@finlayc Yes, using the recog lights when the gear is up is a good idea. (You always want lights on when you are near your destination and there is traffic around.) Just remember the recog lights are a LOT less bright than the landing lights.
Hi finlayc, Nice video, but let me make one suggestion. You may want to differentiate a Before Engine Start Checklist from an Engine Start Checklist. You speak about confirming that the Emergency Fuel Cutoff Switches (the red-guarded switches) are up during your Engine Start Checklist. I think it will serve you better if you move this to a Before Engine Start Checklist. I, too, confirm the the Emergency Fuel Cutoff systems are working and then I close the the Emergency Fuel Cutoff Switches (I move the red guarded switches to the up position) but I do this during my Before Engine Start Checklist. At this time I also do things like plug in my headset, adjust the seat, confirm the seatbelts are not all twisted up or stuck and adjust them to my ‘girth’, position the left armrest as needed, have a water bottle nearby, position window visors and put Post-it notes on them as needed, confirm fuel amount, confirm the crossfeed system is working, leisurely confirm all annunciators are working, confirm any important flight plans are already in the GPS unit, take a look at the ‘whiskey’ compass to see where it is pointing and see how much ‘whiskey’ it has, confirm an AC power source for a hand-held computer device is working if needed, confirm the flaps position (as they may have been put down during pre-flight), take a good look to see if any circuit breakers have popped, properly attach any suction cups to windows as needed, confirm I have all necessary charts and papers checklists, review any part of a checklist I am particularly weak on (for example, items on the run-up checklist, as there is a fair number of them and they need to be done quickly) etc. I do all these things at the start of my shift, before I have any plans to fly anywhere that day. (Believe me, there is nothing worse than fumbling to plug in your headset just before engine start, then fumbling to adjust your seatbelt because the last guy to fly the airplane ‘had less girth’, and doing all these things while people are waiting, especially passengers who are trapped with you inside a stifling airtight airplane that is hot and quickly getting hotter . Been there, done that.) I think that confirming the the Emergency Fuel Cutoff systems are working while doing your Engine Start Checklist creates an unnecessary increase in workload during the critical stage of engine start. Which brings me to my Engine Start Checklist (quickly check fuel and electrical switches, confirm the beacon switch is on, confirm power-levers-down props-up fuel-condition-levers down, quickly glance at the circuit breakers, etc.). Then it’s clear left, clear right, left boost pump on, and continue. I think that differentiating a Before Engine Start Checklist from an Engine Start Checklist will help you a lot. ( I also realize you are flying a computer simulation, not a real airplane, but I thought you might like to read about these things.)
Great feedback, thanks!. I do like the idea of separating out a 'cockpit setup' checklist so engine start is then just the start flow. I was worrying about having the battery switch on for too long without a generator running to check that the fuel pressure lights go out when the emergency cutoff switches are closed and to check crossfeed & transfer pumps. Will make some changes and move the checks you've mentioned to before engine start.
Hi finlayc, as always, a great video. If I may, I’d like to make a suggestion regarding the landing lights. (I noticed you are using the landing lights differently than in your previous video.) I believe your model of King Air has all the landing lights on the nose wheel strut. (I personally have never flown the C90-B.) We usually operate the gear and landing lights at the same time. It is done in one sweeping motion. For takeoff, I always do gear-up-and landing-lights-off together. For landing, I always do gear-down-and-landing-lights-on together. When we put the gear up, the landing lights are sealed within the nose gear wheel well. It is important to never have the landing lights on when they are sealed up in the nose gear wheel well.
Excellent point, thanks. The landing lights are indeed on the nose wheel strut. I guess they would quickly overheat inside the gear wheel well. I will add your procedure to my checklist! In lieu of using the landing lights, would it be correct to use the recog lights instead, say on approach but before lowering the gear, for conspicuity?
Hi finlayc, if I may, I’d like to make a suggestion. This is regarding the use of starter switches and generator switches during engine start. Having a starter switch and generator switch on at the same time can cause an overload of current in the electrical system. The electrical system has devices called current limiters which are a type of circuit breaker. When the electrical current is above limits, a current limiter can blow and could leave the airplane unflyable. The bad thing is, the pilot cannot reset a current limiter, it can only be reset by an aviation mechanic. Here is what to do. When starting an engine, turn on the starter switch, introduce the fuel, and start the engine. This will cause the battery to run down a little. Once the engine has started, turn off the starter switch THEN turn on a generator switch. This will recharge the battery (you may be able to see this by looking at the electrical gauges) and avoid blowing a current limiter.
