capceo

Hi Everyone, So did I mention the Flysimware Cessna 441 is completely shared cockpit compatible? Thats right! With that said, I will be offering dual instruction in the 441 to anyone who is interested. Wanna learn how to really fly it right? Come fly it with me! I may not be able to accommodate everyone as quickly as I would like to, depending on how many people are interested. Here are the basic requirements: -Own a legitimate copy of the Cessna 441 -Have an internet connection and the ability to connect to a multiplayer session -Understand basic IFR navigation -Complete the currently available initial pilot training videos for the FSW441 available on youtube. If you are interested, reply and I'll shoot you a PM!

Sure! Generally speaking, we flight plan for 305KTAS, at 600pph. I'll remind everyone that when flight planning, it is important to think of fuel consumption in terms of endurance. NOT range. How many hours of fuel you will have at a given power setting is what's important. Takeoff is maximum torque with rotation at 100kts indicated. The airplane has PLENTY of reserve power, even at MTOW. Although the airplane is capable of doing better, most pilots personal minimum runway length is 2500ft. 2500ft is comfortable for both takeoff and landing at higher weights, but you'll need an aggressive acceleration on takeoff, and a good amount of reverse to stop in a comfortable distance. While FSX doesn't allow reverse to be simulated as accurately as we would've liked, the real 441 has a tremendous amount of reverse thrust. In fact, full reverse is virtually never used. The stopping power is so great that it can be very uncomfortable for passengers. Brakes are never needed to stop the airplane even on the shortest of runways. Most pilots choose to use them on taxi only for precise maneuvering. Climb is 180-200kts indicated at maximum torque. At average weights, this will yield 2000fpm. At higher weights, 1500fpm. You can absolutely climb at a lower torque value and accept a lower climb rate if you want to save the engines. Cruise power is usually slightly below maximum torque. If you climb up into the FL250-350 range, you'll fly with the power levers all the way forward and take however much torque the engines will give. Up there, you can't exceed maximum torque, as the engines typically torque out around FL220. To really take advantage of the maximum range of the aircraft, you'll have to climb up towards the aircrafts service ceiling of 35,000 feet. Up in the 30's, you'll see a slightly slower TAS, usually around 295, but you'll only be burning around 400-500pph. Of course, going this high only makes sense if you aren't fighting a nasty headwind. The airplane typically delivers its best performance (again, unless headwinds are a factor) in the low to mid 20's. Up there you'll see 600pph and over 300 true. Descent is usually as necessary in terms of speed and power. Initial approach speed is usually around 170kts indicated. Over the fence at 110, over the numbers at 100. You should have the wheels on the pavement at around 90kts. If you are flying an instrument approach in IMC, no lower than blue line (130kts) until you have the runway environment in sight. This ensures that should you need to execute a missed approach, you'll have plenty of reserve airspeed and won't end up doing a go-around while you're very slow at only 200ft AGL in IMC. Let me know what else you want to know! I'm happy to help. This is definitely one option we are considering, but before we pull the trigger, we want to see if we can integrate everything 3D first.

I was going to get started on fs economy, but lost interest when I realized I couldn't own my 441 for a LONG time. Takes forever lol

Hey Les, The Garmin 530 is still a much more popular unit in real life, but only due to how new the GTN line is. I would estimate the GTN units to outnumber the GNS units in only a few years time. If you were doing a panel upgrade in real life, it would make much more sense to go with the GTN. Far more capability, and much easier to use. We are still looking at the possibility of RXP 530 integration. RXP, as most of you know, is very difficult to get ahold of, and we are attempting to locate some type of SDK for integration. We may very well, however, integrate the RXP WX500 to replace the dummy RDR160 that is in the airplane now. Also, everyone please feel free to check in at the new Flysimware support forum here at Avsim! http://forum.avsim.net/forum/728-the-flysimware-official-support-forum/

Welcome to Flysimware Simulation Software's official support forum. Here you will be able to obtain product support, and information regarding upcoming products. My name is Joe, and I am the Chief Pilot and Lead Tester for Flysimware. Together with Mark Taylor, lead developer, we encourage you to visit our website at www.flysimware.com for more information. Once again, welcome! Thank you for your interest in our products.

Coming soon to a Conquest near you! Tea anyone?

After logging in at our store, navigate to the page showing your purchases, and click on the most recent order number. (That should be the 441) Then, scroll down the page until you see downloads, and click the link. We release revisions as a completely new installer each and every time. This avoids any coding conflicts and ensures that all users will be able to install the update without issues. And thank you for your kind words Les!

