Version History

Default Beechcraft KingAir C90B

‘JongePionier’ Ultimate Mod

By UncertifiedPilot
www.uncertifiedpilot.com
© UncertifiedPilot Page 1 of 31
Version History
Default Beechcraft KingAir C90B ‘JongePionier' Ultimate Mod

Version 9.0 (25-05-2021)

Installation
• Simplified the installation of the mod
• Updated the mod screenshots
• Published a video showcase of the mod

AviTab
• Added a normal map to enhance the AviTab tablet textures
• Added a metallic texture material to the AviTab tablet
• The AviTab Tablet is now stowable. By default the tablet is stowed in the left-side pocket of the
pilot seat. Click the stowed tablet to mount it to the pilot’s yoke and visa-versa.

PCL: Pilot controlled airport lighting

• Optional: Integrated and adapted the amazing ARCAL plugin by @GGaulin for compatibility
with PilotEdge. With ARCAL/PCL (Pilot Controlled Lighting) pilots can remotely turn ON the
airport lights (runways, taxiways, etc.) of any specific PCL-indexed airport during flight. This
can be done by repeatedly pressing the push-to-talk (PTT) button for a specific number of
times when tuned to the CTAF frequency of the airport of interest. Once activated, the airport
lights lit for 15 minutes.
• The ‘PTT-button’ of the ARCAL plugin is coupled with the native PTT-button of X-Plane/
PilotEdge (ie. keybind ‘Contact ATC’). Thus, in resemblance of RL operation, you can control
airport lights by using the same PTT keybind.
• In the USA pilots need to click 5 or 7 times to control the airport lights of PCL-airports.
However this many clicks/PTTs will disconnect/re-connect the user from the PilotEdge server,
which is not desired. Therefore I changed the mechanic of the ARCAL plugin to 3 clicks for any
PCL-airport to prevent this PilotEdge-specific issue from happening.
• The plugin does not account for the correct times when (PCL) airport lights go OFF for night
time operation (in the real-world, these times differ per airport). The plugin thus currently
extinguishes the airport lights of all PCL-indexed airports once the sun sets, which is not
desired when flying to towered airports on PilotEdge that should in fact still be lit by active
ATC until a later time. In these cases, pilots would thus need to ‘click’ on active frequency,
which is not correct/practical. I therefore removed all towered airports from the ARCAL plugin
that are manned by PilotEdge controllers in the ZLA/WUS service areas. In other words, all
towered airports by PilotEdge will be excluded from ARCAL/PCL.

FSEconomy
• Improved the stability of connecting and disconnecting from FSE

VR compatibility
• Rotated the 'cabin door teleport spot' towards the cabin door entrance for better accessibility
of the cabin door button
• Added a 3D pilot body to the pilot seat to increase the sense of immersion while flying. The
pilot body will automatically spawn/despawn based on the pilot's viewpoint location.

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 • Added new clickspots for many new cockpit interactions that are introduced with the current
mod update
• Increased the size of the EHSI compass ring for better visibility in VR
• Mounted the XPad to the right cockpit wall

Flight model
• Experimental Flight Model is enabled by default
• Corrected ITT indication. At cruise, ITT now closely matches red line.

FSEconomy passengers
• 3D passengers and cargo will spawn dynamicallt in the cabin/cockpit based on the
(FSE-)assigned payload weight
• The passenger/cargo mechanic is tailored to FSEconomy. This means that individual
passenger weight is set to 77 kg. Thus, with every 77 kg increase of payload, 1 additional
passenger will spawn in the cabin/cockpit. I cannot grab any info from FSE on whether
payload is in fact passenger or cargo or a combination. Payload weight will thus always be
regarded first as passengers.
• In line with the real-world C90, I added 2 additional passenger seats to the aft cabin. Please
note that FSE allows the C90 to carry up to 11 passengers. However, the C90 only offers a 7-
seat arrangement (including the co-pilot seat). In the sim, flying on FSE, pilots can still carry
more than 7 passengers, but this payload will not spawn any additional 3D passengers/cargo
objects.
• Added an interactive cockpit door
• Passengers are loaded in the same seat order every time. I based the seat order on the
arrangement that I feel looks best when viewed from the pilot seat (rather than based on
weight & balance principles). The 7th passenger will be seated on the copilot seat.
• At aircraft load, payload weight is set to 77 kg (the weight of the pilot).

Electrical systems
• Corrected the wiring of the Inverter system
• Fixed a power issue with the COM2 active frequency
• In line with the POH, when starting the left/right engine on battery power, the battery is
consequently depleted and will briefly re-charge once generator power is set. In addition, this
will lit the BATTERY CHARGE annunciator.
• Corrected the BATTERY CHARGE annunciator trigger. When running excessive battery charge
greater than 10 amps, for longer than 6 seconds, this annunciator shows.
• Corrected the bus wiring of several electrical systems
• In line with the POH both Starter switches now automatically switch OFF when N1 passes
through 51% during engine start
• Corrected the wiring of the Generator #2 Reset position
• Corrected the functionality of both Generator switches. Now, to enable generator power,
pilots must first briefly switch the Generator switches to the RESET position and then to the
ON position.
• Corrected the GEN TIE switch. In line with the real-world C90, the switch now has three
positions. Default is the middle position (NORM). Up is CLOSE. Down is MAIN OPEN. The
NORM position allows the automatic closure of the left and right bus tie relays when either
generator or the external power comes on line.

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 • In the case of the Generator 1 and/or 2 amp-overload or high voltage failure (triggered by X-
Plane), the GEN TIE switch will automatically switch to the OPEN position (to prevent high
voltage to drain/damage other systems), and will be stuck there until the BUS SENS switch is
briefly switched to the RESET position. However, if the amps-overload or high voltage failure
persists, the GEN TIE switch will not move to the NORM position even when the BUS SENSE
switch is RESET. In this case pilots need to disable individual electrical systems to lower the
amp load or to disconnect a system that causes high voltage. Then try again to see if the
problem persists.
• Enabled battery high voltage failure (as triggered by X-Plane’s default failure system). Once
this occurs, the system will automatically open the battery bus tie and thereby show the BAT
TIE OPEN annunciation. In this mode, battery power is not cross-tied to generator-linked
electrical systems to isolate the overcurrent. Please note that, because this overcurrent
problem is linked to the battery and not the generators, the GEN TIE switch will remain as is. To
close the battery bus, one needs to disable/turn-off any (or as many) battery-linked electrical
systems not needed for flight. Then switch the BUS SENS switch to the RESET position to see
whether the system still ‘senses’ the battery overcurrent. If not, the BAT TIE OPEN annunciation
will disappear and the busses will cross-tie again. If it does, you’ll have to deal with an untied
battery bus. The battery will not be charged by the generators any longer and thus deplete
over time. Also, at engine power loss, the generators will stop providing power to generator-
linked systems without battery power to step in.

