Latest Update: 2022/10/17


The below log shows all updates for this product since release:


v0.1.2

New Features:

- SPECIAL THANKS TO JAYDEE AND NICOTINE70 – When v1.1 was released, there was a bug that would prevent the engines from starting.  This was the result of an undocumented change to the engines.cfg file in SU11 Beta, which all the developers and testers of the Analog King Air just happened to be subscribed to.  This allowed the bug to go unnoticed until release.  As soon as the bug was reported, it took the hard work of my volunteers, and cooperation of many on the forums to find the error, and fix it.  We are very sorry for this interruption in your enjoyment of the Analog King Air, and hope that you will now be able to enjoy the new v1.2 features and improved flight characteristics in this aircraft.

- New aerodynamics and engine performance that take full advantage of the SU10 propeller modeling.  Propeller disk braking in flight is much more noticeable.  Idle thrust on the ground is more subdued.  Increased drag in flight results in more manageable approaches and landings. Reverse thrust tweaked for POH stopping performance.  Starter spool-up time is more realistic.  Propeller RPM during starting matches real world examples.  The combination of increased drag and corrected barber pole speed (see below), should drastically improve the flying experience.

- Total overhaul of fuel system.  Users can now expect very accurate behavior of the fuel system with regards to jet-pump fuel transfer, motive flow valve actuation, crossfeeding valve behavior, and crossfeeding logic.  Crossfeeding procedures have been updated in the checklists, and a narrative has been added to the Fuel Quantity Indicators manual section.

- Pressurization system refinement.  The manual dump valve is now also electrically actuated.  Single engine operation will reduce the pressurization system’s performance by approximately 30%.  Pressurization bumps when operating at the maximum pressure differential are not as severe, and should be managed before activating the cabin high differential pressure warning.

- New Pressurization Related Failures! CABIN SAFETY VALVE, CABIN OUTFLOW VALVE, INFLOW CONTROL UNIT, and DOOR SEAL failures..  As part of the new pressurization system, you can now manage a number of pressurization related anomalies.  How will you handle an unlikely combined outflow and safety valve failure at altitude?  Loiter at lower altitudes letting pressure escape through the cracks?  Try opening a window?

- Cockpit windows can no longer be opened at cabin differential pressures above approximately 2.5 psi.  This would require roughly 140 lbs of force to open.  The animation position of the door can be used to approximate the cabin differential pressure.  Windows will now also vibrate in the wind.

- CABIN DOOR annunciator is no longer connected to cockpit windows, as it is now connected to the DOOR SEAL failure.

- Second high altitude warning added.  The same warning horn will sound when passing ~10,000ft will sound again when passing ~12,000, and is canceled by the same button.

- Added support for WTT Autopilot Mod.  A separate package is required to use WTT mode, available at pms50.com/msfs/.  This mode limits radio equipment selection to the PMS50 GTN-750 GPS, which is a limitation of the WTT Autopilot System.

- Voltmeter select knob now spring loaded to return to triple fed bus from battery bus.

- New exterior lighting with incandescent color, and brighter landing and taxi lights.

- Recessed lighting added to the pressurization controller.

- Cockpit bounce lighting increased slightly to make dark areas more visible.

- Engine Fires are no longer recalled at the beginning of a flight like the rest of the failures, so alarms will not sound if you had an unresolved engine fire at the end of your last flight.

Bug Fixes:

- The emergency SU11b fix for v1.1 introduced an undesired condition where the engines would produce substantial thrust when condition levers were set to high idle.  This has been corrected with the new performance configurations.

- Barber Pole Speed fixed.  Previously the barber pole began decreasing to the FL350 limit of ~192 kts from sea level.  This gave the impression of too much power at the mid-level altitudes, with the aircraft easily able to exceed its VNE speed.  Now the barber pole does not decrease until FL210, which corrects this apparent performance flaw.  You will even get to your destination faster now, too!

- No window opening sound attenuation bug was accidentally reintroduced in v1.1.  This has been fixed again.

- Fuel Quantity Test switch position will now illuminate the low fuel quantity annunciator lights, and not change fuel quantity gauge indications.

- No Fuel Transfer annunciator lights will illuminate when the engine ignition system is activated on the same-side engine.

- L/R Low Prop Pitch annunciators now properly connected to the Right Bus for power, and are inhibited when the propeller is feathered, and when the aircraft is in flight.