Thank you my friend. As you know, we are a lesser-known company, but we are actively trying to change that. I'm a little new at the whole product support thing, but my philosophy is simple. I try to deliver the kind of support I myself desire from other developers. It seems that panel studios alterations to our panel.cfg can cause the altimeter. We are trying to find the root cause of the issue. I'll keep you posted!

We are currently looking into the issue with the sound file and heater switch. I think we've found the issue and it should be a simple fix. As for the altimeter, let me ask you a question. Have you modified the panel config either manually or using FS panel studio?

We should be releasing to other stores after GTN integration is complete.

The altimeter is a drum pointer style altimeter, with a digital display showing your altitude. For some reason, it doesn't look like your display is working in that photo. Drum pointer altimeters only have a 100 foot hand, as the complete altitude is displayed entirely.

Recorded the battery sound right out of my Cessna 414 I own in real life! Same with the gear horn. Throttle response was adjusted in rev 1.2 and is much more manageable now. We are in the final stages of integrating the Flight1 GTN750! We're constantly striving to improve our products, and we think they get better with every release. The companies you mentioned produce fantastic products. I own at least one from each of them! But they're also much larger companies with far more people working on a given project. Our number one priority is to create a simulation that is a faithful simulation of the real aircraft. We feel that it is more valuable to have an aircraft that is operationally faithful to its real world counterpart, even if it doesn't quite feel like you're "there." Hopefully in the future we will have the resources to improve on our visuals. We're doing the very best we can with the resources we have, and we've been very happy with the overwhelmingly positive feedback we have received from many satisfied 441 owners!

All 441's are Conquest II's. The Conquest I is essentially a 421C with PT-6's, and there was really no "Conquest" other than in Cessna's marketing department. The Dash 10 engines are higher horsepower engines that have been flat rated to the same power output as the Dash 8 model. As a result, the engine is able to maintain its maximum rated power to a much higher altitude. The Dash 8 engines become temp limited at around 14,000 feet, whereas the Dash 10 engines will not temp out until well into the mid 20's. True airspeed is increased by 35 to 40 knots, range is increased by about 150nm, and service intervals are greatly increased. Hope that answered the question! Let me check with Mark on that one. I'll get back to you!

Hello Les, The reason you are unable to move the throttles after engine start is because you have not removed the start locks. The start locks keep the props in flat pitch during engine start to prevent air resistance on the blades, which would subsequently result in a hot or hung start. Features like this are why I reccomend all new 441 owners review my Video Based Initial Pilot Training series for the 441 on YouTube. Here is a direct link to the video that talks about the start locks: Fly safe! Joe

I think you're really going to enjoy it!

Revision 1.2 has entered the final testing stage everyone!

Never really got into FS economy. I've heard a lot of good things though.

Thanks for the kind words Craig and Cameron! We're committed to delivering a realistic and accurate product and keeping our customers happy. And just for kicks...I got bored with Adobe Premiere again... "A quick and entertaining look at why the Cessna 441 is the only general aviation aircraft you'll need for nearly every mission. 10 seats, over 300 knots true airspeed, and over 2000nm of range. And with all this performance, the aircraft handles short fields with ease thanks to a lot of reverse and massive fowler flaps. Here you can see the aircraft comfortably handle Harvey Field's 2750ft hard surface runway."

Hi Everyone, I'm Joe, the chief pilot and lead tester for FSW that makes all the videos First of all, let me say thank you to each and every one of you for the fantastic comments and critique you are providing. We have really tried to step up our game here at Flysimware, and we think the 441 reflects that. The reason that the 441 has not yet hit the big stores is because we are waiting for Revision 1.2 to be complete first. We are only a few days away, and I think you are all going to enjoy the update. Somebody already pointed out my video with the new gyro sounds. The reason that the landing gear sound is silent is because this is exactly as it is in the real aircraft. The gear and flaps in the 441 are hydraulic, and as a result are extremely quiet. They are totally inaudible in flight. You definitely can feel a "bump" in the airframe when the nosewheel hits the downlock though! We are constantly striving to improve, and our texture quality is no exception. It's a slow process, but we're getting there! We are currently working on Reality XP GNS530 integration, as well as Flight1 GTN750 integration. Cant say yet if we will offer RXP 430 or F1 650, but the first two are a go. If anyone has any questions in regards to the aircraft, future development of the aircraft, technical issues, etc, please do not hesitate to contact me at joe@flysimsupport.com PS - We have uploaded two new videos. The first is the third installment of our Video Based Initial Pilot Training for the 441: The next one is a 2014 year in review video. Thought some of you might find it entertaining. Fly safe! Joe