I tried this and something definitely seems wrong here. I tried 0.25, 0.125, 0.0625 and finally I tried 0.00001. I seems like reverse prop power decreases but even with lowest setting I could stop from 100kts to 0kts without brakes in what seems a few hundred feets. I tried with Dev ON → Windows → Behaviors → Quick Reload and with reloading entire flight. It should be easily verifiable.
Also, as soon as King Air lands, prop changes sound without any input and it looses speed much faster than it should. Is there any automatic reverse on touchdown, since that would explain apparent ineffectiveness of prop_reverse_available variable?
I’ve been doing some bush landings in the King Air and I am also seeing extreme effectiveness with reverse beta range. It seems to stop on a dime even at heavy weights. This could use some more tweaking.
I am also experiencing these three issues / indications.
Additionally, surface wind has an outsized effect on taxi speed. I have to ride the brakes or momentarily apply reverse thrust even in light tailwinds.
I updated my Analog King Air Customization Pack. I included two inofficial flight model updates/bug fixes. One for SU10 users and one for SU11 BETA users. Please read the notes in the change log. Only install the SU11 folder if you are in SU11, otherwise it will break the plane. Every folder is a seperate mod.
With the inofficial bugfix some of the often mentiones problems should be gone - like abrupt sound changes on touchdown or in taxi, reverse seem to be overpowered and left roll tendency. For SU11 users the inoffical update also adds a better power lever curve and a new stall behaviour for testing. Please give it a try and give me your feedback.
Additionally I now included a small mod, which enables all Asobo king air liveries (emerald, global etc.) for the analog king air.
I also didn’t had a big left roll tendency, maybe a right but, since I flew a lot the caravan, I had a little a roll tendency wich I assume is part of torque effect, why other aircraft would not been affected ? maybe if we had engines rotating in opposite side it cancel this effect, but I m not even sure . here both engine run in same clock wise so normal it tend to be more pronounced.
to conclude I always take some behaviors as part of aircraft specificities and use the trims as they should be .
also I never use the reverse range, so dunno if I will notice big change with this new flight model.
I m more hype by the SU11 which should show up soon I m sure the flight model will get bigger improvment following this new version than with those tweaks
I use the TDS GTNXI and sometimes the GNS530 won’t turn on. Sometimes it works but most of the time it stays dark. Has anyone else the same issue? I use the PMS mod for the GNS.
Right ITT and N1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
(1000C maximum)
If no ITT rise is observed within 10 seconds after moving
the Condition Lever to LOW IDLE, move the Condition
Lever to CUTOFF and release the Ignition and Engine
Start Switch to OFF. Allow 5 minutes for fuel to drain and
starter to cool, then follow Engine Clearing procedures.
Left Generator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RESET, THEN ON
AMBER [L DC Generator] CAS MESSAGE REMOVED
Right Generator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RESET, THEN ON
AMBER [L-R Gen Tie Open] CAS MESSAGE NOT
DISPLAYED WITH SWITCH IN THE RESET POSITION
I have been wondering if the left engine should start first for safety reasons?
