pitch attitude to the expected correct pitch attitude for climb, retard the throttles to the climb detent, engage the AP and push VS. The AP will use the current VS and it's really nice if there's no change in pitch attitude/VS as the AP takes over 🙂  

 

Good info to know, thank you 😊