Icing visualization and de-icinng

• Created 3D visualizations of ice accretion along the leading edge of both wings based on X-
Plane’s icing system. Now, when flying through icing conditions, over time, ice will gradually
form on the wing leading edge. Outside of icing conditions the accreted ice will slowly melt
away or by applying Surface De-Ice. Please note that ice accretion will deteriorate flight
performance.
• Created 3D visualization of ice accretion on both windshields based on X-Plane’s icing system.
Now, when flying through icing conditions, over time, ice will gradually accumulate on the
bottom of the windows. Outside of icing conditions the accreted ice will slowly melt away or
by applying Windshield Heat and Defrost Air. Please note that ice accretion will degrade flight
performance.
• Corrected the Surface De-ice (boots) system. When activated in SINGLE mode (ie. manually
keeping the switch in the UP position), both wing boots will fully inflate after 6 seconds and
remove most of the accreted ice on the leading edge of the wings. Keeping the switch in the
UP position will inflate the boots every 10 seconds (the inflation of the horizontal stabilizer
boots is not simulated). When activated in MANUAL mode (ie. manually keeping the switch in
the DOWN position), both wing boots inflate after 6 seconds and stay inflated while activated.
Please note that the Surface De-ice switch in the KingAir is spring-loaded, thus requiring the
pilot to manually activate the system each time.
• Surface De-ice now only works when sufficient pneumatic pressure is present in the system (>
12 psi). Also, when activated, the Pneumatic Pressure Gauge needle and the Gyro Suction
Gauge needle will briefly show a decrease in pressure/vacuum. This decrease indicates to the
pilot that the Surface De-ice boot system actually works (ie. taxi check).
• Enabled Fuel Vent Heat when flipping the corresponding switches. If not activated during
flight in icing conditions, pilots may run the risk of blocking the fuel vents on either wing.
• Enabled the Stall Warning Heat system. If not activated during flight in icing conditions, pilots
may run the risk of freezing the stall warning/detector.

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Full radio stack functionality
• Enabled the STO function of the COM, NAV and ADF radio stacks. The ‘STO’ buttons of each
radio unit now work. Press the STO button to save the standby frequency into memory. Flip the
XFR switch down (ie. MEM) to load the stored standby frequency. Note: in the real-world C90,
pilots can store up to 6 frequencies.
• Custom feature: For COM1 and COM2, flipping the XFR switch down while no frequency is
stored, automatically loads the GUARD frequency (121.50) as the active frequency.
• Enabled the TEST function of the COM, NAV, ADF and XPNDR stacks. Press the TEST button to
display a diagnostic code telling pilots whether the corresponding stack has failed (code 6) or
is working properly (code 1). Note: in the real-world C90, different/more codes are used.
• Installed the ACT function of the COM, NAV, and ADF stacks. Press the ACT button (located
right under the rotary knob) to directly change the active frequency. In ACT(ive) mode, the
standby frequency will not show. Press the ACT button again to revert to the original selection
mode.
• Installed the PRE(select) function of the Transponder to store the current transponder code.
Press the PRE button again to load the stored transponder code.

DC voltmeter bus selector

• Installed the Voltmeter Bus Selector rotary knob on the overhead subpanel. Thus, pilots can
now separately display the voltages of the External, CTR, Left, Right, TPL Fed and Battery
sources on the voltmeter as part of their pre-flight checks.
• Note that the corresponding textual labels on the subpanel are unreadable at the moment,
because of the low texture resolution by X-Plane.

Ground power unit

• Added a small red button, left of the External Power switch, to spawn a GPU cart near the right
wing. Press it – when the parking brake is set – to spawn/despawn the GPU cart. Once
spawned, turn battery power ON. The amber External PWR annunciator will continually flash to
indicate that the GPU is plugged into the aircraft but thatit is currently not sourced yet.
Subsequently, switch ON the External Power switch to use the external power provided by the
GPU. And visa-versa.
• Give the above, flipping the External Power switch now only supplies power when the GPU
unit is spawned.
• The GPU unit will automatically de-spawn when the parking brake is released

Fuel truck
• A fuel truck will automatically spawn when the parking brakes are set, the engines are off and
the cabin door is open.

Landing gear system and alternate lever

• The gear lever can now be put upright even while on the ground. When battery power is set,
this will lit the gear transition light and sound the gear warning
• Enabled the DOWN LOCK RELAY button. Press it to disable the gear squat sensor to
troubleshoot retracting the gear (or to retract the gear while on the ground).
• Enabled the LANDING GEAR RELAY circuit breaker. Press/pull it to disengage the gear actuator
motor (if it is not failed already). Use the (red) alternate gear lever on the pilot's floor to
manually pump/extend the gear. Three full pumps are required to fully extend the gear: fully

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 pull up the lever and fully push down the lever to complete one ‘pump’. Please note that in
real-life more pumps are needed to fully extend the gear.

Headset
• Installed a 3D headset to the left side of the pilot seat. Click it to turn on the headset and
isolate the Radio Volume and click the same (empty) space again to stow the headset away
and restoring the audio volumes. The earlier ‘headset’ switch by the mod is restored to its
original function.

Oxygen system and hypoxia effects

• Installed oxygen masks behind the pilot and copilot seats. Click either mask to put on an
oxygen mask and receive oxygen from the oxygen tank (the oxygen tank pressure indicator is
located on the far right of the copilot’s subpanel).
• While wearing the mask, the COM1 and COM2 radio sound can only be heard and used to
transmit (on PilotEdge) when the Oxygen Mask Microphone switch is flipped ON (see the pilot
subpanel).
• Rewritten the hypoxia effects according to the POH. Depending on cabin pressure, hypoxia
will set in after different times. Hypoxia can be combatted by wearing an oxygen mask.
• Crew oxygen mask now fail along with X-Plane’s passenger oxygen failure.

Fire extinguisher
• Installed a fire extinguisher tank behind the copilot seat. Click it to remove any smoke forming
in the cockpit (when smoke is triggered by X-Plane’s own failure system).

AC voltmeter
• Corrected the AC voltmeter needle to not exceed maximum voltage
• In reflection of the real-world C90, I installed a small button to the left-bottom-corner of the
voltmeter, to switch the AC voltmeter to display 'amperage' instead. Please note that the AC
volts/amps have no substantive meaning in the sim, other than that the inverters need to be
set to ON for the autopilot to work and for some engine gauges to work.

