Yoda967

Yes. http://www.simforums.com/forums/b200-work-in-progress_topic42140.html

Been doing a bit of research into Blackhawk for the Flight1 King Air B200 (no, I am not doing the flight model...but it helps to understand what the Blackhawk mods are when doing beta testing). First, contrary to popular belief, the structural limitations for airspeed don't change...the barber pole is based on the structural limitations of the airframe and an engine modification isn't going to change that. What the Blackhawk mods do is provide an engine with the same horsepower rating but improved ITT limitations. In the case of the XP52 package for the B200, the ITT limits are increased from 750oC to 820oC. Since ITT increases in the climb for PT6A engines, the higher ITT limit means you won't have to pull back on the power levers to stay within ITT limits (like you do with a -42 engine), and that means the engine can deliver max power for longer, and that equates to a faster climb. The higher ITT limit also means that you can fly higher without sacrificing power, and that means greater fuel efficiency. What you don't get is higher torque limits...just the ability to produce more torque because of the higher ITT limits...and that means you can produce max torque at higher altitudes than with the stock engines. All of that means you can make the airplane fly closer to the barber pole...but you still won't be able to go past that structural airspeed limit. The Carenado C90B, like pretty much all of the PT6A-powered MSFS aircraft, does not display an increase in ITT as you climb. Instead, and incorrectly, it decreases...so climb power monitoring is simply a matter of setting the power at the torque limits and then increasing the power as the torque falls off at higher altitudes. The Aeroworx King Air got it right -- what really happens as you climb is that ITT increases until you reach the limit, driving you to REDUCE the power setting periodically while climbing.

Brian, Test oxygen flow? No way to do that in the sim. Engine anti-ice on? Yes, ON is correct. Engine anti-ice in King Airs actually changes the inlet airflow and passes it through screens to block particles that could damage the compressor blades. It works as well for FOD as it does for ice, so it's used on the ground to reduce the risk of damage to an engine from debris on the ground. Don't think the fire detection system is modeled on the Carenado C90B. It's an option in the real aircraft, and not all King Airs have fire detection. Gear down annunciator test? Don't think it's possible with this model. Hydraulic fluid sensor test should illuminate the HYD FLUID LO annunciator. Pretty sure this works on the Carenado model. For the Electric Trim item on the BEFORE TAKEOFF checklist, switch on the ELEVATOR TRIM switch, then (in the real airplane) check the control wheel trim thumb switch works. I don't think the overspeed governor test works on the Carenado C90B, and it'd be a neat force feedback trick if someone got it to work. What you do in the real airplane is turn on the rudder boost, then press the prop governor test switch and advance one throttle at a time while feeling for rudder pedal movement. The King Air rudder boost system helps you maintain rudder into the good engine to offset the asymetrical thrust of an engine loss at high power settings. For the autofeather test, you're looking for the opposite annunciator to extinguish and then the engine to feather. It doesn't work on the Carenado C90B. Finally, for the primary governor test, you push the prop levers to full forward, then advance the power levers until you get 1900 RPM. Then, retard one prop lever at a time until you get the RVS NOT READY annunciator illuminated.

You should be using engine anti-ice on the ground, anyway. :Nerd:

Sam, There's an old unwritten rule about King Airs -- you don't use the brakes except for tight turns and to hold the aircraft in place. For speed control and most braking applications, use reverse. That said, have you tried changing the slope settings for the brakes in FSUIPC?

Rob, If you lower full flaps without lowering the landing gear, that'll happen.

Carlo, Fire extinguishers are an option on the C90B, so not all aircraft have them.

Ketchikan...flew up from KBVS tonight.

FP, Primarily Vatsim, but also RCv4 if I'm flying IFR. If I'm flying VFR, then I'm okay with the default ATC.

FP, Unfortunately, no, it doesn't do that. I didn't use the default ATC for the tutorial (hence the half-baked ATC conversations in the tutorial text), and in my regular sim flying, do my best to avoid IFR flying with the default ATC.

Thanks, KayDub...that's correct. I was informed that the 1.6 version of the RXP GNS units would be released soon, and so I accepted it. I recommend contacting Bert via PM to see if he'll pass along the link for it. Edit: Aaaand it seems that 1.6 has been released: http://www.simforums.com/forums/rxp-gns-v16-released_topic41997.html

Thanks, Andrew. I can't speak with any authority on the effects of Accu-feel on the C90B, since I don't have it...and to be sure, I don't have any time on real King Airs, just lots of study and paying attention when the guys who really fly them are talkin' (Jack Colwill and Chris Frishmuth, especially). And a TON of time flying the Aeroworx B200.

