Thucydides

It also states I need to update West Yellowstone (KWYS) to V1.15  and directs me to the Flight Sim Store and my FSS account. Unfortunately, I purchased KWYS via PC Aviator (another flightsim vendor). I suspect I will not be able to update this airport scenery since it was purchased via another flightsim vendor.

 

Raymie

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

I've had the same problem before -- Boxed, not Steam.  Couple of reasons.

Both causes can also been reported to sometimes result in altitude "porpoising," where the aircraft won't settle.

From what you've described, it sounds like this is cause by an issue between the FMC and the GPS directing the autopilot.  If the VNAV mode is selected on the FMC, it will take over the altitude target selector and will command a climb or descent to the altitude it intends to be at for the next waypoint.

(One way to deal with this is manually change the altitude of each waypoint in the FMS to the present/desired altitude.)

You'll notice this either when you select VNAV on the FMS, or when selecting NAV on the autopilot (if the FMS is commanding).

It would appear Carenado has treated this issue as a bug which was reportedly addressed in Service Pack 20140129.  Some persons report that installing that SP fixes this issue.

The SP is available from the Carenado website -- if you purchased the aircraft from them you can log into an account.  If purchased elsewhere, they want some proof of purchase (I don't know what form).

I have not yet installed the patch, because I've only just found out about it and haven't troubled to dig up my purchase information.  (And, I simply never use the VNAV mode.)

~ ~ ~ ~ ~

Second possible case, as Bert said, is the weight distribution.  This really is a very sensitive bird in that respect.  I've read that 1900 pilots litterally say this bird is "&@($*-heavy."  In the real-world, docs show the center-of-gravity allowed range is about 28 inches from fore to aft.  So the loaded cog must be somewhere within a range less than two and one half feet.

This aircraft comes with a tail stand bar to keep it from tipping backwards when bags are loaded before passengers.

Simple response:

Take extra care to balance this aircraft, especially fore-to-aft.  And, as Bert wrote, keep the weight away from the aft area.

Detailed comments:

When comparing the loading stations in the aircraft.cfg to real-world docs (with actual datum info), or even just against the approximate locations of the seats in the model -- it turns out that Carenado "compressed" all the station locations towards the center point.

Using the crew seats as an example, the loaded weight of the pilot and copilot are placed (in FSX) actual many feet behind the location where their seats are shown in the model (or in real-world docs).  Similarly the aft baggage compartments (there are two in real-world) are placed well into the passenger section of the cabin.

All the passenger seats similarly have a seat "pitch" much less than the standard 30 inches.

I do not know why Carenado did this, but it certainly could be because of this aircraft's high sensitivity to cog deviation.

Apparently, there was one 1900 crash which led the FAA to revamp some rules about standard/assumed passenger weights.  And, this also seems to be one of the aircraft for which some carriers literally weigh each passenger and each bag.

I've done some experimentation with the config file station locations, seeing what it's like when the load stations are in the correct locations.  It's even more touchy then (but with well-controlled loading, managable).

So, I've run into the same issue.  Take off tends to be fine, initial climb okay.  But, when the throttles are pulled back for cruise, the attitude goes quickly bad into a stall.  It's got to be flying fast if loaded too far to the rear.

Hope this info helps.

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.