EADI
• In line with the real-world EFIS, the glideslope indicator is moved to the left side of the EADI
display
• Fixed the Decision Height from having values below zero
• Fixed an error of the Decision Height Test functionality
• The yellow “DH” annunciator will now appear on the EADI upon reaching +100 ft above the set
DH. It will start flashing upon reaching the set DH (for max 5 seconds), together with the set
DH altitude, and then both remain steady up to reaching 6ft radar altitude.
• Upon reaching +50 ft of the set DH the ‘Minimums’ call-out will sound

EHSI
• Custom addition: I added a Heading Bug Selection rotary knob near the EHSI display
• Corrected the DME indicator to display the distance to the first upcoming fix (VLOC/GPS
mode)
• Corrected the FIX identifier to display the first upcoming fix (in either VLOC/GPS mode)
• Moved the glideslope indicator to the left, as based on the real-world C90
• Moved the HSI source indicator to the right, as based on the real-world C90

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Standby EFIS AUX battery
• When EFIS AUX power is activated, the amber AUX ARM annunciator may now incidently lit
during gear operation due to brief power loss. The AUX power supplies power to prevent the
EFIS displays from blanking-out during flight when voltage to the system drops momentarily.
• When AUX power is disabled, during gear operation, pilots may experience brief moments
when the EFIS drops offline (very unlikely).

Ground communication power

• Fixed an issue of the COM1 not displaying frequencies while on Ground Communication Power
• Fixed an issue of the EFIS to still work when Ground Communication Power is set
• The Ground Communication Power does no longer require Avionics Power to power the COM1

GPS power rotary knobs

• Enabled the power rotary knobs for the GNS530 and GNS430 (the ‘C’ labelled one). Turn these
knobs one click to the right to power the corresponding GPS unit.
• The old ‘GPS switch’ on the audio panel has been reverted to the original AUDIO SPKR switch
(INOP).

Air conditioning
• In line with real-world operation, the Electric Heat switch will automatically switch to the
NORM mode upon lift-off.
• When no sufficient bleed air and electrical power is available, the air conditioner vent blower
(sound) will automatically stop.

Parking Brake
• Corrected the parking brake mechanic for non rudder pedal users. In line with real-world
operation, the parking brake lever now works independent of toe braking. Thus, to disengage
the parking brake, pilots need to manually push-in the lever.

Stall warning indicator

• The Stall Warning Indicator can now be individually tested by pressing the indicator

Interior textures
• Added the GEAR HORN SILENCE and GO AROUND text labels on the left throttle lever handle
• Corrected the text label ‘HD LT TEST’ to ‘HDL LT TEST’

Lighting
• Added Wing Ice lights when flipping the Ice Light switch
• Enhanced the glass light reflection of all gauges, displays and windows
• Corrected the color brightness of the annunciators on the main annunciator panel when not lit
• Added ‘stripes’ to non-used annunciators on the main annunciator panel
• Corrected the trigger of the CABIN ALT HI annunciator
• Master Warning light will now blink when active
• Master Caution light will now blink when active
• Added the (red) gear transition light. This light will lit when:
• when the gear is in transition (ie. retracting/extending)
• when the ’Too low gear’ warning sounds

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 • when the gear lever is put up while on the ground
• Enabled the Gear Indicator Light button. Press it to illuminate all three green lights when
battery power is on (and the wheels retracted). With this mod update, these three-green
indicator lights can now fail by X-Plane’s default failure system
• Corrected the MAN TIES CLOSE annunciator. It now only shows when the GEN TIE switch is
manually set to the CLOSE position.
• Installed the (white) Master Lights switch on the overhead panel. In line with the real-world
C90B this switch needs to be flipped-on for all the light rotary knobs to the right of the Master
switch to function (ie. the knobs on that same row of the panel)
• Installed the (white) Instrument Emergency Lights switch on the overhead subpanel. In line
with the real-world C90B this switch can be flipped-on for hot wiring the Overhead Flood and
Instrument Indirect lights to the battery (ie. the two light rotary knobs on the top of the
overhead panel).

Sounds
• Corrected the EFIS AUX horn sound. The AUX Horn Silence button now also works to mute the
horn sound.
• Added the Pilot Air lever sound
• Added the Pilot Air vent blower sound
• Added the Defrost Air lever sound
• Added the Defrost Air vent blower sound
• Added the Cabin Air lever sound
• Added the Cabin Air vent blower sound
• Added the Copilot Air lever sound
• Added the CoPilot Air vent blower sound
• Added throttle detent (click) sound
• Added RMI VOR and ADF selector switch sounds
• Adjusted headset sound isolation. Master volume is now untouched and the engine/exterior
sound is slightly increased. Also, with the headset off/unused, sound sliders can be set with
being reverted automatically.
• Removed the button clicking sound of the GPS when the automatic cross-fill function is active.
Note: This functionality is activated by setting the Copilot's HSI source selector to the custom
'GPS cross-fill' mode and setting the GNS530 to the Map view.
• Added the Gear Warning Sound and the Gear Warning Sound Silencer. In line with the POH,
the silencer only works then flaps are up or in approach.

Failures
• Removed the windshield heat failure code when windshield heat is used in dry conditions from
the mod. Not realistic.
• Removed the possibility of engine failure by engine chips. Immediate engine failure is very
unlikely.
• Corrected engine failures triggered by not having Engine Anti-Ice enabled during ground
operations. The altitude above ground level at which possible FOD could damage the engines
is set from 3000ft AGL to 10ft AGL. In addition, I corrected the likelihood of engine damage by
FOD to be much smaller.
• Corrected the behavior of the Engine Anti-Ice system after failure of the system. Also
corrected the Standby Actuator behavior when trouble-shooting possible failures of the
Engine Anti-Ice system.

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 • Corrected the Starter Ignition failure. Now, in line with the POH, both Starter Ignitions only fail
when used for more than 40 seconds.
• Corrected the electrical overcurrent failure. Also, the smoke effect of the generator
overcurrent failure is removed because it is not realistic.
• Corrected the Standby Actuator functionality. Use of the actuator will not lead to failing the
inertial separator (ie. engine anti-ice) in cases when the inertial separator is not failed
• Corrected the erratic behavior of the magnetic compass due to electrical interference by
windshield heating. The behavior is now less erratic.
• Corrected flap failure due to overspeed. The flaps will now not be removed but the flap
actuator stops working (due to bending).
• The Gear Indicator Lights can now fail according to X-Plane’s failure system
• The Gear Lever Transition Light can now fail according to X-Plane’s failure system

Version 8.1 (13-08-2020)

• Fixed the night light texture of the main cockpit panel

• Fixed the inability to steer during taxi for those not flying with hardware rudder pedals
◦ Note: To set parking brakes, come to a full stop first
• Corrected the ITT/Torque correlation for increased available thrust on takeoff in hot outside air
temperature conditions
• Fixed the failed elevator trim at initial aircraft reload without engines running

Version 8 (05-08-2020)

Aircraft Initial Load

• Fixed the Avionics Power Switch, Autofeather Switch, GEN1 and GEN2 Switches for being
switched ON on initial aircraft load (without engines running)
• Engine Anti-Ice is ON by default when the aircraft is loaded with engines running (as with
version 8, not having these ON will run the risk of engine failure due to sucked-in FOD)

Interior Design

• Lightened the grey front cockpit panel a tad more in resemblance of the C90GTX color
scheme
• Added white circles around the base of all switches on the fuel panel (because these switches/
systems are all functional on battery power)
• The red/amber/green annunciator labels on the main center annunciator panel now show
slightly when not illuminated (as ambient light will shine through the red/amber/green text
labels)

Electrical Wiring

• In line with the C90B manual, I rewired various electrical systems to the Battery. Fun fact: some
switches of the C90B have white circles at their base. These switches are wired to the Battery
and can thus be operated on only Battery Power.

