crashdriver

Thanks again for the help. Did a quick hop from CYXU to CYTZ using autopilot most of the way (first time in my life I've been proud to say that!) Worked like a charm :-)

Sent Thanks for the help

Ed, What all info do you need? Just the description of the problem or do you need stuff like serial numbers and registration keys?

So I half solved my problem. I never changed the panel.wsmpi folder when I installed the G1000, so I think the program was thinking that I had the KAP140 in a different airplane so therefore disabled it. Changed it back to panel.ws and it started up. However I still have 2 issues, one of which I think stems from the fact that I use Saitek panels in FS9 so I need a different driver to make them work. I think this causes something in the Mindstar coding to go all wonky because as soon as I send a command through the Saitek the AP stops working. The second one still has me stumped because I think it won't work in full screen mode. I tested it in windowed mode, but switched to full screen to go fly with it and it just went blank again. So I'm still stumped but still trying.

I've tried registering for the forums like 2 or 3 times and I never get an activation e-mail. (yes I've checked my spam folder.)

Has anyone had the KAP140 stop working after installing the G1000 in Eaglesoft's DA42? The buttons are all there on the 2d, 3d, and pop up panels but the display is not showing. I don't know if it actually controlls the airplane (I guess I'll go try that in a second.) I did get the latest update, but it didn't help. I know Eaglesoft's equipment is notorious for getting moody after add ons are installed, but since the Twin Star was made with the MPI G1000 in mind I can't imagine this is an Eaglesoft problem.

I'll give it a shot tomorrow and see what I come up with.

So I'm trying to create scenery and traffic for a local airport with a skydiving operation. The scenery was the easy part, the jumper dumpers ehhhhhh not quite as easy. Well easy but the way I have planned out seems time consuming to me. What I was planning on doing was creating a flight that leaves every 15 minutes starting around 10:00 and contiuning until 19:00ish (make it 16 maybe for randomization) to another airport maybe 5 miles away and have it do touch and go's for 10 minutes then come back. But I'm using a freeware program called AI flight creator which does allow me to do repeat flights every 1,2,4,8,12,24 hours plus weekly. The problem is that it creates a new airplane each time I do this so I will have 6 airplanes sitting on the ground and one flying. Which for a small airport with a few other flights in and out is a bit of a problem. Do any of you have better solutions or am I just going to have to sit and peck at my keyboard for a few hours?

With a controllable pitch propeller, turbine or piston, the propeller pitch is controlled by engine oil pressure against a spring. A piston inside the prop hub is connected via control rods to the prop blades and this provides the movement. Say for example you want to pull the prop back to 1650 for cruise, so you pull the prop lever back, this opens a valve in the prop hub allowing the spring pressure to push the piston farther into the cylander containing the engine oil, therefore pushing the oil back to the resivoir and reducing the oil pressure vs spring pressure. This movement is transfered via the control rods increasing the pitch on the propeller and creating more rotational drag on the prop, therefore increasing the load on the engine and reducing engine speed. So if the engine is not turning there is no oil pressure to control the pich of the prop and it does not move when you change the setting on the prop lever. So in this case if you were to shut the engine off without feathering the prop first the drag on the prop blades would allow the engine to turn much more freely and take much longer for the engine to spool down. Since oil pressure is present any time the oil pump is operating (which is any time the engine is turning since it's connected to the compressor shaft) there is oil pressure pushing against the feathering spring pressure and trying to maintain a low pitch/high RPM condition. Since the prop is connected to a PT6 via the turbine shaft only it spins very freely and would take decades to stop on it's own (ok decades is an exxageration but it would take quite a while.) So in the PT6 you feather the prop before moving the condition lever to cut off (or shortly after) to add the drag to the prop and slow it much faster, allowing the prop to stop sooner, to make it safer for everyone involved. I hope my low caffene explanation works, let me know if you have any questions.

