I am using the TDS NXI with this plane with no stutters. I have the arrow as well and performance is like it was with that.
Be sure to report any and all issues to the developer on Avsim. There you will find a page specific to this plane (as it does state on their website and where the manual is).
If you report the issues here the developers won’t see this.
Yea, i did find it after a while,but there is clickspots all over the window that does nothing… 
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Bought. Really hope they continue to expand into MSFS. I’d love to see their 402 brought over.
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That’s enough to keep me away until those issues are resolved.
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Not sure what the critical altitude of the 414 is but the engines are turbocharged so you wouldn’t see a MAP drop with altitude, up to the critical altitude at least.
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Does anybody know if the 414 supports the new propeller physics?
Looks like the critical altitude is 20,000 feet (page 72 of this POH). Could someone take the aircraft above 20,000 and describe how the engine behaves? I’m curious how well the engine is modeled before buying.
The two planes are very different not only in configuration, but also in application.
The C337H is smaller, far more utilitarian and built for lower altitudes.
The C414 has is built for comfort with a pressurised cabin and powerful turbocharged engines. It can easily be flown long distances at altitudes beyond 25.000ft.
So you could say if you make a step up from a Chancellor you’ll be flying a King Air. If you make a step down from the Skymaster, you’ll end up in a Skylane or Seminole.
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I am currently struggeling to make her follow a simple GPS course tbh. It’s not that I don’t know how that normally works - but here?
I have the GN530 set to GPS, the course shows up on the screen. On the AP panel I have FD, NAV and ALT on and the AP masterswitch under the throttle quadrant is on too (shows orange AP light on AP panel).
It’s funny because I have no problem with her to follow a VOR signal - but GPS? no way.
Any idea what I’m missing. Ah - and because maybe of the same reason I cannot make her follow down a glideslope.
Any ideas?
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I definitely recommend this aircraft. There are some minor issues, but overall, it is very well modelled from a systems perspective and looks and sounds good. Flysimware contracted out the texturing for this one (apparently to a company that does work for Carenado) and while I’m no rivet-counter, I think it looks excellent inside and out. It is a very complex airplane from a systems perspective and while one can get it started and go take it for a flight, there is quite a bit of ground school that must be done to get a full understanding of the systems. Unfortunately, the included manual is a bit lacking in that respect. It doesn’t include much in the way of operating or performance information. A Garmin 605 manual and a manual for the fuel computer are the only systems documentation included. I highly recommend finding a POH on the internet and reading it. There is quite a lot to learn and IRL a new owner would need some ground school.
The airplane flies well enough, though it comes out of the box fairly twitchy–especially with respect to the elevators. Changing my control curves for this aircraft in FSUIPC lead to a much better experience.
Engine modelling seems reasonable at first glance. The engine critical altitude is FL200 and manifold pressure in my cruise climb was constant all the way up to that altitude. I continued up the service ceiling of FL300 and that seems to be pretty accurate–climb performance was anemic for the last couple of thousand feet and I ran out of manifold pressure at ~FL260 IIRC. Mixture behavior is stupid and unfortunately expected because Asobo has still not correctly modelled Turbo-charged engine behavior, so you do have to lean the mixture in climb or use auto mixture as suggested by the documentation. At FL300, the mixture was almost to idle cutoff which may or may not be realistic. Cowl flaps did affect cylinder head temperature, though temperatures were very slow to climb. I didn’t really need to have the cowl flaps open on the climb up to FL300, which seems questionable to me (I could never get away with that in the Continental IO-520 powered aircraft that I’ve flown), but I have no experience with the RAM IV Cessna 414.
I shut down the critical engine (left) in flight and performance was reasonable if a bit too optimistic. I was able to climb around 500 fpm, which is a bit high IIRC. Then again, with the RAM IV it could have been reasonable at my weight. I landed single engine without issue and decided to go around after I touched down. The aircraft was able to do a single engine go-around, but just. The POH does say it can be done, so color me impressed. I will say that the amount of rudder needed to offset the yaw due to the dead engine seemed like way too little. In the Piper Seneca I that I got my MEL in, it was rudder to the floor.
I also did a aborted take-off, cutting at just below V1. Renton airport (KRNT) has a 5300’ runway and I used almost all of it to get stopped from a rolling start. Based on the POH, it seemed pretty plausible. I need to go back and try it again paying attention to weight and holding brakes until 38" of MP, but it certainly seems to be in the ballpark.
I’m running with dual TDS GTNxi 750s (which I’m still in the process of learning how to use), but there were no issues that I found. I haven’t shot an ILS yet, but basic navigation with the autopilot slaved to the GPS worked as expected. There is at least one configuration with wx radar, but it is not implemented. This is another Asobo issue that really needs to be fixed. Hopefully, when that happens Flysimware will implement wx radar at that time (along with TDS for those of us using their Garmin product).
There were a couple of issues that I found so far. For some reason, retarding the propeller controls during runup will not lower the RPM (I think somebody else may have mentioned that already). I also had some flickering and display issues with secondary DG. The fuel computer was showing double with the lights on.
That is all I have for now. Next steps will require me to do some more reading and learning to get a more complete grasp of the systems (like how to manage cabin pressure correctly), so I can take a cross-country flight and test the cruise performance.
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I can’t seem to get it to go above 180kts even at full power, despite its cruise speed being 203?
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Same here - can you make her follow a GPS course though?
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I haven’t tested the AP yet but ill try later
thx mate - let me know pls 
Hi Geoff
May I ask you how you managed to make her follow a GPS course? I have GN530 set to GPS, AP on, FD on NAV on ALT on - yet it would not follow the GPS path… any ideas?
I dunno.
Had a CTD (event viewer told me MSFS app error) when flying above the KLAX Class B airspace. That hasn’t happened in quite a while. Quite… a while.
Can’t say I’m doing backflips over this one. I’ll get into the manual a bit more, just to make certain I’m doing things correctly. Mixture is really, really wanky. I think setting auto-mixture is a must. Can’t really blame that one on the dev… mixture isn’t right in MSFS, and hasn’t been since release. With this model the shortcomings are especially glaring.
Just not a super good first impression, especially with the CTD. But I’ll give 'er another few flights before she gets parked for good. And… the dev did say it is a “beta” release. So… high hopes! 
Same here. But I blamed that on my reticence with regard to reading the manual. Glad to hear I’m not the only one facing that issue… 
Did you make sure the CDI button on the Garmin was set to GPS?
Yup - this is the case - I fly many different airplanes - but here I seem to fail lol
Heh, I’m about to write “check the CDI is set appropriately” onto the various pre-take-off checklists for my Garmin equipped aircraft. I don’t know what it is, but I’m about 50-50 remembering that as well. It seems stupid that the default selection is VLOC when almost everybody is flying GPS these days!
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