If I switch to "Windowed Simulator" then these buttons are back, but in Full Screen Simulator they do not appear. Any help is appreciated.

Started flying this 340 II RamAir since I got the nagging dome light off while retaining the gauge lighting and Bernt Stolle's mods the C340 is comparable to the RealAir Duke(s). However, I use the F1 GTN 750/650 stack on 2nd monitor.  So I have the stock 430's and the old WX Radar blacked out.  Try as I might I cant get the GTN 650 squeezed in to the 430 spots. I'd like to use this spots for Avidyne or something. I did manage to replace the Radar ALT with the stock Autopilot. 

1.  The mod emulates the 335 HP RAM Series VI.

http://www.ramaircraft.com/Aircraft-Engine-Upgrade-Packages/Performance/340A-Performance/SM038C4-340A-Performance.htm

It includes RAM MP gauges, Tachometers, and of course, the eye-popping RAM performance.

2.  The pressurization is fixed.  It now initializes at field elevation + approx. 500 feet instead of 24,000 feet. 

3.  The Hall Reduced Thrust Detection system has been reworked to operate in accordance with its patent (Company is now defunct and I haven't been able to find any documentation other than the patent, which is included).  The Carenado version didn't address the intent of the system. 

4.  The panel has been reworked to use either the F1 GTN 650s or the default Carenado GNS 430s.  Adjustments to night lighting on both panels.  New ADF for both panels.  New Digital Transponder for the GTN panel. 

5.  MAJOR changes to weight and balance.  I don't really know how the thing flew with the default setup.  Both the CG and the CoL was well behind the wing.  Along with that came some pretty serious changes to the FDE.  Minor changes to contact points.  

6.  Reworked King KFC-200 Autopilot to conform with its operating manual (included).  Yaw Damper switch added to Autopilot pop-up.

7.  Integration for the REX/MILVIZ WxAdvantage Radar

8.  Default sound file reworked to operate with constant speed props.  Additional sound file I cobbled together included, also.

9.  The normal optional throttle and prop matching algorithm.

10.  SHADIN fuel flow gauge now works with both engines. 

Requirements:

1. The mod will require FSUIPC

2.  The major changes to the aircraft.cfg and .air files precludes this mod from living in the same folder with the default Carenado C340.  Instructions will include building an entire new airplane folder. 

3.  The mod was built and tested with P3Dv4.1, F1 GTN Complete, and the default Carenado GNS430.  It may work otherwise, I just haven't tested it. 

I hope to finish up this weekend.  Those of you already on the mailing list will receive the mod by email.  If you want to try it out, PM me an email address with your request.

Happy Flying!

Any help greatly appreciated!

Allan

Click on the link, not the photo, to watch the video.

https://www.youtube.com/watch?v=5Lvv8UNRkeA

there is another 2 but i cant find the images

http://www.ramaircraft.com/Aircraft-Engine-Upgrade-Packages/Performance/340A-Series-VII-Performance/SM039C4-340A-Series-VII-Performance.htm

[GeneralEngineData]
engine_type = 0
Engine.0 = -8.30, -6.92, 0.0
Engine.1 = -8.30,  6.92, 0.0
fuel_flow_scalar= 0.80
min_throttle_limit =  0.0;

[piston_engine]
power_scalar = 1.3
cylinder_displacement= 86.6
compression_ratio= 8.0
number_of_cylinders= 6
max_rated_rpm= 2700
max_rated_hp= 335
fuel_metering_type= 0
cooling_type= 0
normalized_starter_torque= 0.3
turbocharged= 1
max_design_mp= 38
min_design_mp= 1.0
critical_altitude= 25000
emergency_boost_type= 0
emergency_boost_mp_offset= 0.0
emergency_boost_gain_offset= 0.0
fuel_air_auto_mixture= 0
auto_ignition= 0
max_rpm_mechanical_efficiency_scalar= 0.94
idle_rpm_mechanical_efficiency_scalar= 1.0
max_rpm_friction_scalar= 1.0
idle_rpm_friction_scalar= 1.0

