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About V1VrV2

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  1. Hello everyone! Many of you are using the GTN750 merge I created a couple of years ago and this package expands on that. While I'm not an expert at XML gauge programming, I was able to accomplish most of what I set out to do -which was create a huge realism boost to the Carenado Grand Caravan EX. I fly a 2017 Grand Caravan EX "in the real world" and these modifications are based on the training and experience I have had while flying it. Of course, not everything can be replicated with 100% fidelity in the sim for various reasons, but the goal of my modifications are to address several major things that I found needed tweaking. Please drop me a PM if you would like a copy and if you are an XML programming expert and would like to help, I'd definitely appreciate the assistance for the next version of this mod package! 😉 Change Log: v1.0 | 22 May, 2020 L/R P/S HEAT CAS message - Fixed incorrect behavior: Warning showed when P/S heat was turned off. This warning should be present in abnormal situations only. Disabled CAS message. FUEL BOOST ON CAS message - Fixed incorrect behavior: Warning appearing when the fuel boost is in the NORM *and* ON positions. Should only be present when in the ON position but the three way switch is not coded as separate events. Disabled CAS message. PROP DE-ICE CAS message - Fixed incorrect behavior: Warning showing when anti-ice turned off and required anti-ice to be turned on to clear the CAS message. In TKS-equipped Grand Caravan EX aircraft the propeller deice is tied to the TKS operation, not a separate prop-deice switch. Disabled CAS message. ENG ANTI ICE CAS message - Fixed incorrect behavior: Warning showing at all times. Disabled CAS message. IGNITION ON CAS message - Corrected default behavior that was tied to engine RPM. Now, CAS indication will correctly show when ignition is ON but not when in NORM. Added LPV Deviation Indicator - For flying coupled GPS approaches using the GTN750, glidepath indications will now show on the PFD. Thanks to Bert and Jorge for the work they've done on this in other Carenado aircraft. Enabled autopilot FLC mode. You can now set the desired airspeed for climbs/descents in FLC mode. Fixed Power / Battery Switch Logic This has been changed to reflect RW operations. Added Tiebus #2 (Avionics switch 2) and switch logic: - Battery turns on ADF only - Avionics 1 turns on left PFD (note: the MFD-embedded GTN750 will turn on with AVN1 as well as there's no way to adjust its power logic) - Avionics 2 turns on MFD and right PFD If the engine is running (i.e. adequate, non-battery only power is being supplied) and the GTN750 does not boot, turn off Avionics 1 & 2 and the battery switch. Then turn on the battery, AVN1, AVN2 in that order. This seems to be a common issue with the Carenado planes I've flown with a merged GTN750. Reversionary Mode updated - Previously, the PFDs were showing the reversionary mode EIS at all times. This has been disabled - However, for engine start with Avionics 1 only on (which is per the checklist), you will need to manually enable reversionary mode by pressing the red button between the left PFD and MFD. Then, manually disable it once the engine is stabilized and AVN2 is powered. Other Updates: Max torque redline adjusted to 2397 ft. lbs (from 2400) Standby Torque Gauge graphic fixed - The original aircraft uses the standby torque gauge graphic from the PT6A-114A Caravan which has a lower max TQE limitation. Updated the graphic to reflect the PT6A-140's 2,397 ft. lbs max TQE. Autopilot Disconnect sound updated from real G1000 autopilot disconnect recording. PM me for a copy. Thanks!
