el_kab0ng

I have found a work around is to add +10kts to the VR speeds (which usually compensates for wind anyway). It's a faster take off, but at least the wheels get off the tarmac without much straining on the yoke.

IIRC, this is due to a couple of things: 1. No real paint kit provided. 2. The fragmentation of the different components make it a pain staking process to build repaints. That's not to say no one will eventually make a few, but if it's anything like the 550, don't expect a plethora of paints to hit the library any time soon. =(

OK.. so I should be using all 3 on landing then. I just arrived at KMDW and applied all three. Still took 2/3 of the runway, but at least I have the process down. Has anyone figured out how to key bind the lift dump using FSUIPC yet?

I'm not sure if this is the right procedure, but this is how I manage my altitudes. It may or may not help you, but it works for me. 1. When on the ground and receiving initial altitude by ATC, I hit the ALTS button. 2. I then set the altitude using the inner wheel (usually 4-6,000 feet depending on ATC instructions) 3. I then rotate the VS wheel to ~3000fpm (the FD will rise) That's pretty much where I leave it. On take off, engaging the AP will automagically follow the proper VS and all I need to do is manage N1%/Speed based on the performance tables. Is this how you guys do it since the FLC is still doinked?

Per their FB page: Fixes: -Autopilot indicators and minor bugs. -Corrected some lights issues. -Some indicators were added. -Fixed small bugs.

KTKI - 7000ft runway. I used about 3/4 of it slowing down to under 60kts last night. I'm working another flight (this time during the day) to KMDW as we speak. I'll work the lift dump/reversers again and see if there's any difference (now that I can see what I'm doing). 2 pilots, 2 pax, 75% fuel load (only in the wings) out of KTKI, so I should be pretty light when I land.

I try to follow the performance tables as close as possible, but it's like there's some ground stickiness at play when I am doing take offs. I feel the nose rise a little, but then it takes full force on the yoke to get the bird into the air. Take off finally happens a little after V2, so I'm not sure if there's some flight dynamics causing issues or maybe the tables are off some how. Is anyone else experiencing this sort of issue?

Surprised no one has mentioned the Captain Sim C-130.

After learning some of the quirks of this bird, I've gotten a pretty stable experience at this point. I fly it more than the 550 at this point, but only because I like fast short-medium hops where the 737NGX just doesn't make sense.

I just did a flight where the landing included reversers, flaps all the way down+spoilers all the way back. Maybe it's a perceived lack of effectiveness, but at a landing speed of 130kts, it still took 3/4 of the runway to get below 60kts without applying manual breaking. I'm guessing the lift dump isn't modeled or something.

I probably need to validate my saitek controls are working properly, but from what I can tell, the reverse thrusters don't seem to do much in the way of slowing this bird down on the ground (I can visually see them deployed from external view). Is this something you guys have experienced as well?

With all the rain here recently, it doesn't surprise me. =P

With a 2600NM range (at best), I wonder what real world flyers of the Hawker do to cross the pond? The most common destination is either Heathrow or Gatwick, each of which are just out of range when departing from Boston or JFK. I'm guessing there's a fuel stop along the way somewhere?

For those who don't want to download the manual (although you should as it's a great resource from blahhhblahhh) AUTOMATIC PERFORMANCE RESERVE (APR) When armed, the APR system allows an automatic increase in engine performance in the event of an engine failure or transient fault during takeoff, or during a go-around following a single engine approach. There will be no increase in thrust if the ambient conditions are such that the engines are N1 RPM limited (at normal rating). The APR system is powered from the PE busbar and consists of two mechanically latching, push on/push off, control switches in the flight compartment plus an APR/ Sychronizer control unit in the rear equipment bay.

I need to preface this post by saying that I do agree for $50+, you should be getting PMDG level systems modeling, but it always amuses me why people are surprised when Carenado doesn't deliver this sort of fidelity. In their history, they have NEVER delivered PMDG quality systems modeling (and never claimed they will) and always focus primarily on the following: 1. Can it be flown reasonably well? 2. Does it look good in the air? In all cases, the answers are yes. Does every button do something and are systems modeling (such as it is) perfect? Definitely not. Can I get the engines started and fly from one airport to the other without spending hours reading manuals? Sure. If I wanted anything more, I'd simply buy and fly PMDG aircraft, but that's not what I'm into this for. After spending some time in both the Citation and the Hawker, each bird has some nuances that are obviously unrealistic, but once these are understood and worked around, flying them is enjoyable. The community has been EXCELLENT in filling the gap between what's needed and what Carenado won't fix on their own. It demonstrates a passion for these aircraft that continues to amaze me and for that, I have always been truly appreciative. I just want to make sure everyone is setting the proper expectations when it comes to Carenado so that feelings are less offended when they receive an out-of-the-gate buggy product. It's a journey we all take with almost every AC they make, so there shouldn't be any surprises by now. Thoughts?

Does it make any difference that he also molested the box underneath his seat? This wasn't any sort of wifi hack, but a physical one against the systems within the cabin which are somehow related to the flight systems.

What does the APR arming actually do for the Hawker? It's not defined in the manuals anywhere that I have found.

You guys might punk on the FMC or automated flying, but it's the biggest contributing factor to why the skies are the safest they've ever been since before there was powered flight. I'm all for those who like hand flying to get the 'thrill' of being in control, but I also respect using the FMC and proper flight set up so that the autopilot does the brunt of the work. If done correctly, it can be just as rewarding. In short, don't dismiss those of us who enjoy the 'coffee and a danish' style of flying as less fun than those who like to hand fly. Just my .02.

FSX

Yeah.. I have to scroll my middle mouse wheel up for about 5 seconds before the wheel starts to move. Once it passes 0, it won't traverse into the negative. I've found I've had to perform this step with ALL Carenado AC that have pressurization options.

I was departing from KPHX which is a little above 1100ft. My 40k flight was from TNCM which is basically at sea level. And I'm assuming you guys all have the same weird issue of having to scroll the pressurization wheel upon first load to get the face to 0. It starts out in the negative by default.

N8547Z . My FL400 flight was the grey one with the foreign designation (can't remember the tail number as I'm testing another flight with the MAIN AIR VLVS open this time. Flipping the vales open after take off (not sure how I missed that in my other flights as I don't recall doing that in the FL400 flight) seems to have corrected the issue. At least at FL330. This was a step I overlooked in the normal procedures checklist.

Yes. I did everything the same way I did for the FL400 flight which had no issues (other than fuel which was unrelated). Besides, there's not much to the checklist when it comes to pressurization beyond 'checked'. The docs are lacking considerably with this AC.

I've attempted 4 flights in this bird, all ending in me closing down for one reason or another. On the last two, I was getting pressurization warnings at FL330 and I'm not sure why. I did an earlier flight (which ended due to fuel transfer issues) at FL400 without any warnings and now I can't even get above FL330 without the stupid pressurization warnings blaring. Does anyone else have these issues or am I just doing something wrong?

Thanks. I'll give this a shot tonight and report back.