Annunciator Master Warnings and Cautions

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 • Coupled all annunciations of the main annunciation panel with corresponding Master Warning
and Master Caution annunciations. Now, all red annunciations are paired with a Master
Warning; all amber annunciations with a Master Caution
• Corrected the triggers of the ‘A/P FAIL’ annunciation (autopilot computer fail) and ‘A/P TRIM
FAIL’ annunciation (autopilot servos fail)
• Enabled the ‘PITCH TRIM OFF’ annunciation. This annunciation will show when the autopilot
(electric) elevator trim is inactive/failed
• Replaced the ‘BAGAGE DOOR’ annunciator with the ‘BLEED AIR FAIL’ annunciator (in
resemblance of the GTX), as X-Plane’s KingAir currently does not have an animated bagage
door. Thus, when either Bleed Air Valve is not reading any pressure, the red BLEED AIR FAIL
annunciation will show.
• Uncoupled the Master Caution annunciation from the EFIS AUX unit. The Master Caution was a
self-invented addition in a previous version of the mod. In retrospect, I do not think this Master
Caution is appropriate, so I removed it.
• Enabled the GPWS annunciator (the red annunciator left from the pilot’s airspeed indicator).
The GPWS annunciator no illuminates in association with the familiar audible GPWS call-outs
SINK RATE, TOO LOW TERRAIN, TERRAIN PULL UP, DON’T SINK, TOO LOW GEAR, TOO LOW
FLAPS, GLIDESLOPE, BANK ANGLE, and WINDSHEAR.

Engine Performance

• Implemented realistic ITT/torque correlations based on density altitude changes during climb/
descend. For example, ITT is now generally limiting for setting maximum takeoff torque (> 10C
OAT). During cruise climb, torque becomes the limiting factor for maintaining maximum engine
power.

Rudder Boost

• Enabled Rudder Boost capability. Now, when switching the Rudder Boost switch ON (see
bottom of the pedestal) and having both Bleed Air Valves ON (and working), differential rudder
pressure is automatically applied when different prop rpm arises among the two engines. This
way, Rudder Boost can be of great help at the onset of engine-outs during takeoff as well, as
the Rudder Boost system will automatically apply proportional rudder pressure to help pilots
compensate for the asymmetrical thrust during take-off.
◦ In line with the POH, Rudder Boost is tested during engine run-up by retarding one
engine to idle and advancing power on the other engine until the rudder pedal on the
same side as the high rpm engine moves forward. Reverse the procedure to check the
opposite side.
◦ Please note that Rudder Boost will fail when the Bleed Air system fails (either left or
right).

Electric Trim

• Corrected the Electric Trim functionality (see bottom pedestal). Switching Electric Trim ON/
OFF is now actually wired to the autopilot elevator trim and coupled with the PITCH TRIM
annunciator in the case it is switched OFF.

Passenger Oxygen

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 • When either the pilot or co-pilot’s mic oxygen mask is used (see switch on pilot/co-pilot
subpanel), the passenger oxygen masks will automatically drop as well (not animated).

GPS Auto-Crossfill Functionality

• Implemented auto-crossfill capability for the GNS530/GNS430 flight plans. Now, when
switching the co-pilot’s HSI Source Knob to the ‘GPS (CROSSFILL)’ position (see co-pilot’s front
panel), the flight plan of the GNS530 will continually adopt the flight plan set in the GNS430
(except when the GNS530 is set to the Flight Plan page). The auto-crossfill includes all edits
made to the GNS430 flight plan, such as adding/removing waypoints, direct-to’s, loading/
activating approaches, etc.
◦ Please note that the GNS530 is used by the C90B’s autopilot as the primary navigation
source. However, when auto-crossfill is used, pilots can control the autopilot (ie.
GNS530) through using the GNS430.
◦ I implemented the auto-crossfill capability because I like to use the GNS530 and
GNS430 in harmony during my flights for better CRM. The built-in crossfill feature by X-
Plane (see GNS530/430 Flight Plan page > Menu > last menu item) is an ‘one-time’
crossfill and thus does not continually ‘crossfill’ subsequent edits to the flight plan.
◦ For my flights, I enable auto-crossfill mode, I set the GNS530 to the Map display and set
the GNS430 to display the Flight Plan page. On the GNS430 I then create/edit my flight
plan, while the GNS530 adopts all edits continually during flight, as visualized on the
Map display.
• Repurposed the copilot’s AUDIO SPKR switch (see the center front cockpit panel) to power ON/
OFF the GNS530 and GNS430. I like to practice flying the C90B /A as well as /G. Simply
ignoring the GPS displays did not help me, as both displays still grabbed my attention
regardless. I thus assigned a switch to manually turn ON/OFF both GPS devices (in the real
plane, the GNS devices have their own power buttons).

Parking Brake Effects

• For pilots using hardware rudder pedals, I corrected the parking brake behavior in resemblance
of the real-world C90B (for those who do not fly with pedals, this feature does not show). The
‘parking brake’ now works by 'setting' toe brake pressure. Thus, if no left and right toe brake
pressure is applied, and the parking brake is subsequently set, no brake pressure is ‘set’ and
the parking brake will thus fail to exert any brake pressure to hold the plane in place.
◦ To set effective parking brake pressure, apply full left and right toe brake pressure
simultaneously and, while doing so, pull the parking brake lever fully aft.
◦ In addition, in line with the above, pressing the toe brakes when parking brakes are set
will NOT ‘automatically’ release the parking brakes as per default in X-Plane. To release
the parking brakes, pilots have to manually push the parking brake lever fully in/
forward.

Weather Radar Effects

• Implemented a boot-up sequence of the Weather Radar. The radar gradually increases radar
gain and radar range once selected (see pedestal for the WX selector). Please note that the
radar imagery only shows ‘stormy’ weather (non-stormy weather is not shown on radar).
• Once booted up, the light intensity of the weather radar imagery is slowly pulsating to (kinda)
resemble the latency of the radar echo (ie. doppler effect). Please note that the radar imagery
only appears when ‘stormy’ weather is present in X-Plane (non-stormy cloudy weather is not
shown on radar).