- Bus Tie switch is now momentary in the MAN CLOSE position, and the MAN CLOSE annunciator will only be illuminated when battery power is being used to hold the generator bus ties closed.

- ITT curve increased by ~35 °C. ITT will now be more limiting on high performance takeoffs and high ambient temperature cruise.

- Crossfeed valve circuit breaker will now disconnect the solenoid valve from all buses, not just the triple-fed bus.

- System will not go dark if the bus ties are manually opened when both propellers are in feather.  This was due to the custom implementation of the triple fed bus diodes and the MSFS bug where generators on free turbine engines do not produce electrical power.

- DC Load Meters would incorrectly fail when power was lost to the center bus.

- ADI-85A is now electrically powered, rather than vacuum powered.

- Instrument air supply connected to both engines, not just left.

- ADI-85A ATT and CMD flags were accidentally reversed in the model file.

- Manual note added to CTL-22 COM Radio systems guide:  “NOTE:  Pressing the inner dual concentric rotary encoder knob will toggle the radio’s 8.33 kHz tuning mode for compatibility with European frequencies.  The text “8.33” will be shown on the CTL-22’s display when this tuning mode is active.  For your convenience, COM3 on the pedestal defaults to 8.33 kHz mode.”

- SU11 localization compatibility.

- Manual updated to reflect all changes.  Now over 100 pages long.  Happy reading!


v0.1.1 - 2022/10/14

New Features:

- Note on MSFS generator limitations added to operating tips in manual.  The underlying MSFS alternator/generator logic is faulty for free turbine engines, and will improperly limit generator output when the propeller is in feather.  To ensure the battery is charged on the ground, take the propellers out of the feather detent, and monitor battery charging with the overhead ammeter.  This bug must be corrected in MSFS by Asobo.

- Generators will not go online after resetting them if its starter motor is running, and generators will be tripped offline if its starter motor is activated.  This will help prevent the occurrence of users leaving the starter energized long after the engine has started, and encountering a “GEN OVHT” annunciator, subsequently burning out the starter-generator, and damaging the electrical system, causing a bus fault to be detected.  This is the only condition that can result in “GEN OVHT” illuminating.  It does not indicate a starter-generator failure, but that one will result if the starter motor is not disengaged in approximately another 30 seconds of use.

- Redesigned pressurization controller to be fully vacuum actuated.  The system now properly emulates the two valves (outflow/dump and safety)of the real aircraft.  The system will now continue to function without electrical power, except for activating the dump valve on landing.  Cabin climb rate will also now gradually round off when approaching zero pressure differential.  Hysteresis for high pressure differential safety valve actuation is overridden by a lower target altitude setting.

- Improved aerodynamics and performance by JayDee.  The aircraft now have no acceleration on the ground when the throttle input is zero with standard bindings.  This corresponds to a minimum power lever setting in the ground idle range while taxiing.  Climb performance has been slightly reduced, reverse thrust power has been significantly reduced, new moments have been calculated to give the aircraft a slightly heavier feel, and adjustments made to the flap drag and lift coefficients to improve the accuracy of stalling speeds.

- Panel.noreg now included in the main package folder for livery creators.  If you wish to create a livery mod that does not use the default, dynamically generated tail number on the exterior, simply use the line, “Panel = \..\..\bksq-aircraft-analogkingair\panel.noreg” in the livery’s aircraft.cfg.

- Several new Frequently Asked Questions (FAQ) added to this manual.

Bug Fixes:

- External power cable would sometimes appear when opening cockpit windows.  External power and fuel hose are now correctly coded to interact with the exterior model.

- The risk of causing a starter-generator overheat by leaving the start switch engaged when the engines are running has been reduced by 95%.

- TDS GTNxi power is currently connected to the center bus power, which can cause inadvertent reboots.  The developer of the TDS GTNxi is working on a patch that will implement custom circuit settings, allowing the TDS to behave properly in the Analog King Air.  This should not affect the GTNxi during normal flight operations.

- SU10 ground handling parameters are now in the correct section of flight_model.cfg.

- Triple-Fed Bus voltage is now ~0.8V lower than supply voltage due to voltage drop across the diodes feeding the Triple-Fed Bus.

- Fuel Pressure Low annunciator lights will remain illuminated when their associated firewall valve is closed, and standby fuel pumps are activated.

- Battery voltmeter will read zero when the battery emergency switch has been activated with no other sources connected to the battery bus.

- Livery Example aircraft.cfg typo changed from “caravan” to “kingair”.


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