Hi, that's interesting. I believe I did follow the correct switch sequence - right starter on, ignition, right starter off then high idle and right generator on. After that it was left starter, ignition, left starter off then left gen on. But, strangely, the left DC gen warning light went out when I turned off the left starter. Seems to be a bug in the X-Plane C90 as I can repeat it if I start the right engine then the left. Left DC gen warning goes out when the left starter is turned off, even thought the left gen is turned off!
icalder.github.io/holdingbuddy/. Can run it in a browser or should be able to install as a web app ("add to home screen") on mobile devices. Source code and some more info is here: github.com/icalder/holdingbuddy
I know this is an old video, but this aircraft's autopilot is still acting up for me. The autopilot freezes, especially in NAV mode. I tried to love this plane but it frustrates me.
Thanks for this I enjoyed the flight. Bit of a long shot but could the aircraft be loading with engine failures being set in the customization/failures config settings.
Thanks for the comment! I did check Flight/Edit Failures before starting the video as I'd had this problem before. All systems are set to 'Always working' and I did click 'Fix All Systems' just to be sure. Will keep digging
I was looking for your video to see how do you turn on the avionics in the center (G530 nd 430) becuse I do everything like you but when I turn on the avionics, the only one avionic that turn on is the EFIS but the G530 and 430 in the center are still off. Do you know how can I turn them on plz? Great video!
You must turn on both gps... Latest version has the button on the GPS (big C button), on the older versions you had a flip switch near the comms switches that was marked as gps... Good luck
On takeoff roll you must keep the torque and ITT gauges below the red lines. Throttle all the way to max would probably exceed the torque red line. When you get higher up in the climb you'll find that ITT then becomes the limiting factor
Thanks for all the videos on the C90! Very helpful indeed.
Quite the surprise on approach. Hope you found your life jacket
@finlayc Yes, using the recog lights when the gear is up is a good idea. (You always want lights on when you are near your destination and there is traffic around.) Just remember the recog lights are a LOT less bright than the landing lights.
Hi finlayc,
Nice video, but let me make one suggestion. You may want to differentiate a Before Engine Start Checklist from an Engine Start Checklist. You speak about confirming that the Emergency Fuel Cutoff Switches (the red-guarded switches) are up during your Engine Start Checklist. I think it will serve you better if you move this to a Before Engine Start Checklist. I, too, confirm the the Emergency Fuel Cutoff systems are working and then I close the the Emergency Fuel Cutoff Switches (I move the red guarded switches to the up position) but I do this during my Before Engine Start Checklist. At this time I also do things like plug in my headset, adjust the seat, confirm the seatbelts are not all twisted up or stuck and adjust them to my ‘girth’, position the left armrest as needed, have a water bottle nearby, position window visors and put Post-it notes on them as needed, confirm fuel amount, confirm the crossfeed system is working, leisurely confirm all annunciators are working, confirm any important flight plans are already in the GPS unit, take a look at the ‘whiskey’ compass to see where it is pointing and see how much ‘whiskey’ it has, confirm an AC power source for a hand-held computer device is working if needed, confirm the flaps position (as they may have been put down during pre-flight), take a good look to see if any circuit breakers have popped, properly attach any suction cups to windows as needed, confirm I have all necessary charts and papers checklists, review any part of a checklist I am particularly weak on (for example, items on the run-up checklist, as there is a fair number of them and they need to be done quickly) etc. I do all these things at the start of my shift, before I have any plans to fly anywhere that day. (Believe me, there is nothing worse than fumbling to plug in your headset just before engine start, then fumbling to adjust your seatbelt because the last guy to fly the airplane ‘had less girth’, and doing all these things while people are waiting, especially passengers who are trapped with you inside a stifling airtight airplane that is hot and quickly getting hotter . Been there, done that.)
I think that confirming the the Emergency Fuel Cutoff systems are working while doing your Engine Start Checklist creates an unnecessary increase in workload during the critical stage of engine start.
Which brings me to my Engine Start Checklist (quickly check fuel and electrical switches, confirm the beacon switch is on, confirm power-levers-down props-up fuel-condition-levers down, quickly glance at the circuit breakers, etc.). Then it’s clear left, clear right, left boost pump on, and continue.
I think that differentiating a Before Engine Start Checklist from an Engine Start Checklist will help you a lot.