[propeller]
thrust_scalar = 1.2
propeller_type= 0
propeller_diameter= 6.8
propeller_blades= 3
propeller_moi= 13.5
beta_max= 45.0
beta_min= 15.2
min_gov_rpm= 500.0
prop_tc= 0.1
gear_reduction_ratio= 1.0
fixed_pitch_beta= 0.0
low_speed_theory_limit= 80.0
prop_sync_available= 1
prop_deice_available= 1
prop_feathering_available= 1
prop_auto_feathering_available= 1
min_rpm_for_feather= 700.0
beta_feather= 88
power_absorbed_cf= 0.9
defeathering_accumulators_available= 1 
prop_reverse_available= 0
minimum_on_ground_beta= 1.0
minimum_reverse_beta= 0.0

Regards 

Ignacio Capistran

Anyone?

If you don't like the AP you can create a popup window and put the stock FSX beech baron radio popup in there. 

I run it and GTN750 on second monitor ( along with windowed avidyne)  Still seeing 60 FPS and everything works.

I ditched the garmin 530 one and moved the garmin 530 2 up in its place. Then I put the C340 autopilot where the garmin 530 2 was. It's of course oversized but at least if you want to use the stock C340 AP its higher on the panel.  

I understand that this aircraft doesn't have an "ALT HOLD" function in the traditional sense.  Use the rocker switch to control VS and then hit the ALT button to hold the altitude.  The question I have, is can the auto pilot fly a glideslope?  I see where it SHOWS the glideslope, but can it FLY one?

If so, how do I tell it to do so?  Here's how it happens for me...

I'm established at a proper angle to intercept the ILS with the alt hold enabled and HDG on the AP.  All is well.  I get close and see the needle goes active, so I hot the APR button.  The HDG light goes off and the plane banks to intercept the localizer.  FIRST PROBLEM, when I hot the APR button the ALT hold function automatically disables.  So I climb back to the appropriate altitude for the approach and hit the ALT button again.  So now I have the ALT and APR lights on the AP annunciator panel (along with FD and AP of course).  The autopilot flies along this course towards the runway, I see the glideslope indicators start to move down, I watch them go past the mid-line... and SECOND PROBLEM, just keep going!  The plane flies RIGHT through the GS intercept and the GS light never turns on.

If there is not supposed to be a GS function, then why is there an indicator for it?  Also why when I hit the APR button does the ALT HOLD function turn off?   If it is possible could someone give a breakdown of how to fly a glideslope with the AP.

Thanks

PS I noticed the F33A bonanza does the same thing.

Although I do notice it's not PERFECT. However we all know you cant get a perfect comparison. I dont know his weight loading and I can only aproximate the weather not having his METAR or ATIS. I got the temperature as close as I could.

Approach... 22.5" MP, 2300 RPM, 1 Notch Flaps, Gear up, 3000 feet = 140 KIAS and 700fpm.

Here at 18" - 19" MP and 2200 RPM, Gear Down, 2 Stage Flaps = 115 KIAS and 600 fpm

Going to 300 feet AGL, Short Final, Landing Config and Same settings...

Cossing the numbers and pulling it back...

Compass correct VOR 2 dialed in and correct. GTN750 correct. HSI went crazy

https://photos.google.com/share/AF1QipPa5fV3oYiGHzWENNPtts_28_ukBY209MULdONIdzrbYQYhAkDdnxCr9Lh8Dhw4Zg?key=OTBjU0ZEc2JJQThCMDBWeHFTaTNsLXlLZ0VkTnpR

If this is not the correct forum for a question on Panels for the GTN, please let me know.

Does anyone know where or have the panel integration for the GTN750/650 into the Carenado Cessna C340?