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 • When powering the Weather Radar (by switching to the WX Arc or WX Map display mode), the
Master Caution will illuminate. This (1) reminds pilots of safety/radiation concerns for possible
ground personnel in the vicinity of the aircraft when powering the Weather Radar on the
ground; (2) the master caution can be used to ‘test’ whether the Weather Radar is actually
working; if failed, the master caution will not illuminate). This is especially useful in non-stormy
weather at your departure airport, since no radar imagery would be displayed in non-stormy
weather to tell pilots whether the radar is actually working. The Master Caution now tells.
• The Weather Radar can now be failed too as part of X-Plane’s EFIS failures. There is no
procedure for switching to alternate weather radar capability (also not by using EFIS
Composite mode).
• The Weather Radar requires EFIS Power (see the EFIS Power switch on the pedestal). Thus,
when EFIS Power is switched OFF and ON again during radar use, the radar will need to boot-
up again.

EHSI Display Modes

• Switched the MAP display modes (ie. the default one at initial aircraft load, and the WX one) to
display the ‘ARC’ mode instead, with a planned flight plan track (if programmed in the GPS).
This is because the original ‘MAP’ display mode of X-Plane seems not to want to display any
airports/fixes and thus showed to be blank pretty much all the time.
• Added a heading indicator to the top of the compass rose/arc of the MAP and HSI display
modes of the EHSI for increased directional awareness (see pedestal for the display mode
selector).

FSEconomy and PilotEdge Status Information

• Improved the ‘FSEconomy’ and ‘PilotEdge’ annunciation mechanic (as introduced in version 7),
because it did not provide complete status information in the case of a transponder failure
and/or an electrical power failure:
◦ The ‘FSE’ and ‘ATC’ annunciations are both renamed to ‘WWW’ (ie. connected to online
network), and each is moved to a different device.
◦ The ‘WWW’ annunciation for a live connection with the PilotEdge network is displayed
on the COM1 display again (bottom right corner of the COM1 display). The ‘WWW’
annunciation for a live connection with the FSEconomy network is displayed on the
Transponder display (bottom right corner of the Transponder display).
◦ When disconnected from FSEconomy, no ‘WWW’ (FSE) annunciation is shown. When
disconnected from PilotEdge, no ‘WWW’ (PE) annunciation is shown.
◦ When connected to FSE but no FSE flight has been started, the ‘WWW’ annunciation on
the Transponder display will continually flash (ie. reminding the pilot that pilots are
connected to FSE but that a FSE flight has not been started). Once a FSE flight is
started, the ‘WWW’ annunciation will continually show.
▪ To connect to FSE from within the C90B cockpit, pilots need to flip the ‘FSE
Master Switch’ to the ‘FSE’ position (see the center front cockpit panel).
▪ To subsequently start a FSE flight, pilots need to close the cabin door.
▪ To end your current FSE flight, pilots needs to open the cabin door. The FSE
flight can only be ended if the parking brakes are set and the aircraft is standing
still. To indicate this ‘FSE ending state’, the Transponder will display a separate,
continually showing ‘END’ annunciation on the Transponder. This ‘END’
annunciation will only show when a FSE flight is active. This tells the pilot that
the FSE flight can be ended.
• Hot wired the ‘WWW’ annunciations (PE and FSE) and the ‘END’ annunciation to the battery,
which means that they always show regardless of electrical power switch settings. The reason

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 for this is that I like to get feedback on the state of these online services throughout my entire
flight sim session, not just when the aircraft systems are running.

Transponder Failure Effects

• Enabled the ‘ENCD ALTM 1/2’ switch (see center front panel). Now, pilots can switch between
both encoders. In the case of a Transponder failure (triggered by X-Plane), pilots could set the
alternate encoder to find whether the ‘failure’ is caused by a failed encoder. Triggered
Transponder failures are 20% “caused” by a failed encoder (ie. switching to the alternate
encoder will ‘fix’ a transponder failure 20% of the time).
• The original 'TX' annunciation on the transponder is restored and now indicates whether the
transponder effectively transmits data (to PilotEdge or locally in the sim).
◦ In resemblance of the real-world C90B, the Transponder works when the TX
annunciation is flashing. The Transponder is failed when the Transponder is powered
but the TX annunciation is not shown. Please note that, when X-Plane triggers a
transponder failure (also while connected to PilotEdge), the TX annunciation will
extinguish (but the ‘WWW’ annunciations will still show if there is a live connection to
the FSE and PE networks, regardless).

EFIS Failure Effects

• The EFIS TEST is only executed (ie. briefly turning the EADI and EHSI displays off) when the EFIS
is working properly (ie. not failed by X-Plane). If the EFIS 1 or EFIS 2 system is failed by X-Plane,
the EFIS TEST mechanism will not execute, which will now tell pilots that one/both EFIS
system(s) are failed. In this case, pilots may use the EFIS Composite mode (see the switch on
the top of the pedestal).
• Corrected the EFIS Composite mode. Now, when switched back to NORMAL mode, the original
EFIS 1 and 2 (failed) states are restored.

Annunciator Push Brightness Knob

• Corrected the Annunciator Brightness Rotary Knob (center front cockpit panel) to include
changes to the brightness of the COM1 unit as well.
• In resemblance of the real-world C90B, pressing the Annunciator Brightness Rotary Knob will
enable the ‘ambient light sensors’ to dynamically control the display brightness of the COM1/
COM2/NAV1/NAV2/ADF/Transponder/GPS displays based on ambient light intensity. When
ambient light is little, the displays become less bright and viceversa. Press the Annunciator
Brightness Rotary Knob again to switch to manual brightness mode; this will reset the display
brightness to maximum brightness and allows you to rotate the knob to manually set the
display brightness as desired.

Engine Smoke Effects

• Added cockpit smoke generation to engine 2 fire as well

• Cockpit smoke generation due to engine fire now only happens when either the cabin air, pilot/
co-pilot air, or the defrost air is on (ie. pulling smoke from the outside into the cabin).

Engine Chip Failure Effects

• Reduced the risk of engine failure and engine fire upon chip detection to 10%
• Corrected the behavior of engine failure/fire when ‘engine chip detection’ failure is triggered
by X-Plane

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Thrust Reverse Effects

• The ‘RVS NOT READY’ (ie. Reverse Not Ready) state of the C90B now actually triggers that the
reverse power range will not produce reverse thrust (because of propeller/pitch not set full
forward). So be sure to set those prop levers fully forward before commencing reverse thrust.

Overheating Effects

• Running the Windshield Heating (either Left or Right) < 40 KIAS for longer than 5 minutes fails
the windshield heater due to overheating. Overheating will reset when > 40 KIAS or by turning
the windshield heat off prior to the 5-minute mark. Please note that at this time X-Plane only
offers window de-ice capability for all the windows at once, not for separate windows (either
ON or OFF).
• Running the Propeller Heat without the propellers running for longer than 5 minutes fail the
respective propeller heating elements due to overheating. Overheating will reset when
propellers are running or by turning the Propeller Heat OFF prior to the 5-minute mark.
• Running the Pitot Heat Left/Right < 40 KIAS for longer than 15 minutes fail the respective pitot
heat elements due to overheating. Overheating will reset when > 40 KIAS (ie. flight) or by
turning the pitot heat OFF prior to the 15-minute mark.

