No thank you.
I have enough problems landing as it is now without looking over my shoulder every 5 seconds or so to see if the passengers are behaving themselves 
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Quick update on the bindings for anyone interested in how well this aircraft caters for external control. I have all overhead controls (not including the cbās) all working. Only gripe on this is the master battery switch binding operates the circuit but the switch animation isnāt moving. Iāve reported than one to the dev.
I ran out of time to go into any detail on the rest but had a quick look at them and so far all I can see missing are some of the ac controls on the lower right side panel. Iāll try setting the rest during my next session.
There are quite a lot of custom LVARās so youāll need third party software for control of these. Most of them are listed in the manual on FSS website.
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Good question! Most of the time I can find those on Wikipedia, but this airline doesnāt seem to have an entry. Perhaps too small/local?
Callsign is S7-ADM
I wonder if they refer to the aircraft for ATC as alpha-delta-mike or āAdamāā¦
Sorry, unfortunately I canāt answer that.
i submitted a ticket for the attitude indicatorā¦they replied thatās a konwn issue and will be fixed in the next patch
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Yep - FADEC (Full Authority Digital Engine Control) is becoming the standard. Itās more reliable and takes some of the workload off the pilot.
Thanks for the replies!
This add-on aircraft looks incredibly detailed and flexible, with the loaded EFB and the fun variants. That alone makes it very attractive.
In real life, what is the use-case that leans P2012 versus Grand Caravan?
I would assume if they are using the full WT G1000NXi avionics with no custom code that the Navigraph G1000NXi Simbrief plugin should work?
The numbers on the P2012 are surprisingly comparable to the Caravan, so itās a good question.
The P2012 was made to Cape Airās specs as a replacement for their C402ās, so I guess you could call that the main use caseā¦that type of operation. It could also be seen as a modern equivalent to a Piper Navajo or Chieftain.
I guess generally speaking, a piston twin is going to be more economical than a turboprop single. I imagine the Caravan probably has an advantage in some hot/high takeoff situations even with the P2012 being turbocharged. The Caravan is bigger inside and probably more rugged overall.
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The P2012 is also ideal for routes where a greater distance has to be covered over open water. Itās always a good idea to have two engines 
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Iāve heard turboprop singles are just as reliable as twin pistons. Turboprop engines are super solid.
Yes, but if your only solid engine craps out, it sucks too 
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PT6 is about the most reliable engine there is.
A caravan cost per hour is north of $1600. The P2012 appears to be about $400/hr. Thatās a sizable saving for a carrier.
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Might also have been easier for Cape Air to fit a new piston-engine aircraft into their maintenance operation, vs. adding the personnel and equipment needed to maintain turboprops.
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yes, and the overhaul price of a turboprop is a fortune.
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I have the 2006. I like it, but donāt fly it a lot. Maybe because sheās a little too slow? The 2012 seems a bit more attractive, but is it so much better/different that it would justify a purchase? Especially because my hangar is full of planes I bought that looked great but are forgotten easily.
I know itās my own decision, but I need to justify this purchase (or not).
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Not to burst your bubble of excitement for a new aircraft. But the 208 is 100+ HP more powerful, both engine combined.
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