Thanks,

Mike

<Gauge Name="Control_init" Version="1.0"><!-- No 3d Knobs -->   <Element>      <Select>       <Value>           (L:Init,bool) 1 != if{             1 (>L:3DKNOBSBOOL,bool)               1 (>L:Init,bool)                             }            </Value>           </Select>    </Element></Gauge>

Save this file as "Control_init.xml" 3. Add this gauge line to a Vcockpit section of your panel.cfg filegaugeXX=Controls!Control_init, 0,0,1,1XX is simply the next numberI usegauge07=Controls!Control_init, 0,0,1,1in the [Vcockpit04] section

Would appreciate the help.

1. I see no option to preset altitude similar to that in most other aircraft of the type. There's usually a window where you enter it and that it is notifying you on 1000 to go.

2. How do I automatically track the plan? I see no NAV/GPS hold function but the HDG hold.

please advise.

João Alfredo

I can post a picture and panel.cfg if necessary.

Thanks,

John

I've tried to run the C340 installer and get a message that there is no FSX installation. This is correct as I've uninstalled FSX. However, I have a 'dummy' FSX.exe in the p3d root

What is the current process to install aircraft into p3d?

Sent from my iPhone using Tapatalk

I have done periodic flights with it, but just by chance, usually in warm weather. I recently conducted some flights around my area in Canada and with the REX+Overdrive weather engine injecting real time weather I can honestly say things have been rather "cold" to say the least. -20C temps on the ground and below -30C up at altitude. During my flights, I have been experiencing complete eventual power loss. With the cold temps and presence of cloud, I knew this was an engine icing condition. Having flown many fuel injected engines in the real world, I found this rather unusual because it is quite rare and requires very specific conditions to occur. None the less, the engines were icing up. As per the Normal and Emergencies Procedures manual supplied along with the files it states that in the event of induction icing to pull the alternate air knob to the first indent to the cold alternate air position. These are the aluminum left/right engine alternate air knobs below the cowl flap knobs. It then further concludes that if the alternate cold air position ices up to pull the knobs all the way out to the heated position. Within Carenado's aircraft the knobs are non-functioning in the cockpit. The only solution I found to this problem is to use the "H" key on the keyboard set default to "carburetor heat" unless it has been re-assigned. This instantly clears the problem, but mucks around with the switch positions of several heat controls, such as the pitot heat and static port and probe heat. Using the "H" key also illuminates the "SURF HEAT" light on the annunciator panel that remains lit regardless of the surface heat switch position on the side panel. Oddly this light never comes on with the movement of this switch. Since the engines do fail due to induction icing, it would be nice if this was corrected with proper 2 indent positions as per the manual on the engine alternate air selectors. It would also prevent inadvertent re-positioning of the pitot heat switch with use of the "H" key, (I lost airspeed indications on several occasions because of this).

Selection of fuel tanks is also cumbersome. Currently the only way to move them is to cycle them through all their positions, including the "OFF" positions. It would be preferred to move them clockwise and counter clockwise through the mouse scroll wheel, or alternately creating click spots to move the selector directly to the desired position. Currently the only method of switching from AUX tanks to MAINS is to move through the OFF position which instantly starves the engines of fuel. In reality, one would have anywhere from 5 to 10 seconds before any indication of power loss.

Flaps only have 0, 22, and 45 positions. All examples I have seen have 0, 15, 30, and 45. The airframe used by Cessna is fairly consistent through 300 and 400 series aircraft and all examples I can find have the four positions including the 414 which I have experience with. Perhaps your reference aircraft is rare or was modified with a Robertson STOL kit?

Post lights illuminating the autopilot and cowl flap knobs is completely absent. Use of the autopilot and Yaw damper switch is extremely difficult when flying at night. The whole portion of the lower center pedestal is dark. Two post lights illuminate the autopilot controller and yaw damper switch and one post light illuminates the cowl flap and alternate air knobs.

