toucanair

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  1. .....or Divert... it happens in the real world... unforecast fog etc
  2. are you using ENVTEX, as it caused the same issues that I managed to fix a while back
  3. toucanair

    Clicking noise in cockpit.

    Hi Tim, I have been having the same issues with the chirping sound, any chance you may be able to send me a PM with the same mod. Regards. T
  4. toucanair

    C90B Mod

    Hi Bill, Thank you So Much for all your great mods, turning all these Carenado Aircraft into the the realistic counterparts they always should've been in the first place, I don't know who beta tests these these products before they roll them out, but if I didn't know better I'd swear Helen Keller must be part of the beta test crew.... speaking of which, if only there was someone that could fix their cockpit night lighting issues as it renders most of Carenado's aircraft into the Day IFR only category, they'de be positively death traps if flown at night IRL.. Anyway, I used to fly the B1900D IRL many moons ago and remember sending some info from the manuals I had to Bert Pieke as the B1900D uses the EFIS84 avionics, I remember He did a pretty good Mod to the EHSI to more realistically reflect the EFIS84 system, I know I have a copy floating around on one of my drives somewhere, but they may not be compatible with the current P3Dv4. Perhaps you could PM Bert and see if he still has them or could perhaps modify them to current spec, I'll have a look and see if I can find the gauges and send them to you when i get a chance. Cheers, T
  5. toucanair

    C441 Conquest Mods v1

    Thank you for the Mods, Installed them and gave it a try, so much more realistic, completely different aircraft now. Cheers T
  6. toucanair

    TrackIR unpauze

    Sorry to dredge up an old thread, I am still been getting this pause issue, it seems to occur more frequently when my CPU is working harder with high end scenery, is any one else still getting this problem as well. the only way out of it for me is to shut down Track IR and then restart it, then it run fines for a while. then, once again it will seem to disconnect from chase plane as while still is working fine in the Track IR's own window only
  7. toucanair

    TrackIR unpauze

    I can do that Kevin, Sorry, I've been away flying out of our Sydney Base, just got back, So will have a bit of test with the latest version that just came through to my PC, and report further, Something tells me though by the look of your latest notes and fixes, that its all sorted. T
  8. toucanair

    TrackIR unpauze

    I've been having the same problem lately as well, I haven't reverted back to the experimental version yet as a short term fix, as I was waiting to see if other people have had any success with any of the latest revisions, although, I occasionally still get the TrackIR freeze/disengagement? with the stable version as well, mainly when my P3DV3 gets loaded up with high end scenery and complex aircraft combinations. T
  9. toucanair

    VOZ Virgin Australia kg or lb?