( I also realize you are flying a computer simulation, not a real airplane, but I thought you might like to read about these things.)
Great feedback, thanks!. I do like the idea of separating out a 'cockpit setup' checklist so engine start is then just the start flow. I was worrying about having the battery switch on for too long without a generator running to check that the fuel pressure lights go out when the emergency cutoff switches are closed and to check crossfeed & transfer pumps. Will make some changes and move the checks you've mentioned to before engine start.
@@finlayc Don't worry, you can run the battery for five minutes or so with no problem.
Hi finlayc, as always, a great video.
If I may, I’d like to make a suggestion regarding the landing lights. (I noticed you are using the landing lights differently than in your previous video.) I believe your model of King Air has all the landing lights on the nose wheel strut. (I personally have never flown the C90-B.) We usually operate the gear and landing lights at the same time. It is done in one sweeping motion. For takeoff, I always do gear-up-and landing-lights-off together. For landing, I always do gear-down-and-landing-lights-on together. When we put the gear up, the landing lights are sealed within the nose gear wheel well. It is important to never have the landing lights on when they are sealed up in the nose gear wheel well.
Excellent point, thanks. The landing lights are indeed on the nose wheel strut. I guess they would quickly overheat inside the gear wheel well. I will add your procedure to my checklist! In lieu of using the landing lights, would it be correct to use the recog lights instead, say on approach but before lowering the gear, for conspicuity?
Hi finlayc, if I may, I’d like to make a suggestion. This is regarding the use of starter switches and generator switches during engine start. Having a starter switch and generator switch on at the same time can cause an overload of current in the electrical system. The electrical system has devices called current limiters which are a type of circuit breaker. When the electrical current is above limits, a current limiter can blow and could leave the airplane unflyable. The bad thing is, the pilot cannot reset a current limiter, it can only be reset by an aviation mechanic.
Here is what to do. When starting an engine, turn on the starter switch, introduce the fuel, and start the engine. This will cause the battery to run down a little. Once the engine has started, turn off the starter switch THEN turn on a generator switch. This will recharge the battery (you may be able to see this by looking at the electrical gauges) and avoid blowing a current limiter.
Hi, that's interesting. I believe I did follow the correct switch sequence - right starter on, ignition, right starter off then high idle and right generator on. After that it was left starter, ignition, left starter off then left gen on. But, strangely, the left DC gen warning light went out when I turned off the left starter. Seems to be a bug in the X-Plane C90 as I can repeat it if I start the right engine then the left. Left DC gen warning goes out when the left starter is turned off, even thought the left gen is turned off!
@@finlayc It's fascinating to hear about the differences between the real airplane and the computer simulated airplane!
Interesting info!
I wonder where I can find this utility "HOLDING BUDDY" ?
Thanks
icalder.github.io/holdingbuddy/. Can run it in a browser or should be able to install as a web app ("add to home screen") on mobile devices. Source code and some more info is here: github.com/icalder/holdingbuddy
@@finlayc thank you
fuel vent heating wasn't switched on, maybe this could be a reason?
I know this is an old video, but this aircraft's autopilot is still acting up for me. The autopilot freezes, especially in NAV mode. I tried to love this plane but it frustrates me.
Why feather both engines when 1 was still operational?
Thanks for this I enjoyed the flight. Bit of a long shot but could the aircraft be loading with engine failures being set in the customization/failures config settings.
Thanks for the comment! I did check Flight/Edit Failures before starting the video as I'd had this problem before. All systems are set to 'Always working' and I did click 'Fix All Systems' just to be sure. Will keep digging
I learned a lot from this video
Great job man 👏 👏👏
That's good to know, thanks for your comment!
I was looking for your video to see how do you turn on the avionics in the center (G530 nd 430) becuse I do everything like you but when I turn on the avionics, the only one avionic that turn on is the EFIS but the G530 and 430 in the center are still off. Do you know how can I turn them on plz?
Great video!
You must turn on both gps... Latest version has the button on the GPS (big C button), on the older versions you had a flip switch near the comms switches that was marked as gps... Good luck
Idk why the engines are catching fire when I put the throttle at its max... I do a cold and dark with good procedures...
On takeoff roll you must keep the torque and ITT gauges below the red lines. Throttle all the way to max would probably exceed the torque red line. When you get higher up in the climb you'll find that ITT then becomes the limiting factor
@@finlayc thx