BE20Fred

To match our aircraft, of course! Couple of good fixes in that one.

I spend a few hundred hours each year in BE20s and the engine noise is about right if you ask me. That's when wearing a high quality ANR headset though!

How and when will this be presented to Carenado? Has any feedback been received that they are monitoring these forums? Few more for the list: ADF ident goes to the DME2 ident switch. Both switches work as click spots, the ADF idents properly but the switch thrown in the VC is DME2. The text identifying what is displayed on HSI needle #2 (VOR 1/2, ADF) is mostly hidden behind the bezel. Is the channel identification on the C/P DME display showing?

Never seen an external power switch, and I get them up on external power pretty much every week. External power on, annunciator light on, battery switch on, cancel cautions - you're set. I rarely bother with getting the avionics up though, as I'm working with mission systems. Couple of notes from my first real flight in the Carenado BE20. I get condensation in the wingtip vortices at normal climb speeds, at least from FL200 and up. At FL300 they were there up to 150+ KIAS, but gone at 155 KIAS. OAT so cold that high mosture content wasn't the issue. Not right. Sound seems OK to me. I spend a lot of time in BE20s as technical crew, and I recognize the audio environment well. I never fly without a headset though, so that's my reference point. Turning off the messages in the GNS530 by holding the MSG button only works on the undocked 2D version of the Garmin. On the VC 3D version, MSG is still active. Turning the copilot OBS knob affects the L/H side OBS as well. The C/P OBS has a dead area of maybe ten degrees around 180 degrees where turning the knob doesn't move the needle. The needle then jumps to the other side of this area as you keep turning. At the time, I had the L/H OBS at a 180-ish setting, so there could be a connection there. The ITT decreases with altitude in the Carenado model. That's not right. They still rely on the FSX turboprop model? The Y/D is misbehaving as you reach the higher levels. The aircraft goes into a dutch roll above FL200 or so at normal climb IAS. The prop sync isn't working right as you climb. #2 prop RPM starts oscillating, and torque with it. This naturally results in some interesting yaw behaviour.