CARENADO - C90B KING AIR HD SERIES FSX P3D
Richardt Raymond Andersen
Test of Beech C90B King Air Produced by Carenado.
e Beechcraft King Air family is a line of twin turboprop aircrafts produced by Beech Aircraft Corporation. (today known as Beechcraft Division of Hawker Beechcrafts) The King Air family actually consists of 2 families, where we on the one side have the King Air named as series 90 and 100 and on the other side we have the Super King Air covering the 200 and 300 series. Back in 1996 Beechcraft decided to drop the “Super”, however this is still used by many people to differentiate between the families.
The King Air family has been built since early 1960’s but the C90B is a newer development and started production back in 1992. The C90B is equipped with a larger and improved fuselage compared to the C90A, 4-bladed propellers and prop sync. As power plants it is equipped with 2 Pratt & Whitney Canada PT-6 turboprop engines and is furthermore also equipped with the EFIS (Electronic Flight Instrument System).
The production of the C90B ended late 2005. There were built 456 aircrafts in total, covering both the C90B and its “light” brother version C90SE (Special Edition). The aircraft could be ordered with different cabin layout and be customized after your request. Standard was a cabin layout including 6 seats + cockpit with 2 seats with one for the pilot.
I got this add-on directly from Carenado. Download and installation went without any issues – quick and easy. After the download was complete it only took about 5 minutes to run through the installation process. I have now several times tried to install add-ons from Carenado, and can only say that this works perfectly. The guide is easy, quick and user friendly and all you have to do is just to follow the guide – Nothing else. Very nice !
When I opened FSX I was very exited – I new that this specific model in real life also had a military version and I really hoped that Carenado had also done that version and included it in the package. They have – when you open FSX you will find 13 different version / texture sets and here you will find both civilian and military versions. Some versions you will find twice, but that is because you get the opportunity to select a light version containing only the VC – If you don’t want this version, the full version with included virtual cabin and animations are also included. It was indeed a very nice surprise to see that many different texture sets and especially to find that the military version was also included.
If you take an external view-around you will notice that this aircraft is a very beautiful aircraft to look at, and Carenado has again created a superb add-on with a huge number of details – as you know it from Carenado quality. The aircraft is a part of Carenado’s HD-series which you can see very clearly. The textures used are of a very high quality and the model is created with the eye for the detail, many animations and with a very nice finish.
The sound set is great – you get a very realistic turboprop whining sound, and then actually in stereo because this aircraft has two engines. This sound set really contributes to the sensational feeling you get when flying this aircraft. You could in many ways compare the sound set with the default Beech B350 sound set, but just optimized and cleaned. I tested this sound set on 7.1 surround sound and found absolutely no issues using 7.1.
Going to the inside of the aircraft you will find a complete equipped and animated virtual cockpit (VC) together with a luxurious leather cabin. Also in the cabin you will find animations such as the door open/closes and the tables folding in/out. The virtual cockpit is very well made with a good depth, high quality textures, super cool finish and lots and lots of animated buttons and details. Even though you have this very well made cockpit, the virtual cockpit is easy to use and you quickly gain the overview of the various systems and where they are located. I could not find a manual or checklist which could have been the crème for the coffee, but this you can search for on google.com.
The C90B is also equipped with a reverse thrust feature where the pilot changes the pitch of the propeller blades to gain a brake effect using the thrust. This feature is also animated in the Carenado version and you do feel the effect. I have tried and seen multiple models with this feature but where the feature was just animated but didn’t have any effect. The effect on this C90B is not violent but it is there and that is very important.
If I choose the version with the complete virtual cockpit and virtual cabin I don’t find any issues with my frame rates. Even though you here have a product of high quality the impact on your computers performance will be minimal.
My first test flight was from Ayers Rock (YAYE), Northern Territory, Australia. Here I tested start-up and shutdown of the engines, taxi on both one and two engines and take-offs and landings. The start-up and shutdown was quite simple and this even though you didn’t have a manual. In regards to taxi, here you must remember that this is a turboprop aircraft which means that you have a delay / reaction time when spooling up/down the engines. When you start to taxi you need to be careful and not give too much throttle and then be patient. You need to wait until the aircraft starts to move before you spool up more for the throttle. If you are not used to a turboprop you will normally start by spooling up to much and find yourself taxiing too fast – then you would probably spool down to idle, but since you still have the delay / reaction time you will not be able to stop the aircraft. This could end up in a crash into another aircraft or building. This feature is also animated very nicely in this model and it does take some practice to control this. If you on the other hand are used to turboprops or jet, then you will already be used to this, and you will not find any issues doing it. The aircraft is easy to control and are very steady when taxiing.