COM Failure Effects

• When COM1 or COM2 is failed by X-Plane, both ‘RX’ and ‘TX’ annunciations will not show on the
respective units.

Engine Overtorque Effects

• Corrected the overtorque failure effects according to real-world C90B Overtorque Limits
Charts. Overtorque engine failures do not occur randomly anymore when exceeding red line,
but are based on the extent of overtorque (ie. beyond red line) and time duration of the
overtorque; ie. the more pilots overtorque the engine, the quicker the engine will fail.
◦ Overtorque engine damage is NOT reset during flight, which means that occurred
engine damage by overtorquing the engine(s) at the beginning of a flight will be
sustained throughout the entire flight and will thus contribute to quicker engine failure
in the case of subsequent overtorquing.
◦ General rules of thumb for overtorque: (1) overtorquing for less than 2 seconds at any
torque setting does no harm to the engines; (2) after 2 seconds, overtorquing beyond
1500 ft/lbs will result in immediate engine failure; (2) exceeding torque slightly beyond/
above redline can be maintained for several minutes without engine failure. However,
during this time (after 2 seconds), the engine(s) WILL build up engine damage. In the
real-world, any overtorquing must be reported in the aircraft manual and the aircraft
has to subsequently visit an overhaul facility for engine inspection. So in short, do not
overtorque your engines.

Engine Overheating Effects

• Corrected the overheating failure effects (ITT) according to real-world C90B Overheating Limits
Charts, for both engine start-up and normal operations separately. Now, overheating engine
failures do not occur randomly when exceeding red line, but are based on the extent of
overheating (ie. beyond red line) and time duration; ie. the hotter the engine, the quicker the
engine will fail and catch fire.

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 ◦ Overheating engine damage is NOT reset during flight, which means that occurred
engine damage by overheating the engine(s) at the beginning of a flight will be
sustained throughout the entire flight and will thus contribute to quicker engine failure
in the case of subsequent overheating.
◦ General rules of thumb for overheating limits: (1) during normal operation, overheating
below 745C degrees does build up engine damage but does not result in engine failure
nor in engine fire; (2) during engine start-up, overheating below 925 does build up
engine damage but does not result in engine failure nor engine fire (because these ITT
spikes are quite short in time duration); (3) overheating beyond 1095 (e.g., hot start) will
result in immediate engine failure and engine fire (irrespective of startup or normal
operation).

Engine Inertial Separator Failure Effects

• Taxiing with Engine Anti-Ice turned OFF may lead to engine failure due to sucked-in FOD into
the engines from the ground surface, especially when taxiing on grass or gravel surfaces.
Please note that the Engine Anti-Ice system has nothing do with heating, but with engine inlet
inertial separators that ‘separate’ possible FOD from the ground/air from clear air flowing into
the engine combustion chamber.
• Flying with Engine Anti-Ice turned OFF up to 3000 feet AGL may lead to engine failure due to
sucked-in FOD into the engines, but is less likely compared to taxiing without Engine Anti-Ice.
Please note that the Engine Anti-Ice system has nothing do with heating, but with engine inlet
inertial separators that ‘separate’ possible FOD from the ground/air from clear air flowing into
the engine combustion chamber.
• Failed Engine Anti-Ice (ie. failed engine alternate air) is now linked to the Engine Anti-Ice
Actuators (see the switches below the Engine Anti-Ice switches). Thus, when the Engine Anti-
Ice has failed (the annunciation ‘L/R ENG ICE FAIL’ will appear), the failure can now be possibly
resolved by switching the Engine Anti-Ice Actuators from MAIN to STANDBY.

Hydraulic Failure Effects

• When there is a hydraulic leak (triggered by X-Plane), and there is less than 20% hydraulic fluid
in the system, the landing gear actuator will fail. Note: The ailerons, rudders, elevators, flaps
are controlled through wiring, not by hydraulics, so these will continue to work at low hydraulic
fluid states.

Miscellaneous Failure Effects

• In line with the POH, the wipers will break after about 2 minutes when used when it is not
raining
• The GPU will now automatically disconnect when the airplane is moving

Audio Effects

• Enabled the AUTO COMM switch on the audio panel. Flipping this switch to the ON position
will sync the COM1 and COM2 audio monitor with the selected pilot’s COM1/COM2 mic (the
large black rotary knob just below the audio monitor switches).
• Enabled the CABIN position on the pilot’s microphone selector. The ‘CABIN’ position on the
Pilot’s MIC selector rotary knob (on the main front cockpit panel) now disables both COM1 and
COM2 receiving and transmitting functionality.

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 ◦ For PilotEdge users, when connected to the network, the CABIN position activates a
low-volume echo of your voice through your real-world microphone (used for
PilotEdge) when hitting the PTT button, which simulates activation of the cabin
microphone for talking to the passengers in the rear (eg. providing flight information).
In CABIN mode, COM1 and COM2 reception and transmission is disabled (ie. hitting the
PTT key will not transmit to ATC).
• Enabled the PAGING VOL (ie. passengers address) rotary knob on the main front cockpit panel.
For PilotEdge users (when connected to the network), when the CABIN position of the Pilot
Microphone is selected, the Paging Volume knob controls the volume of the cabin speaker (ie.
the volume of the echo).
• Repurposed the ‘AUDIO SPKR’ switch on the main front cockpit panel to put ON/OFF headset
noise-cancellation audio (the switch is now labeled ‘AUDIO HDST’). When put on, all audio
volumes are reduced, except for the radio volume.
• Enabled the ‘AUDIO EMER’ switch on the central front cockpit panel. Now, when switched to
the EMER position, the default audio amplifier system is by-passed and the audio is directly
outputted. Switching to EMERGENCY AUDIO may make the COM1 and COM2 operable again in
50% of the cases of COM1 and/or COM2 fails.
• Enabled the HOT INTPH switch (ie. interphone with cabin crew). Now, when switched on, both
COM1 and COM2 receiving and transmitting functionality is disabled.
◦ For PilotEdge users, when connected to the network, the HOT INTPH position activates
a low-volume echo through your real-world microphone (used for PilotEdge) when
hitting the PTT button, which simulates activation of the interphone for talking to the
cabin crew back in the cabin (eg. providing flight information). In the HOT INTPH mode,
COM1 and COM2 reception and transmission is disabled (ie. hitting the PTT key will not
transmit to ATC).

Version 7 (13-06-2020)

Engine Starter Failures

• In line with the POH, running either Engine Starter longer than 40 seconds (uninterrupted) will
fail the Engine Starter.