    and Tiger :)
  10. Took her up for another test run, recently and this is just a few more observations. Remember It was a while ago since I flew the real thing, but its all straight out of the flight manual and other gouge, Plus now I seem to have a little added pressure, real, or imagined, as now there are a few real world "D" drivers with piqued interests it seems. So don't read into it all too much. But if the few snags of note could be looked at and rectified perhaps, Then this could end up, being up there close to Majestics work. Which I think really set the benchmark for turboprops in the FSX/P3D world. Air Test Two, 07:30 local time Flight; Darwin(YPDN)Australia to BROOME(YBRM)Australia {my old stomping ground} DAY/IFR Weather Real world conditions (OPUS weather) Departure Ambient conditions YPDN wind 300/9kts Temp 28C/dewpoint 25C Scattered clouds QNH 1008 General Condition VMC Typical for Australia's hot northern tropical summer wet season with the exceptions of VMC as it is usually Monsoonal with some cracking great thunderstorms around. Standard LOFT (Line oriented Flight) No airwork conducted. No emergency procedures carried out. All comments in brackets, are just note worthy observations, thoughts or perhaps, a potential snag list, between the Carenado version, and it's realworld counterpart. Square brackets are indicators of annuncator titles on the aircraft, real or simulated. Certification of the Beech 1900 Series (It is a transport category Aircraft) The Federal Aviation Administration (FAA) certification awarded on November 22, 1983 under Special Federal Aviation Regulation (SFAR) 41C airworthiness standards.[3] Like the 1900, the 1900C was certified under SFAR 41C, Wich it easily met and exceeded, but the later 1900D version was in-fact certified to FAR Part 23 "Commuter Category" standards. (This first one may sting a little depending on how serious you take your simming.) Standby Attitude indicator. (Carenado has not given her one.) Therefore, a pretty important omission. and not complying with the FAA's regulation FAR 23.1311 See above the 1900D is a SFAR41 certified aircraft References below. 8.2.1 Acceptable Methods for Compliance with FAR 23.1311(b). There are three acceptable methods for meeting the attitude requirements which is considered information essential for continued safe flight and landing. Compliance can be accomplished by using dedicated standby instruments, dual PFDs, or reversionary displays that present primary flight information. Electronic display systems without dedicated standby instruments should have at least two independent displays able to provide PFI to the pilot. These displays should be powered such that any single failure of the power generation and distribution systems cannot remove the display of PFI from both displays. Section 23.1311(b) in Amendment 23-62 states: “The electronic display indicators, including their systems and installations, and considering other airplane systems, must be designed so that one display of information essential for continued safe flight and landing will be available within one second to the crew by a single pilot action or by automatic means for continued safe operation, after any single failure or probable combination of failures.” and 8.3 Standby Instruments. The purpose of standby instruments or another independent PFD is to ensure that PFI is available to the pilot during all phases of flight and during system failures. Individual indicators should be a minimum of 2 inches in diameter or, if combined, a minimum diameter of 3 inches (or equivalent) displayed. And Australia's CASA CAR version of the same Regs. Standby attitude indicator. 11. -(1)A person shall not operate an aircraft with a maximum certificated take-off mass of over 5,700 kg. or a helicopter of performance Class 1 and 2 operated under IFR unless it is equipped with a single standby attitude indicator (artificial horizon) that- (a) operates independently of any other attitude indicating system; (b) is powered continuously during normal operation; © after a total failure of the normal electrical generating system, is automatically powered for a minimum of thirty minutes from a source independent of the normal electrical generating system; and (d) is appropriately illuminated during all phases of operation. Flight Mode Control Annunciation. {auto pilot mode selections} Selecting [CLIMB] Does work and schedules the climb pitch and speed as per climb pitch schedule nicely (It just should annunciate CLM on the EADI. and Climb in green on the selector panel. It doesn't. it just annunciates +1500 in green on the Flight Mode Control Annunciation panel and is then adjustable to lesser or greater values with VS rocker switch, which is wrong of course, as that is a function of the Vertical Speed button if VS is selected. The VS button however, funnily enough is not selectable i.e it doesn't work. actuating the VS rocker switch on the centre pedestal and vs up or down all you like albeit in the wrong mode. which has got carenado devs, and now me, totally confused lol. Course Select Button located on the center pedestal for nav source.. When using the GPS for primary tracking via EHSI and,or the Autopilot in Nav mode (Pushing the selector as required to go through the various nav modes VOR1, VOR2 etc. it should also have GPS for primary nav source as a selection also, it doesn't and it is not the correct logic. the interim fix which I hope gets rectified, is to select the nav source up on the the default gps panel's vloc button from gps to VOR and so on.) Vertical Speed indicator function normally, (does have a bug) There is some sort of artifact coding/corruption bug, where the upper half of the display has old data from the diplayed over it. It flickers on and off periodically, In my case it made it look like it had to arrows, one pointing vertically showing a climb, and the other which was the actual correct indication, It has been noted by another end user, and I have seen it on Carenado's other King Airs, Whether its a corrupt gauge or a Video card issue I cannot say. I am using an NVIDIA GTX 680.will report further. Taxi light switch BUG Should light up on annunciator when switch left in the on position after take off and after landing gear is up and retracted (It does show in test mode only though in a white colour on the annuciator panel.Manual says green but its white in Sim and may have been modelled on a later series.) Over speed warning continous aural warning should sound +5kts above barber pole (It Doesn't, checked aircraft sound file and root sound file, there is no sound wav for it.) Stall test switch. (it's not a stall on switch) Should be spring loaded. (it's not) Should make a continueous aural tone on test. (It doesnt't. stall.wav file is there in carenado file though) Cabin Diff High. warning on master warning annunciator -verfied on pressure differential gauge. -in flight conditions en-climb and cruise FL240 [Actions: wound cabin pressure scheduler to FL300 bring cabin pressure to a cabin altitude of FL100 extinguishing the warning.] (Cabin pressure schedule dial seems possibly miss-calibrated, will report further.) Altitude Alerter. functioned well this time (Could not replicate altitude selector issue again... will report further) Pilot Air Decal marking. Located on Pilot side lower main sub panel (misspelled as "PITOT AIR") Fasten seat belt switch No switch. not functional (fsb sound .wav located in Carenado B1900 sound file though) GEN TIES switch The Bus tie system is controlled in the cockpit by 2 switches located on the pilots lower left subpanel. To Access a piece of equipment on the left or right generator bus with just the master battery on a "GEN TIES" switch can manually close the generator bus ties so power can reach the genarator buses. During a dual generator failure,this switch can be used to access the flap motor (powered by the Left Gen Bus). The switch should also be used to open the bus ties flaps are in their desired position so battery power is not depleted as quickly . With the bus ties closed, a fully charged battery only lasts 8 to 10 minutes compared to 30 to 35 minutes when the bus ties are open. To alert you when the generator bus ties have been manually closed,quickly depleting battery power, a green {MAN TIES CLOSE} annnunciator will Illuminate. (should make ding sound and an audible but very brief crackle through comm radios when manually closing the ties, in sim it doesn't though.) (In Sim GEN TIE Annuciator lights work in correct sense) (In sim With Ties open, flaps operate this is incorrect, they should not.) (In sim Avionics operate with ties open, Also incorrect,should only operate with GEN TIES in the closed position) (electrical architecture of the caranado version may well