I also tested take-offs and landings with different flaps settings and wind coming from different directions. What I found out was that the aircraft is very steady and stable going down the runway, and when you get airborne you will find that this aircraft is easy to fly. You quickly get the feeling of the aircraft and it reacts quite quickly on the control surfaces. I tested take-off and landing on one engine and in regards to landing with one engine down is absolutely no problem. Just remember to have sufficient altitude on final and you can land it like a glider by spooling the good engine down to idle – all you get is a little draft from the engine that is down.
On the other side when I tried the take-off on just one engine, I found that this was a challenge. Normally you would of cause not try to make take-off on just one engine, but I wanted to test is it was possible. I know that one engine provides more than enough thrust to get the aircraft airborne, but could I control it? – This can be done if you do have a runway of more than 2000m (app. 6000’) – to do it you need to use the wheel brake corresponding to the engine down, but do not apply it all the time – just use it whenever you cannot control the aircraft with the rudder. It does take a long time to get the airspeed up, but when you pass app. 60 knots you can without a problem control the aircraft just by applying the rudder. When you get in the air you will of cause find that you get a drag and this you have to compensate by using rudder or bank.
The second test flight was a navigation flight from Sion (LSGS), Switzerland to Skiathos (LGSK), Greece. On this flight I tested climb/decent, high altitude, spin and manual versus autopilot controlling. In general I would say that this aircraft can fly itself and if you use the setting in FSX of “Fair Weather” you do not need to have your hand on the yoke all the time – just remember to trim the aircraft properly. The autopilot works well and is very user friendly, and I would of cause suggest using that on longer flights. This will give you more time to view and control the other instruments and also to enjoy the view of the clouds, ground and mountains.
n this flight I also wanted to see how the C90B reacted to unfamiliar flight. I put up a scenario with heads-up stall with the nose lifted by 35 degrees. This did not give me any adrenalin rush – the aircraft simply just lowered the nose and gained the airspeed again. I tried this again but now I raised the nose to 70 degrees – same outcome. Hmmm… Okay I thought, now I decided to try and stall the left wing. I lifted the nose 35 degrees, made a bank of app 40 degrees and spooled the engines down to idle. Now I expected a spin or as minimum a “ball-effect”, but this however was not the outcome. When the aircraft stalled the nose went down slowly and I again just gained the missing airspeed slowly. Still no adrenalin rush. I thought that this should be a lie, and tried again – now with a pitch of 60 degrees and a bank of app 70 degrees, now it should be served in a way that could only result in a spin, but no. Either this is a very good natured aircraft or the flight dynamics on this model are a little off. I haven’t had the pleasure of trying out this in a real C90B, but I would believe that it could go into a spin.
y I made a last try. I raised the nose 60 degrees and made a left bank of app 50 degrees. I spooled the left engine down to idle and the right engine up to max – this time it worked – I stalled left over and got a short spin before I made the recovery. It was probably not necessary to make the recovery, I think that I had to hold the aircraft in the spin to keep it spinning, but it worked and I got to feel the spin.
My third test flight was just take-offs and landings at Salzburg (LOWS), Austria to practice night VFR. To fly a C90B at night is absolutely no problem. You fly as was it daytime – to navigate is no issue either – you have your GPS and corresponding instruments, so these flights could be carried out without problems.
is add-on from Carenado is in my opinion a superb add-on. Very well made and it does deserve a full house rating. You get a product where Carenado has the eye for the detail, high quality textures, cool and realistic sound set and a great finish. All this without a huge impact on your frames. I rate this C90B from Carenado 5/5-Stars and thank Carenado for this truly superb add-on.
My own favorite is actually the brother – the B200, and I have missed a great Beech Twin aircraft since FS9 where AeroWorx did the B200 version – so this was indeed a nice surprise to see that Carenado did the C90B.
