CraigC

Thank you for bringing some sanity to this discussion. It has been a few years since I have flown the aircraft, and I only have a couple hundred hours in it, but I KNEW the values weren't THAT far off. Yes, I think the Carenado model is a little short on power or heavy on drag at upper altitudes, but it doesn't climb well when heavy and high.

Ray, put your cursor over the dial and use the mouse wheel. It works.

I'm not going to disagree that there is something wrong with the engines/dynamics of this simulated aircraft, but one thing I will state as a fact and I know first hand is that this real life airplane can not always do 500fpm in the mid 30's and up. I've already stated that somewhere else in this subforum. Several calls to ATC notifying them of the rate of climb which was less than 500'/min. And no, they don't always give you lower whether you like it or not. Sometimes it is as simple as a vector for climb.

I have already stated that the real airplane isn't a super great performer at high altitudes. I'm not saying nothing is wrong with the flight model to some extent, but I think some might expect a 1,000'/min climb in the 30's and it isn't realistic. I will say that my test to 350 the other day wasn't looking very good when compared to the book. Really slow indicated airspeed to keep the climb going at all.

Yes, I did do a backup. Thanks for your help. Hope you get it running again.

Is it hard to put that 530 up in place of the radios on the main panel? That's where this would go if it were retrofitted into the real aircraft.

I do see they have the correct poundage of thrust set at 2500. So would changing the thrust scalar to 1.1 give the aircraft 2750#/side? If so, that is not the right approach to whatever the problem might be. Whatever the problem is, I don't think it is too far off. This airplane is not a Lear or other super performer. It does okay in the jet category.

Ok. Did a quick flight to 350. Now a few things are coming back to me. The digital portion of the N1 gauge is not modeled properly. After you get above 100% N1, it is supposed to drop the 1 and display 01.0 for 101% N1. The tape portion of the gauge looks correct. I still think there is something not right with the throttles/thrust. I did a quick little flight out of Aspen this morning where I should have needed 100% or more and was not getting it per the gauge. The people that have been stalling the aircraft out at the mid flight levels are probably climbing too fast. This is addressed in the checklist I uploaded this morning. I remember now having to report slow climbs in the flight levels to ATC (report any climb less than 500'/min). I remember some really slow climbs in the summer. A lot of vectors for climb because some hotshot lear is climbing up your butt. The airplane was climbing a little slow compared to the data in the checklist. KIAS climb speed at 30,000 feet is supposed to be 195 or so. I think I was indicating 150 or less. And I believe that was a 300'/min climb. This is probably one reason they don't publish too much data, because it will show how far off their model is. I would like to tweak their flight model a little if I knew how and was still flying the airplane enough to be certain of what the values are. However, we do have book data to support these claims.

If you are referencing the controller knob not working on the ground at startup, that is indeed strange. I must have changed it when airborne if that is the case. I was able to get it to work on the ground at startup. It didn't work initially, I had to move the mouse back and forth or maybe just to the right first, then left. But it worked.

I'm sure someone in the community can make the adjustments if Carenado doesn't soon. I would have already done it if I knew how. I would like to see the appropriate changes on the N1 gauge reflected as well.

I've been to 410 in an SII. Half way through a 4+ hour flight. It can be reasonably done. I don't think the power output is there in this model. Can't pull more than 99.5% or so N1 on the ground.

The controller is working. I have used it twice now. Grab the knob and move your mouse left.

No one needs 400 pages of data to fly anything. I thought Beaver was looking for the tables that provide power settings and V1,Vr and V2.

I did something wrong with the resize. All exterior textures have a blue tint or haze on them. There were some options when saving the file that I didn't have instructions on. Maybe something there?

I'll bite as well. How do I lower the texture resolution?

This will be too much information for some, and I understand that. For those of the community who would like the numbers for takeoff as well, they are in this simple checklist from FlightSafety. If anyone is interested in the full checklist that would include emergency procedures in the event of systems failure, let me know and I can make that happen as well. http://www.filedropper.com/citationsiinormalchecklist

Dale, I think it depends on what SIM you are using. I am using P3D and the file is located in user/appdata/roaming/Lockheed Martin. Not sure where it lives for FSX. By the way, disabling/removing the gauge referenced didn't give me any positive frame increase, although it did seem to stabilize them.

Sorry ray. I'm not trying to bust your balls, but if you are typed you should know about the tabulated data I am referencing. In the data you posted above, nowhere could I find specific takeoff performance data. I should note that I am on my iPad so maybe it is not showing everything you posted above.

I agree with you that this is not modeled very well in terms of systems. I was able to move the controller knob by grabbing it and moving left. The pressurization did work. The quick flights I did coupled with your high climb stall might indicate the engines are not producing full power. I had the levers crammed and was barely pulling 100% N1. Some altitudes and temperatures call for up to 103%. It has been a while since I've flown this aircraft, but I did do a flight from KHOU TO KHPN a couple of years ago. This would obviously be at gross and high altitude given the distance. We did need to step climb a bit, but I forget the specifics. FL340 should not be too hard to accomplish given the fuel burn needed to get there. 410 and up is different. Mid to low weight for those altitudes. Your first segment climb numbers don't seem out of line. I'd be curious on the second segment numbers single engine out of Aspen. That would tell us all we need to know.

Pilot's checklist. All jets that I have operated have tabulated in this checklist for quick reference in determining power settings and airspeeds based on flap settings, weight, altitude and temperature.

They are reference tables in the checklist. I will get the data digitized tomorrow.

I believe he is looking for the tabulated data regarding weight and temperature that give reference speeds for takeoff and landing. Do you have that data handy? You must have edited while I was posting..... Still some specific takeoff data missing.

I might do it anyway for the community's sake as I did for the Phenom. I don't know why we are so surprised each time Carenado releases a jet at this point. They are not known for systems modeling or performance accuracy. Overall I am OK with the purchase. I am yet to fly a flight by the numbers to see what oddities arise, but will probably do that tomorrow.

I don't see them either with the included documents. I can get something together in the next few days if no one else has them readily available. I do have an old FlightSafety checklist on the SII handy. I will get it scanned tomorrow and try to put something together. This checklist does not have emergency procedures, but I can come up with that also in a little bit of time.

1. Crossfeed valve In Transit light not extinguishing 2. No gyro pressure 3. No temp controls (cabin stayed at 65 degrees with both auto and manual temp control) 4. Used the ENG FIRE switch to shut down left engine (which shuts down left side fuel, hydraulics, etc) and no master warning lit when the offending red system lights illuminated. 5. Could not get the engines to torque out on N1 on takeoff. Throttles are crammed and it might have been pulling 100%. Some altitudes/temps require more than 100%. 6. The power reminder gauge is not changeable for take off power. 7. T/R Emer Stow Switches are inop