  2. RW Grand Caravan EX pilot and "Carenado 208B mod'er" here, so I will see if I can help. There's a lot to unpack here but I'll do what I can. What you're doing will work but you can get away with more depending on environmental conditions (that are not fully simulated with Carenado to my knowledge). When setting power in the Caravan or any turbine for that matter, you are limited by either torque (TQE) or temp (ITT). Max TQE is 2397 and the max temp is 850°C (for 5 mins, 825° otherwise). In the sim, you can run up to max TQE in most cases. In real world operations here in Colorado at a field elevation in excess of 5000' MSL I generally don't push the limits - it's easier on the PT6 that way, especially with a cooler ITT . Often, I use 2200 ft lbs. The G1000 in the real aircraft has a TQE reference mark that moves based on environmental conditions but we don't have that in the sim. After takeoff, you can keep the power up observing the TQE and ITT limits. Flaps come up at 95 KIAS and you climb at 110-120 KIAS (I use 120). The cruise checklist is when you bring the prop RPM back if desired, I use 1750 or full forward 1900. This should yield 165+ KIAS for cruise and around 350 lbs per hour (not sure how close to that the Carenado version is). Once burning, most turbine engines are self sustaining and don't need continuous ignition. The 208B has two igniters that are fed by 14 fuel nozzles. They provide the spark that lights the atomized fuel in the combustion chamber. NORM arms the igniters so that they operate when the starter switch is placed in the start position. ON provides continuous operation of the igniters. Think of flying through precipitation or anything that could potentially snuff out the flame, or during startup, you'd want to keep the igniters running (that's the clicking sound you hear during a PT6 startup). In the sim, you can keep it in NORM at all times. We spent a couple of hours on the 208's fuel system during training at FlightSafety but I'll try to distill this down.. hah. 🙂 The Caravan uses what's called motive flow through an injector boost pump that delivers fuel to the engine. Additionally, an auxiliary fuel boost pump is used for times when the motive flow fuel pressure drops below 2.5 psi or when fuel is needed for startup. Placing the fuel boost into the NORM position arms the aux fuel boost pump, ON closes the motive flow and uses the aux fuel pump to provide startup flow to the fuel control unit (FCU). The starter switch MOTOR position will use the battery to turn the engine without combustion being what spins the engine. Among a few other things, this is used for compressor washes or when you have a ground fire and need to "suck" the flames out. The fuel condition lever tells the FCU how to schedule/deliver fuel to the engine and directly how fast the engine will rotate (Ng). LOW IDLE results in approx 55% Ng and HIGH IDLE results in approx 65% Ng, so there's not a huge difference. The checklist procedure is to go into LOW IDLE after start and for taxi-out, then HIGH IDLE for takeoff and flight, and then back to LOW IDLE after clearing the runway/taxi-in. The logic is that if you taxi in low idle, you'll reduce taxi speed and wear on the brakes (though I just move the power into Beta as needed which results in not much need to use the brakes anyhow - you can do this by pressing F2 once or twice). Sounds like a Carenado gauge programming "Easter Egg" though I've not encountered it myself (I also don't fly the 208 in the sim very much!)... But, white text in the autopilot mode display area of the PFD indicates that it's "armed" and green text means it's captured/active. ALTS in white = altitude select mode, ALT in green is captured.
  3. Hi, Hari - Thanks for the kind words. To answer your questions, the pressurization controller is on the tilt panel in front of the thrust levers. It has two digital windows marked SET ALT and RATE. Normally, prior to takeoff and with the pressurization to AUTO, you would enter the destination field elevation (SLA) in the SET ALT window. I think the Carenado Excel might have a tool tip that says "Cabin ALT" (?) but can't remember for sure... In either case, it means SLA and you can look at the tool tip for the value you're setting. For setting the minimums, there is a rotary knob on the display controller that is labeled RA. This knob shares function with the PFD dimmer/brightness and it's somewhat difficult to get your mouse in the right place, but again, if you watch the tool tip you'll be able to see when you're in the right place. Hope that helps!
  4. These are VNAV functions (which, I'm guessing aren't modeled but admittedly I've not tried to use them yet)... But, I think this is what you're seeing: SNGP is single point VNAV. This is different from FMS VNAV in that you pick a point you're wanting to cross at X altitude and set the information vs. the FMS setting the crossing altitudes. The TO (and I'm assuming FROM) is the distance to/from the VOR or FMS waypoint where you wish to attain the VNAV level off. ST EL is station elevation of the VORTAC being used for singlepoint VNAV. This is not needed for FMS VNAV. VANG is vertical flight path angle. When navigating along a VNAV path, the VANG will show the angle and also allows the pilot to select up to 6° in order to intercept the vertical path at some point before the constraint point. When all modes are deselected on the flight director / autopilot mode selector panel, the FD is supposed to be off. Not sure if it works in the sim like that though.
  5. A handful of people have reported issues starting the engines on the Excel so I made this video showing how I've been doing it (with successful results - only a few rare roll-backs, but it always starts on the second time). If you're still having issues after watching the video, please comment below and I'll do my best to help you.
  6. Did you contact their support? I had an invalid serial error when re-installing the SR22T a while back and contacted them and heard back within a matter of minutes. Though, I have been having issues getting to the my account section of their website for the past several days... maybe related?
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