Over-torque Failure Effects

• When exceeding engine torque >1340, pilots run a 25% risk of engine seizure every subsequent
3 seconds. When exceeding engine torque >1450 pilots run a 50% risk of engine seizure every
subsequent 3 seconds. When exceeding engine torque >1600 more than 3 seconds, engine
seizure will occur. Please note that these failure effects are engine independent. Thus, one
engine could incidentally seize up while the other does not.

Control Surfaces Failure Effects

• In line with the POH, extending approach flaps (ratio) above 184 KIAS will result in flaps
“removed” from the wing. Please note that X-Plane’s KingAir does not animate/show the flaps
‘removed’ from the wing upon this failure. However, X-Plane WILL consider the flaps ‘removed’
as part of the flight model.
• In line with the POH, extending full flaps (ratio) above 148 KIAS will result in flaps removed from
the wing. Please note that X-Plane’s KingAir does not animate/show the flaps removed from the

© UncertifiedPilot Page 16 of 31
 wing upon this failure. However, X-Plane WILL consider the flaps ‘removed’ as part of the flight
model.

Gear Failure Effects

• In line with the POH, extending the landing gear above 182 KIAS will result in a failure of the
gear actuator system and the (random) collapse of the nose, left and right main gears.
• In line with the POH, retracting the landing gear above 163 KIAS will result in a failure of the
gear actuator system and the (random) collapse of the nose, left and right main gears.

COM1/COM2 units

• Fix: Dimmed the COM1 standby frequency

• Flipping the COM1 or COM2 transfer switch to ‘MEM’ (down) position, now stores its standby
frequency and, thereby, illuminates the ‘MEM’ annunciator on the COM display. Flipping the
transfer switch to ‘MEM’ (down) again, restores the stored ‘standby frequency’ and frees up the
the storage (and consequently extinguishes the ‘MEM’ annunciation). Please note that this
‘mechanic’ is not entirely true to the actual C90B (because of the inoperable ‘STO’ button of X-
Plane’s C90B). Nevertheless, this works kinda well.
• Moved the PilotEdge Connected annunciator (‘WWW’) from both COM1 and COM2 to the
Transponder display. For details, see the PilotEdge Support subsection of this version 7 feature
list below.

NAV1/NAV2 units

• Flipping the NAV1 or NAV2 transfer switch to ‘MEM’ (down) position, now stores its standby
frequency and, thereby, illuminates the ‘MEM’ annunciator on the NAV display. Flipping the
transfer switch to ‘MEM’ (down) again, restores the stored ‘standby frequency’ (and
consequently extinguishes the ‘MEM’ annunciation). Please note that this ‘mechanic’ is not fully
true to the actual C90B (because of the inoperable ‘STO’ button of X-Plane’s C90B).
Nevertheless, this works kinda well.

ADF unit

• Flipping the ADF transfer switch to ‘MEM’ (down) position, now stores its standby frequency
and, thereby, illuminates the ‘MEM’ annunciator on the ADF display. Flipping the transfer switch
to ‘MEM’ (down) again, restores the stored ‘standby frequency’ (and consequently extinguishes
the ‘MEM’ annunciation). Please note that this ‘mechanic’ is not fully true to the actual C90B
(because of the inoperable ‘STO’ button of X-Plane’s C90B). Nevertheless, this works kinda well.

PilotEdge support

• The below items require the native PilotEdge plugin to be installed

• When NOT connected to PilotEdge, while the transponder is powered and switched ON, a ‘ATC’
annunciation will be flashing on the Transponder display. This reminds pilots to connect to
PilotEdge prior to their flight.

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 • When CONNECTED to PilotEdge, and the transponder is powered and ON, the ‘ATC’
annunciation will be continually lit on the Transponder display. This indicates a live/online
connection to the PilotEdge server.
• I repurposed the Pilot's Voice/Range Switch on the audio panel to manually connect to (UP
position) or disconnect from (DOWN position) the PilotEdge server (ie., see the switch in the
white rectangle on the pilot’s side of the audio panel). I refer to this switch as the PilotEdge
Master Switch.
• To automatically connect to PilotEdge (based on your latest flight information), simply switch
the PilotEdge Master Switch to the UP position. Pilots should then verify a steady illumination
of the ‘ATC’ annunciator on the Transponder display. Disconnect from PilotEdge by
simply switching the PilotEdge Master Switch fully down. Please note that the 'middle/center'
position of the PilotEdge Master Switch has no functionality other than to prevent pilots from
accidentally connecting to or disconnecting from PilotEdge by accidentally moving the switch
during flight; the middle position thus acts somewhat as a safe guard.

FSEconomy support

• The below items require the X-Economy plugin to be installed

• When not connected to FSEconomy, no ‘FSE’ annunciation is lit
• When connected to the FSEconomy server, and the Transponder is powered and ON, a 'FSE'
annunciation will be flashing on the Transponder display. This reminds pilots that they are
CONNECTED to the FSE server, but that their flight has not been started yet.
• When pilots are connected to the FSE server and have also started their FSE flight (see further
down to learn how to start your FSE flight from within the cockpit), and the transponder is
powered and ON, the 'FSE' annunciation will be continually lit. This indicates a live/online
connection to the FSE server and a started/in-progress FSE flight (similar to the PilotEdge
connection mechanic, as described above).
• When on the ground, either parked and/or with both engines shut-down, a ‘END’ annunciation
will now lit on the Transponder, which indicates that the current FSE flight can be finished by
the pilot, if desired. Please note that the ‘END’ annunciation does not indicate a 'completed'
assignment/flight, but only indicates that FSE pilots can now finish their (complete/incomplete)
flight if desired
• I repurposed the CoPilot's Voice/Range Switch on the audio panel to manually connect to the
FSEconomy server (ie., see the switch in the white rectangle on the copilot’s side of the audio
panel). I refer to this switch as the FSEconomy Master Switch. To start a FSE flight from within
the cockpit, first switch the FSE Master Switch to the UP position to automatically connect to
the FSE server. Once connected to the FSE server, verify the flashing ‘FSE’ annunciation on the
Transponder (when the Transponder is powered and switched on). To start your FSE flight,
close the Cabin Door (ie. imagining that passengers have now boarded). You should now see
the flashing ‘FSE’ annunciation on the Transponder to be continually lit. If not, this indicates
something is wrong with your FSE flight setup; in this case, please check the X-Economy plugin
for details (eg. no parking brakes set). To finish a flight, first make sure FSE allows you to do so
(ie., parking brakes or engines shut-down), by verifying the steady ‘END’ annunciation on the
Transponder panel. If so, switch the FSE Master Switch to the END position, which will re-
activate the Cabin Door sensor to automatically finish your FSE flight once you open the Cabin
Door (ie., imagining the passengers leave the cabin).
• There is no way to ‘cancel’ your FSE flight from within the cockpit. To cancel your FSE flight,
please use the X-Economy plugin.