eech King Air variants
ch 87 ”Proof of concept” tests aircraft – only one aircraft was built
Beech 65-90 Prototyp-
es and first production – 112 aircrafts built
Beech 65-A90 First production batch - 206 aircrafts built and included the first aircraft sold to the military LJ-153. This aircraft was sold to the US Army and named VC-6A
Beech 65-A90-1 Based on Beech 87 – 141 aircrafts built and all delivered to the US Army
Beech 65-A90-2 Based on Beech 87 – 3 aircrafts built and all delivered to the US Army
Beech 65-A90-3 Based on Beech 87 – 2 aircrafts built and both delivered to the US Army
Beech 65-A90-4 Based on Beech 87 – 16 aircrafts built and all delivered to the US Army
Beech B90 Third civilian version – 184 aircrafts built and LJ-320 was sold to the US Air Force and named VC-6A
Beech C90 Production in the years 1971-1982 – 507 aircrafts built
Beech C90-1 Based on the C90 but with an increased maximum cabin pressure – 54 aircrafts built
Beech C90A Production in the years 1984-1992 – 235 aircrafts built
Beech C90B Updated version of the C90A but with increased MTOW (maximum take-off weight of 10 100lb (4585kg)), sound reduction in the cabin, 2x 4-bladed 90in constant speed propellers, full reversing and a dynamic vibration damper (DVA system) – 456 aircrafts built included the light version C90SE
Beech C90SE Light version of the C90B with e.g. 3 bladed propellers = more noise
Beech C90GT Version with new Pratt & Whitney engines PT6A-135A with 750 shp/engine – 97 aircrafts built
Beech C90GTi Version C90GT with glass cockpit – Collins Proline 21 Avionics Suite – at least 90 aircrafts built (still in production)
ech C90GTx Version C90GTi with factory standard winglets and increased MTOW to 10 485lb (4756kg) to provide a better fuel payload flexibility
ech E90 Produced together with the C90 – 347 aircrafts built
Beech F90 Prototype and first production model with T-tale – 203 aircrafts built
Beech F90-1 Continue-
d production of the F90 – 33 aircrafts built
Beech G90 F90 prototype with new engines Garrett TPE-331 – 1 aircraft built
Beech H90 Version produced to the US Navy - 61 aircrafts built
Beech 100 Prototype and first production model with increased fuselage – 90 aircrafts built
Beech A100 Updated version of the Beech 100 – 157 aircrafts built including 5 aircrafts sold to the US Army + new prototype B-1 was converted
h B100 Prototype version (updated Beech A100) + production model with Garrett TPE-331 engines – 137 aircrafts built
Beech A100-1 The three first production models of the Beech B200 Super King Air delivered to the US Army
Beech 200 Prototypes and primary production – 858 aircrafts built including that some were later converted to Beech 200T. First prototype was converted to PD 290 Jet and the first three aircrafts was delivered to the US Army as Beech A100-1
Beech A200 First version that was built for a specific military use – 75 aircrafts built
Beech 200T Version with additional external fuel-tanks for mounting under the wing tips, optional bobble shaped windows in the rear end of the fuselage and a modified belly for use at aerial photo shooting – 23 aircrafts built
Beech A200C Second version built for a specific military use with large cargo doors in the rear end of the fuselage – 90 aircrafts built
Beech 200C Civilian version of the A200C – 36 aircrafts built
Beech A200CT Third version built for a specific military use – a combination of the A200C with the large cargo doors and 200T with the additional external fuel-tanks
ch 200CT Civilian version of the A200CT
Beech B200 Current standard version which is an updated version of the Beech 200 – 1157 aircrafts built including 12 aircrafts that were delivered as the special version and named 1300S. Later versions had the Pro Line 21 Avionics installed as standard
Beech B200C Version B200 with optional cargo doors – 112 aircrafts built and 47 of these were built for the military
Beech B200T Version B200 brother version to the 200T – 23 aircrafts built
Beech B200CT Version B200C with external fuel-tanks at the wing tips – 10 aircrafts were converted from the version B200C and sold to Marina De Guerra Del Peru and Israeli Air Force
Beech B200GT Updated version of the B200 primarily for civilian usage – 97 aircrafts built
Beech B200CGT Updated version of the B200C – No aircrafts built but are ready for ordering
Beech B250 Version B200 with the new Hartzell composite propeller, winglets and a Ram-Air-Recover-
Beech 300 Standard version with increased MTOW (maximum take-off weight) to 14000lb (6300kg) – 212 aircrafts built
Beech 300LW Standard version 300 but with limited MTOW at 12500lb (5700kg) to meet certain regulations from several countries – 35 aircrafts built + additional 17 aircrafts built for the FAA for navaid calibration use
Beech B300 (B350) Extended version with 2 extra cabin windows in the front part of the fuselage + factory standard winglets – this version was later know as Beech B350 (that was the marketing name)
Beech B350i Standard version of the Beech B350, but with upgraded cabin layout – 687 aircrafts built
Beech B350iER Standar-
d version of B350i but built for longer range (ER = Extended Range) – 42 aircrafts built
Beech B350C Standard version of the C model with cargo doors – this version was never sold as a C-version but as the iC or the iCER version in stead
Beech B350iC Standard version – 35 aircrafts built including the iCER version
Beech B350iCER iC version with extended range
Beech 1300 Was named the Commuter, and was a B200 configurated as a domestic airliner seating 2 pilots and up to 13 passengers. This version was equipped with 2 emergency exits instead of just one, and these were placed over each wing. As an addition the version could also be delivered with an external cargo container placed on the aircrafts belly. This could give an extra payload up to 455lb (206kg). By relocating some electronics and avionics systems behind the cockpit panel, the Beech 1300 also gained extra cargo space in the nose of the aircraft.