Thucydides

The only way to get these updates now is to get a "cross-grade" license, which allows access to a download at the FlightSimStore. There are some hoops to jump through and a small fee because the account entries must be made by hand. Information and the link to the purchase page is at: http://www.orbxsystems.com/forum/topic/75513-fss-cross-grade-offer-for-all-orbx-dvd-customers-from-other-online-stores/?page=1

There was, and may still be, an error in the cabin pressure dial. [How to deal with this, down below]. I write "may still be" because I haven't yet installed the 20140109 Service Patch. The notes describing the patch say the pressurization system is improved, but those who have installed it write (in another forum) that it does not correct the problem. So, maybe if you install that patch it will be corrected, maybe not. To get the patch you either must have bought the aircraft directly from Carenado, and have an account on their site to get the patch, or (I've read) you can email them some proof of purchase (whatever that may be) and they will give you the download links. The following information is taken from the "Beech 1900 Airliner Pilot Training Manual" [Rev. 2.01], which can [could] be found on Google. (If you use this source, you will want to know that the 1900D is series UE.) Okay, so the problem is that the cabin pressure dial is not labelled correctly -- specifically the inner ring of numbers is incorrect. Unfortunately, those are the numbers which are supposed to correspond to the cruising altitude. (If we just had a couple of corrected gauge image files, the system would work as it should.) To be absolutely correct, on the pressurization dial, the aircraft altitude is supposed to be set for 1000 feet above the actual cruising altitude, so if you fly at the service ceiling of FL250, the aircraft altitude on the cabin pressure dial should be set to 26[000]. (In the real world, it's actually more complicated than this for delayed / step climbs and airfields at different elevations, etc., this information also in the Pilot Training Manual.) The following is a list of cruise altitudes, the aircraft altitude ["ACFT"] which should be commanded (on the pressurization dial) [if the dial was correct], and the cabin altitude on the dial which can be used. 10000 and below --> 11000 --> set to 0 and you may want to open the "Dump" switch. Cruise Alt --> +1000 --> Set Cabin Altitude 11000 --> 12000 --> 600 feet 12000 --> 13000 --> 1300 feet 13000 --> 14000 --> 2000 feet 14000 --> 15000 --> 2700 feet 15000 --> 16000 --> 3300 feet 16000 --> 17000 --> 4100 feet 17000 --> 18000 --> 4800 feet 18000 --> 19000 --> 5400 feet 19000 --> 20000 --> 6100 feet 20000 --> 21000 --> 6700 feet 21000 --> 22000 --> 7250 feet 22000 --> 23000 --> 8000 feet 23000 --> 24000 --> 8550 feet 24000 --> 25000 --> 9200 feet 25000 --> 26000 --> 9800 feet The corrected gauge would look something like this. If I made a mistake in the text table above, this image is the correct one of the two. Compare this to the dial in your cockpit and you'll see that if you plan to cruise at FL210 (adding 1000 feet = 22000), your dial would have you set the cabin pressure to just under 4000 feet. But it really needs to be set to about 7250. So, your dial commands a pressure which is 3200 feet different than is appropriate. Therefore, you get the pressure differential warning. (If you think about it, this is why it seems possible to turn the dial (in the Carenado B1900) to altitudes much higher than the service ceiling 25000 feet. It looks like it can be set to an aircraft altitude of something like 33000 feet. But, if the dial were corrected, you would see that it only can be turned to 26000 for a 25000 foot actual cruise.) One more thing, about using this pressurization system. Even with the proper setting you can still run into a problem (this is not a bug). The 1900D can climb much faster than default cabin climb rate [set with the rate knob]. If the cabin rate increases too slowly compared to the actual rate of climb, you will still get the warning . . . for a while, once the cabin catches up, the annunciator will clear. If you are trying to fly "realistically," this should be avoided. Making things a little more tricky, the cabin climb rate gauge will not register until the wheels leave the ground, so it's not even possible to know what rate you've set until you're in flight. With all the take-off details and speed, this can be forgotten. This is the reason why checking the system during climb-out is (or should be) part of the checklists. It is necessary to compare the cabin [pressure] climb rate against the actual climb rate, watch the pressure differential gauge, and adjust the rate knob as needed. (I find turning it clockwise to about the 5 or 6'oclock position during pre-flight is usually about right.) Same attention is needed while descending, set the altitude to 1000 feet above the destination field and adjust the cabin rate per the actual aircraft descent rate. Good luck and good flights.

Ages since your post, but someone else might find a reply useful. Most of these items are not present, or do not function. [i believe] The EFIS reversionary panel is the one most forward on the right side of the pedestal (behind the aileron/rudder trim knobs). That is, the small panel forward of the panel with the EFIS power switches. Ignition and Engine Start Switch .... Off-position is the "centered" position, with in this model means down. In the actual aircraft: UP = Start/Ignition (plus this runs the aux fuel pump) CENTER = Off Bottom = Starter Only (no fuel pump) to clear the engine of fuel Stall Warn Heat Switch is on the lower-left of the Ice Protection panel (Pilot's side, lower panels on the right) Pilot and Copilot Compass control [to slave], I don't believe this is modeled. However, there are gyro adjustment panels on the outboard of both sides of the instrument panel. Pretty much remove everything else from the list.

Unless the aircraft is rated to perform autolanding (FSX default aircraft are not), the AP is to be turned off and manual control of the flight resumed at a certain "minimum AP altitude." This can be assigned in the aircraft type certification, or specific to the airfield(?), all determined by the responsible authority (e.g., FAA or other national equivalent). 300 feet AGL seems a pretty commonly-used minimum AP alt.