Fuel burn values are way above those in the performance charts of the flight manual provided. Best lean value I could achieve was 44.7 GPH (295 Lbs/Hr) burn at 16,000 ft at 28" Hg manifold pressure and 2300 RPM with a temp of 6F below standard, that's over 60% of published values. As stated by others, the EGT gauge is of no use for leaning. I leaned until I could hear the engine drop in output then en-richened for normal operation. This is no where close to proper or normal procedure. The mixture should be leaned to peak EGT for optimal performance/fuel burn, leaned further for a 25F - 50F drop of peak EGT for maximum endurance at risk of shortening engine life span. Even with the lack of EGT values, an acceptable lean can be achieved by leaning until a drop of manifold pressure is noted, then en-richening to bring MP back to pre-drop value. Not sure if this is an issue with FSX/Prepar3D or not. Sound levels would not change as leaning too much would cause a drop in engine RPM, but the propeller governor would move the blade pitch finer to maintain engine RPM, resulting in no RPM sound level change what so ever. The only instruments that can be used for leaning indications is the EGT and MP gauges. Not sure how this one got past the real world users. According to the performance charts, the aircraft should have a range of over 1,200 NM @ 15,000 ft, I barely achieved over 600 NM @ 16,000 ft with leaning that was on the verge of destroying an engine in the real world. True airspeed was on par for the altitude, temperature, and power settings used so fuel consumption is defintely inaccurate. Currently the 340 is a pig on fuel.

Autopilot approach mode flys the aircraft 1/2 a degree above glideslope. Normal capture was made from below. Nose down trim began at glide slope interception. Instrument indications placed the aircraft constantly above the glideslope and remained a stable 1/2 degree above and never achieved re-capture. PAPI indications on the runway confirmed a above glideslope, high approach condition.

Electrical load has no effect on ammeter. This may seem of little concern, but in fact is very much a managed system in flight. With all the avionics load, landing lights, fuel pumps, and all the de-ice systems energized, it is very likely for one to see a "Low Volt" warning on the annunicator panel if engines are pulled down too low a RPM during an approach. So real is this issue that many times I have had to carry extra power on a approach to ensure the alternators are turning fast enough to carry the heavy electrical load of all the systems or risk quickly exhausting the battery causing possible instrument failure due to an undervolt condition. Very bad when conducting an ILS approach in IMC conditions with icing. In such conditions, flickering of the "Low Volt" light is common with activation of the electric hydraulic pump with gear extension. Currently, I can turn everything on and pull the power to full idle with no concern or consequence, a very unlikely scenario, especially with electric propeller heating elements. It's these things that make flying such multi engined aircraft more challenging and rewarding and thus more enjoyable in my opinion. Without these things the sense of achievment of flying these more demanding aircraft is greatly diminished, undermining the complex multi experience.

Lesser non performance issues I see are items such as the lettering around the left side fuel cap on the engine nacell being "mirrored". At night, multiple warning lights on the panel and warning annunciator illuminate and/or are completely legible. A bit of a "yuck" factor on this. The digital temperture readout on the clock and the O.A.T. temperature gauge above it are not even close in agreement in flight. I also agree with other postings that the clock should have the timer function working. It's vital when conducting non-precision approaches to determine the M.A.P. (missed approach point) and initiate the go around. In an aircraft such as the 340 or it cousins, the clock or ADF timer function would be utilized.

I hope this is seen as constructive input on the Cessna 340 product. I'm not trying to nit-pick, just make suggestions on polishing what is already a very fine product. I understand that the aircraft was released several years ago but provide these findings in the event there is a revisit to update the product to Carenado's improving standards, I believe it is certainly worthy and deserving of it. Overall I would like to emphisize, within the FDE limits of FSX/Prepar3D (and there are many with regards to constant speed props), there is more right with the product than wrong. My motivations are simply wanting others to experience the true joy these aircraft are to fly, as I have enjoyed them in reality.