I did my systems report on this aiprlane back in college so I'm lucky enough to have the book. This is straight from the AFM "The EMERGENCY POWER Lever is connected through linkage to the manual override lever on the fuel control unit and governs fuel supply to the engine should a pneumatic malfunction occur in the fuel control unit. When the engine is operating, a failure of any pneumatic signal input to the fuel control unit will result in the fuel flow decreasing to minimum idle (about 48% Ng at sea level and increasing with altitude). The EMERGENCY POWER Lever allows the pilot to restore power in the event of such a failure. The EMERGENCY POWER Lever has NORMAL, IDLE, and MAX positions. The NORMAL position is used for all normal engine operation when the fuel control unit is operating normally and engine power is selected by the power lever. The range from IDLE position to MAX governs engine power and is used when a pneumatic malfunction has occurred in the fuel control unit and the power lever is ineffective. A mechanical stop in the lever slot requiresthat the EMERGENCY POWER Lever be moved to the left to clear the stop before it can be moved from the NORMAL (full aft) position to the IDLE position. NOTE The knob on the EMERGENCY POWER Lever has crosshatching. The crosshatching is visible when the lever is in MAX position. Also, the EMERGENCY POWER Lever is annunciated by a Red CAS message on the PFD whenever it is unstowed from the NORMAL position with the ITT indications in either of the OFF or STRT modes. These precautions are intended to preclude starting of the engine with the EMERGENCY POWER Lever inadvertently placed in any position other than NORMAL. CAUTION •The EMERGENCY POWER Lever and its associated manual override system are considered to be an emergency system and should be used only in the event of a fuel control unit malfunction. When attempting a normal start, the pilot must ensure that the EMERGENCY POWER Lever is in the NORMAL (full aft) position; otherwise, an over -temperature condition may result. •When using the fuel control manual override system, engine response may be more rapid than when using the power lever. Additional care is required during engine acceleration to avoid exceeding engine limitations. Operation of the EMERGENCY POWER Lever is prohibited with the primary power lever out of the IDLE position. The EMERGENCY POWER Lever overrides normal fuel control functions and results in the direct operation of the fuel metering valve. The EMERGENCY POWER Lever will override the automatic fuel governing and engine acceleration scheduling controlled during normal operation by the primary power lever. CAUTION Inappropriate use of the EMERGENCY POWER Lever may adversely affect engine operation and durability. Use of the EMERGENCY POWER Lever during normal operation of the power lever may result in engine surges, or exceeding the ITT, Ng, and torque limits."

Hi Scott, Do you still have this FDE? I'm still in the old school with FS9 and would like to make use of this, but I don't have the programming knowledge to make the neccisary tweaks. Thanks.

I would like a copy of these checklists but I cannot find the links in your post. Am I just blind or did you remove them?

Ok, does anyone know where the knobs are for the GNS units in the panel.cfg file? Carenado says if I just remove the gauges the functionality of the knobs would go away, but it doesn't happen for me. So I'm guessing the knobs are their own gauge. I'm not asking to remove the 3D object of the knobs, that's part of the .mdl and I'm not going to attempt to mess with that (though it would have been nice to get a little exe like they had for FSX) But the functionality of them remains and gets in the way of the RXP units. Sorry for the brevity, I'm about to leave for work, hopefully you understand what I'm asking. Thanks

I used to fly the 340, almost miss that smelly thing.

The 210. They don't have anything like that with this model :-(

I tried posting this in the dedicated 210 forum but after about a month with no response I'm trying again here. Is there any way to get the RXP530-CAR430.exe to work for FS9 or have us FS9 folk been left to our own devices again. When I didn't see it there I just went to modify it on my own but the panel.cfg looks nothing like I've ever seen before so I'm guessing they did some new technology thing on it. I'm guessing the knobs and stuff for the original Carenado GPS units are contained in the model file? Really all I have to do is to get rid of the functionality of those knobs, they don't line up so they look a bit funky but I can live with it as long as I can get to the buttons contained in the RXP units.

What about a Cessna 195?

Bump

Ok this part I got. I use FSUIPC to assign key commands and stuff like that so I guess editing the .xml file isn't necessary. I'm also running FS9 and I don't see it there. I have "/Aircraft" "/Scenery Cache" and "/Facilities" folders but no "/Controls." The issue that I still have is that when I send the "Panel light toggle" command nothing happens because there is no panel light assigned. I'm trying to link the instrument lights to the panel light toggle command instead of the landing light toggle command like it came when Carenado created the airplane.

BTW!? What happened to my screen shots. Kinda helps in the explanation process!?

I've been swamped with work. Stupid real world. I'm just about to try it. Well the dome light seems dimmer, and the lighting maps for the Garmins work (ish...I think what I'd do is just leave them out of the lighting map since I believe they come with their own lighting gauge) But the main problem (Instrument lights being controlled by the landing light switch) is still there. Does that have to do with the "standard.xml" entry? Cause I can't seem to find that.

Is there any way to get the RXP530-CAR430.exe to work for FS9 or have we been left to our own devices again. When I didn't see it there I just went to modify it on my own but the panel.cfg looks nothing like I've ever seen before so I'm guessing they did some new technology thing on it.

Welcome to the world of turboprops. They make a lot of power, so as a result the big prop pushes a lot of air. I don't have any RW 208 experience but I have a couple hundred hours on a B200. Basically you leave the power levers at ground idle and release the brakes, when you get to about the speed you want you pull the power into beta a touch and slow down a little, then back to idle. Same is true with the 208.

I agree. It's a great step up plane between a high performance single like a 206 or 210 and the baby King Airs. I'd buy one in a heartbeat. (provided my bank account gives me permission.)

I just think that there's a huge gap for mid-size biz jets in both FS9 and FSX. The Honda jet (while I novelty, I do see going the way the MU-2 did back in the 80's lot's of hype but just not really the interest from a large enough customer base, but only time will tell there.) And while Eaglesoft tried to fill that gap with their Hawker and Citation II, the Citation X is pretty much your only real option. I think if someone were to do a mid-size Learjet or Hawker 850 type thing it would sell like hotcakes. The Honda Jet is "just another" entry level/VLJ. But then again that's just my opinion. And we all know what they say about opinions. :-P