be close to default, may be a bug, cannot really say at this stage. Would be nice to see it operating in the correct sense.) The other switch used to control the bus tie system is; BUS SENSE switch This switch is normally used the Run up checks before 1st flight of the day. When the switch is place to the test position,current is sent to all 3 of the HED's (Hall Effect Devices), opening all of the bus ties. The [L and R GEN TIE OPEN] and [bATT TIE OPEN] annunciators illuminate indicating that all 3 bus ties are open. The switch also has a reset position. This function allows you to reset the HED's in the event a bus tie opened. Hot Battery Bus If the following items are left on, even with Master Battery switch in the "OFF" position Battery power can be depleted. * L and R engine fire extinguisher * L and R firewall fuel shutoff valve * door entry and aisle lights (not Simulated) * cockpit emergency lights. (not properly simulated) * forward baggage door annunciator [FWD CABIN DOOR] ( N/A this was in the older Beech 1900C model in the D that space became an avionics bay) * Control Wheel (Yoke) Clock * right pitot heat (burnt my hand once because of this function) * ground comm power Auto Feather General In the "D"model the autofeather system is armed when the switch is in the arm position, N1 is above 90% and engine torque is above 750 foot pounds torque. When the system is armed in addition to the [L an R AUTOFEATHER] annuncuaitors, there is a yellw [AFX Disable] that will extinguish and green (I remember them being amber) [AFX] annunciators located next to each torque gauge that will illuminate. (no [AFX] lights near torque gauges in the sim version) When system NOT armed nad torque falls below 350 foot pounds on one engine AND landing gear extended [AUTOFEATHER OFF] annuciator will illuminate on annunciator panel. (this works correctly) Auto Feather test To test the System, both power levers should be at 1000 foot pounds of torque and autofeather placed in "TEST" with the system in test mode, the power levers do not need to be advanced above 88-91% N1. (Note...in sim I had to bring torque up well above 3200Ft/Lbs to get above 91% N1 before the system would arm, this is definately not correct!!) Bring One of the power levers back to idle, and as the the reduced powered engine torque drops below 525 foot pounds, the opposite powered up engine will disarm itself. (in Sim this in the wrong sense as the wrong autofeather light disarms.) When the retarded lever drops below 350 foot pounds, (250 in the old "C" model) the propeller will begin to feather. (This next bit goes a bit deeper into what is actually happening) ------------------------------------------------------------------------------------------------------- When the propeller feathers and the engine is still operating at idle speed, engine torque increases due to increased prop blade angle.There is 320 to 350 foot pound limit, and the popeller begins to come out of feather. As it comes out of feather, the prop blade angle reduces causing reduced engine torque. when the engine torque again drops below 250 foot pounds, the autofeather system will again feather the prop. This cycle continues as long as the spring loaded autofeather switch is held in the "TEST position. ------------------------------------------------------------------------------------------------------- Now this important During test, both autofeather lights should be illuminated (lit), as the retarded lever passes below 525Ft/lbs the autofeather light on the POWERED UP Lever should dissapear. (in sim it's the wrong way around). and then when retarding the reduced power lever further below 350Ft/Lbs "Both" autofeather lights should dissappear. Now at just below 350FT/Lbs and as the prop drops in and out off feather. The green autofeather annunciator should now flash on and off on the reduced (retarded) power lever side. (In sim it does not flash at all, and perhaps should be addressed). and in reality you should hear the propeller cycle in and out of feather during this process. (probably a big ask in FSX, but I,m sure some FSX guru out there could write an XML tweak for a descent prop feathering cycle sound wav file) Prop Governer test This is an important pre flight check (Caranado have mostly simulated it well and I was surprised) From a pilots point of view a propeller tachometer stabilised at 1802 RPM would indicate a failure of the overspeed governer. For pre-takeoff check purposes, the set point of the overspeed governer is rescheduled using the prop governer test switch on the pilots left sub panel. During testing, propeller speed should not exceed approximately 1535-1595 RPM To do this place the prop levers into take off (high) range, engage prop test switch, then advance the torque (power levers) until the props are governing and the RPM should not be any higher than the above figures. (And in sim this actually functioned correctly, I was gobsmacked. Well done CARENADO) low pitch test had no functionality though. It tests the low pitch stops, wich is important as tests the props to make sure you can select negative blade angles via beta valves that activate on landing when the main wheels contact the ground via a squat switch on the left main landing gear strut (switch not simulated) Auto Ignition (note worthy only) The 1900 is the only version of the king Air where auto ignition does not need to be turned on for landing. The reason for this is the PT6-67D (and -65A on the C model) engine has four stages of axial compression and ensures there will be enough airflow at low power settings so the engine will not flame out when the power is at idle. The "D" model auto ignition operates when torque falls below 700 foot pounds. (and in real life you can here that continuous "ting ting ting ting" sound coming through your headsets too when they are operating , especially when you are throttling back on landing) Avidyne Screen Radar on the avidyne projects radar weather returns for 360 degrees around the aircraft. the radar is in the nose of the aircraft and points forward so this is not possible also when using the dim function the avidyne screen dims but the radar returns do not. Altimeter Functions well (Is it possible to have a dual option in the kohlsman window to read barometric pressure in HPA as I know a lot of users outside of the USA use the metric QNH scale.) Environmental System Cabin fan noise (In real life that fan is pretty loud too, particularly when the engines are not running and hooked up to ground power. however as with the sound blending limitaions of fsx, is there a way to reduce the fan .wav sound by say, around 30% as even with egines running it still comes across as way too loud and it was never that loud and becomes a distraction. Environmental Test. (Nice to Have, but hey, they modelled the prop governer tes and Gen Ties) The overtemperature circuits can be fuctionally tested in the "T" test position of the mode control rotary switch on the Co pilots sub panel. This test simulates an overtemperature condition, causing the overtemperature sensing circuits to shutdown the environmental system. The [L and R ENVIR FAIL] and the [L an R ENVIR OFF] annunciators will be illuminated immediately after "T" test is selected if the system is operating correctly. The "Mode Control" Switch should again be returned to "AUTO" and the "Bleed Air Valve" switches to "ENVIR OFF" then "OPEN". (Again, nice to have. Not functional in Sim) Yaw Damper When Autopilot is disconnected, yaw damper should Disconnect as well. (In sim it does not.this is a bug. In reality this could be dangerous as you lose situational awareness looking down pedestal on short final at low altitude to turn it off) Over torque and over temping the engines. In real life, one can easily over torque or over temp a turbine engine. yep you can really cook 'em (In Carenado's 1900D, I have modified the Aircraft .CFG file post this second air test of max torque from 4000 to "5000" to simulate this as it is much more realistic). the Caveat applies as usual Edit at your own Risk. That's it for now. I'm going to bed, this took way too long. Don't Hate me too much lol. T
  11. It does seem to be a bug, I've had it happen as well, refer to my real world perspective post. I think it may have accidently been coded in with the VNAV function on the Universal FMC Computer, the Altitude Alerter is just that, an alerter. I think it may be conflicting with data from the Universal unit, When mouse clicking the click-spot on the Flight Director control panel up on the main instrument panel, it brings up the 2D autopilot panel from the pedestal, I found rolling the mouse over the V/S rocker switch on the 2D panel did provide V/S climb or descend input changes. As Bert stated above.
  12. toucanair