FP, I just made another flight to make sure...the way I described it in the tutorial is how it works for me. Activating the flight plan in the RXP GNS 430 will cause the flight plan to be displayed in the Avidyne.

I agree with Bert and Bill. I can think of several projects where putting out an expected release date caused some forum ripples...the C90 is one of them. I also think it's unfair to apply a blanket "goldfish teeth" analogy to the information provided by Flight1...for months prior to the release of the Mustang, there was a website dedicated to general information about the Mustang, and the open area of the Mustang forum was up and running well in advance of release. There is significant risk in that, from a developer's point of view -- projects like flight sim addons are generally put together by small development teams (The Mustang was five guys, if memory serves, and the Aeroworx B200 was just three), mostly folks working part time. Every member of the team is critical, and if someone drops out, the whole project suffers, often to the point of being scrapped altogether. There are many times when the details of a project are fluid through much of its development timeline. Features are discussed, even planned, and then turn out to be impractical for whatever reason. Announcing them in advance without following through would generate tremendous forum backlash that could negatively affect sales to the point where a project is in danger of failing to recoup its own expenses. Just as often, features everyone hopes for are thought to be impossible until shortly before release, when one of the developers has an "aha! moment and puts it all together. Saying "we're not going to do that" is a guarantee of negative forum talk ("Well, if the framjammit isn't simulated, I'm not buying it!") and that also has a negative impact on sales that can't be fully saved by releasing the thing with a bold banner announcing that the framjammit is included after all. It really is better to just keep quiet until you have something worth showing everyone, and from a very real business perspective, it's hardly naive. Anyway...I've bogarted this thread long enough. I think I'm gonna go fly a few short field approaches in the C90B.

Heh. I thought I might be going too far by even mentioning it here, even if this is Carenado's "unofficial" forum. :Nail Biting: At this point, that's all the releasable info there is, I'm afraid. Stay tuned over at Flight1's forum, though.

Well, shucks, Scott...I wonder how you'll do when we roll out the combination: A G1000-equipped B200 with Blackhawk Mods.

I wonder if it has to do with your default flight. I'm guessing that you're going into the C90 from the Free Flight screen, and that you've saved a cold-and-dark situation as your default. If that's the case, check that default flight to see if the fuel is cut off there, and if it is, change it and resave the flight.

Andy, Yeah...it takes me back, too! You're seeing the correct N1 for this model...apparently FSX has a lower N1 limit of 63%, and I'm guessing some compromises had to be made on top of that to get the best overall performance. I see about 130 ft/lbs torque at the point you describe, but close enough. I wouldn't expect an FSX add-on to exactly match a particular real-world aircraft's performance, so it is what it is. In any case, you'll see variances from airplane to airplane, too.

Wing, From my position as a beta tester, I could never and would never promise a fix unless I had permission from one of the developers to do so. All I can do is inform them of the problems I become aware of. When it comes to fixes, I don't think luck enters into it, particularly with Flight1. Reaching further back, I withdraw my "insulting" remark. Molly has shown herself to be genuinely interested in solutions and not merely antagonistic. In many forums, including this one, there is often a general tone of negativity, and it is easy to leap to the conclusion that a poster who asks such a question is only trying to stir up trouble. Leap to that conclusion is what I did, quite incorrectly, and I regret doing so. Molly, you have my sincerest apology.

Postbuzz, On the left side of the VC, there are two switches with red covers. These are the firewall fuel switches. With the BATTERY switch ON, open the red covers on these two switches and make sure that they are in the OPEN position.

Hawk, it's actually faster if you don't go that high. Stick to around 14-16 thousand and the TAS is around 240.

Just to set the record straight -- I am not a "real pilot", I'm a regular simmer with a genuine love for King Airs. What I know (and that's limited) has been gleaned from reading real world manuals and from paying attention when real King Air pilots were talking. I was fortunate enough to be invited to participate in testing the Aeroworx B200, mostly because I was helpful in their forum. I learned a lot about B200s while I was working with the Aeroworx team, and since I feel like it's only fair to offer something back to the hobby that's given me so much enjoyment, I was only too happy to put together the tutorial. I am very glad it's been so helpful.

SP2 appears to replace the aircraft.cfg, panel.cfg, and sound.cfg files, so yes, any tweaks you've applied will be lost.

Souheil, They're used at pilot's discretion, and turned on right before takeoff then turned off immediately after landing. That said, I agree with Hawk's brother...it's a good idea to have the pitot heat on throughout all your flights.

Postbuzz, Are you ensuring that the firewall fuel switches are open after you've done the fuel system checks?