capceo

160 to 180 is entirely too slow. I've never actually flown the 850 in real life, but with things like this it's pretty standard across the board. In the Lear we climb at 250. The idea in a jet is to get up high as fast as you can, where you burn less fuel. But at the same time, do it while covering enough ground that the climb is still efficient. 250 is generally a good number because you conform to the speed restriction below 10,000 feet, and still maintain good climb rates above 10,000. Meaning you don't have to reconfigure the autopilot when you cross 10,000. When you have to step climb, you climb even faster. A step climb from, say, FL320 to FL410 will be done at only 20 or 30 knots below Vmo. You'll only be getting 500-1000fpm, but it keeps the climb efficient.

All taken care of Mike?

The nose was removed from the VC because the pilot can't see it in real life anyways, and because it saves FPS.

Did you get the issue resolved Mike?

More than likely, you have a slider too low. Probably engine sound slider.

Dale, that procedure is for removing the start locks, not engaging them. There is no need to wait until 50% to pull the power levers into full reverse on shutdown. As soon as you pull the RCS switches into STOP, just go to full reverse, and leave the power levers there until below 20%. This will set the start locks.

We can talk on TS later about this Mark, but I just want to explain this from a real world pilot's perspective so there is no confusion. The FD will always work with or without the autopilot engaged. All modes on the mode selector will work without the autopilot engaged. When the AP is off, the FD simply displays what the autopilot WOULD be doing if it was on. In other words, it shows you what pitch/roll inputs are needed to achieve the results dictated by mode selector inputs. Whether or not the AP is on or off is irrelevant. The FD will still display the info. It's just a matter of who's going to fly the airplane; you or the autopilot.

Unfortunately, we do have real jobs! I have personally read every concern expressed, and we will be addressing each an every one of them. I am going to make a tutorial video on the autopilot. It seems to me like most of the issues people are having with the autopilot could have been avoided had I went into detail in it's operation during the videos. I apologize for the oversight. For example, NAV will not always capture like the default autopilots will. The airplane has to be within a certain distance of the desired track and course line, and has to be pointed toward the next waypoint. If these criteria are not met, NAV will arm, but won't capture. While armed, you can still fly the autopilot in heading mode. HDG will automatically disengage when NAV captures. Keep your eyes posted for the video! Joe

Paint kit is being finalized and will be available very very soon!

You can all schedule your training sessions whenever you'd like!

Glad you got it worked out! Fly safe!

Les and John, Thank you for your kind words. The MU-2 at present does not support FSUIPC commands. This is something that has never been requested, so we haven't even explored the possibility. Perhaps for a revision or future product.

Thanks Dave! 1. The plane wobbling side to side on taxi may just be that youre taking turns a bit fast. The MU-2 has a very narrow track, and with the added inertia from the tip tanks, FSX tends to exaggerate the inertial results. On landing, it is very important in a Mits to ensure that both engines come into reverse at the same time, and at the same rate. Again, a result of the narrow track gear. 2. The most likely culprit here is that your condition levers are in the emergency stop position while trying to reset the start locks. Make sure they're in the taxi range. Otherwise, the propellers will try to feather when the power levers are brought back out of reverse. 3. The MU-2 actually has oscillating beacons. We too agree that they could use some improvement, so expect to see that in an upcoming service release. Joe

Thanks for all the kind words and positive reviews everybody. Glad you're enjoying your new aircraft. I'd also like to mention that we have not yet determined what (or if) there will be a price for the expansion pack. Joe

Hey Dave, The issue we are running into is the $$$ required to hire a texture artist that can take our products to the next level. We're doing everything we can for people to see the improvements we make as we grow. We're hoping that they will continue to support us so that we can deliver the textures you have all been wanting. Joe

Thanks for the kind words! And I don't fly the Caravan for a living. Just a funny quote I picked up.

Decided to publish these early so you guys can get studying! Enjoy. https://www.youtube.com/playlist?list=PLm_Rn0TNmaokiTzoA8tNr2XbkcqFQ3TEQ

Yup. Thats exactly whats going on. I mean we're also making some other improvements like VC rain effects, but who cares about that. ^_^

Hi Dave. We looked into this when we were still in the development phase with the 441. We only had 2 people express interest in the Mindstar units, while we had well over 60 express interest in the Flight1 GTN750. We ultimately decided to go with the GTN unit. Not saying we wont do mindstar in the future, but there just isnt a strong demand for it right now.

I've done some brainstorming about this issue. The best I can come up with is that when you're pulling the throttles down into reverse to engage the start locks, you aren't going far enough into reverse for them to engage. Setting the start locks on shutdown requires full reverse. It's hypothetically possible that you aren't achieving that due to a calibration issue. Unfortunately, the turbine lag is something that is basically hard coded into FSX. We really have no way of getting around that. The faster we make the throttle response, the less stable the engines become. We decided to compromise and give you a stable response with a bit less lag than a normal turboprop in FSX would have. As for the fluctuations at flight idle, I can't come up with a solution to that. I can't even think of what the root cause might be. I'll keep at it. Joe

That's quite interesting. I use a PFC quadrant and don't have any issues. Its only happening with the 441 for you?

You bet Dylan. P3D compatible.

The bottom line is that the MU-2 is a safe airplane, a very safe airplane actually, in the hands of a well trained pilot. It is better built than any other airplane in its class, including the King Air. Its AD and SB history attest to that. It requires an experienced pilot that has undergone the proper training to fly it. Just like any other high performance airplane or jet. Know what you're doing, and there's not a single airplane out there that can beat it.

That's Mr. Riley Hagan with his beautiful Marquise, N511AM.

We used the SIMCOM MU-2 Marquise/Solitaire/N model/P model training manual for the project. Contains most of the stuff the AFM does, but with a bit more explanation.