    1900D from a real world Perspective

    Tom, Thank you very much for the invitation, I will take the time to write a review for this soon, I do however want to test her out some more though, I also have a real world sim coming soon as well, so I better knuckle under for that one. I've really ripped back into the books on the Beech, problem is, hope I don't jump into the real world full motion sim with 1900D figures and profiles still rattling around in my head. Doh! Thanks again, Mr Allensworth. I will look into it. Regards, T
  13. toucanair

    1900D from a real world Perspective

    Bert, check your PM's. Cheers, T
  14. toucanair

    1900D from a real world Perspective

    Ha Bert, yeah I actually had to pull my manuals out in the end. Some of it goes Deep in to the Collins system, some of it barely a paragraph and some from memory. it's getting very late here. So gonna get some sleep, (what is it with sim world and burning the midnight oil), but if you like I can pull the manuals out and tell you what turns which colour and when. but basically its Rockwell Collins EHSI-84 and a EADI-84 display GPS in arc was white, with track line in white in HSI mode compass outer bezel was white with data such as DME, GSP, CRS radial are green VOR in PRE format were Cyan on my manuals GS index is green also..weather radar was also displayed on EHSI in map mode. Here check this out https://www.youtube.com/watch?v=S6HayD_ChvU ironically enough this machine has the KLN90B GPS actually I'm a little baffled why Carenado chose the universal unit.
  15. toucanair

    Speed cards

    I think may have some old TOLD cards laying around somewhere.