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Version 6 (07-06-2020)

Hot and Hung Start Failure Effects (when triggered by X-Plane’s default failure system)

• Hot start (by limited air flow): now produces a 25% risk of triggering engine seizure when ITT
rapidly exceeds 965 degrees and, if no engine seizure is triggered, engine fire and engine
seizure is triggered when ITT exceeds 1090 degrees. Consequently, there is a 25% risk of
smoke accumulation in the cockpit sometime between the onset of the fire and the next few
minutes.
• Hot start (by extra fuel): now triggers 50% risk of engine seizure when ITT (gradually) exceeds
965 degrees. This failure will not push ITT beyond 1090 degrees in X-Plane and will thus not
trigger engine fire.
• Hung start (by weak starter): produces no (additional) failure, unless pilots now subsequently
introduce fuel. In this case: run 50% risk of triggering engine seizure when ITT exceeds 965
degrees. This failure will not push ITT beyond 1090 degrees and will thus not trigger engine
fire.
• Hung start (by clogged fuel nozzles): triggers no additional failure, unless pilots subsequently
introduce fuel regardless. In this case: run 50% risk of triggering engine seizure when ITT
exceeds 965 degrees. This failure will not push ITT beyond 1090 degrees and will thus not
produce engine fire.
• NEW 'hot start' added (warm engine restart): restarting a hot engine (shortly after flight)
produces 25% risk of triggering a hot start; 25% risk of engine seizure when ITT (quickly)
exceeds 965 degrees, and 100% triggers engine fire and engine seizure when ITT exceeds
1090 degrees. Consequently, there is a 25% risk of smoke accumulation in the cockpit
sometime between the onset of the fire and the next few minutes. To safely restart engines
shortly after flight, ‘motor’ each individual engine to cool down the engines prior to restart for
a minimum of 15 seconds (ie. down position of the Starter Switch) as instructed in the POH.
• Please note that part of the above failures can be prevented by following proper engine start
procedure as instructed in the POH, eg. swiftly aborting engine start when observing rapid ITT
rise and when ITT > 850 degrees. Or simply by disabling X-Plane’s default failure system.

ITT Gauges

• Corrected the upper ITT limit to 1090 degrees of both engines. Now, ‘hot starts’ produce
realistic ITTs

Engine Chip Failure Effects

• When the Engine Chip failure is triggered by X-Plane (ie. metal deposits found in the fuel),
pilots run a 25% chance of engine seizure and/or fire sometime between the onset of the failure
and the subsequent 60 minutes. According to the POH, Chip Detection is not an immediate/
imminent emergency. The POH recommends pilots not to takeoff with this detection, and when

© UncertifiedPilot Page 19 of 31
 this detection arises during flight, to consider continuing the flight while monitoring engine
performance more closely.

Generator Failure Effects

• When either GEN1 or GEN2 exceeds max amperage loads, the generator(s) will fail (as also
indicated on the annunciator panel). Consequently, there is a 25% risk of smoke accumulation
in the cockpit sometime between the onset of the failure and the next five minutes.

Avionics Failure Effects

• Starting either engine, while the Avionics System is powered, produces 25% risk of damaging
any of the main electrical systems upon engine start. In line with actual C90 procedures, pilots
should turn ON the Avionics Power only after both engines have been started.

Magnetic Compass Failure Effects

• In line with cautions in the POH, the Magnetic Compass (below the overhead panel) will now
show erratic indications when the Windshield Heating is turned ON, due to electro-magnetic
interference coming from the windshields.

Engine Torque LED

• Fixed the Engine Torque LED displays. Now, when switching ON the Battery Power or the
External Power, the displayed Torque resets to zero.

Ground Communication Power

• Enabled the GND COMM PWR button (see central front cockpit panel). The GND COMM PWR
button now allows powering COM1 when the Avionics Switch is switched ON, prior to turning
on the main aircraft battery switch or GPU (the cockpit and instruments lights are powered
too). This allows frequencies such as clearance delivery and ATIS to be retrieved with minimal
battery use (at night).
• Procedure: At the cold and dark state, press the GND COMM PWR button, switch the Avionics
Power to the ON position, and switch the COM1 unit to the ON/POWERED mode. The COM1
unit is the only electrical device that is operable in GND COMM PWR mode. When ATIS/
Clearance is received, turn OFF the GND COMM PWR and continue the normal start up
procedure using Battery/External Power.
• Please note that although the GND COMM PWR (button) will automatically disconnect when
turning the Battery Switch or External Power Switch to the ON position, normal procedure is to
turn it OFF by pressing the GND COMM PWR button when finished. The GND COMM PWR
button cannot be pushed in when the Battery Switch or External Power Switch is in the ON
position, and can thus only be activated while both the Battery Switch and External Power
Switch are turned OFF.

Control Geometry

• Optimized the lift, drag and moment coefficients of the flaps

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Interior Design

• Further accentuated the EADI horizon image for a more 'curved' look and feel of the EADI
display

Remaining to-do's for others to work on ...

• Librain Support (Vulkan/VR proof!)

• TCAS support (copy code from the default B737-8?)
• Surprise us!

Version 5.0 (07-06-2020)

Oxygen system

• Enabled the pilot’s mic switch by connecting it to the oxygen valves. Now, when switched to
the MASK position, oxygen is drawn from the oxygen tank. See oxygen quantity indicator on
the right side of the co-pilot’s panel for drain over time.
• Similarly, connected the co-pilot’s mic switch to the oxygen valves
• With the above fixes, pilots can now prevent/combat hypoxia effects during flight (gradual
darkening of the view). Please note that hypoxia can be prevented/combatted with either the
pilot’s or co-pilots’ oxygen masks enabled (switch to MASK), since X-Plane does not (yet)
differentiate between the pilot’s and copilot’s oxygen mask.
• Also, when either mic switch is switched to the MASK position, a (yellow) Master Caution light
will illuminate to notify pilots that the oxygen valves are actually open and oxygen flow is
active. Please note that, when the oxygen system has failed, this Master Caution will not
illuminate (and thereby signals the failure).

Cabin pressurization

• Further corrected the ‘buggy’ cabin pressurization test system of the KingAir. Now, the KingAir
has its own simulated ‘weight-on-wheels’ sensor (the default one in PlaneMaker interfered with
the pressurization test system, I found). With this new sensor, the cabin pressurization test
system works more realistically: (1) the TEST mode now works more accurately; (2) however, no
matter the set Cabin Pressure Altitude, the Cabin Pressure fpm gauge always shows a negative
fpm rate in the TEST mode. Fortunately, this negative fpm corresponds to the normal cabin
pressure test procedure as described in the POH; setting the Cabin Pressure Altitude to
1000ft below airport elevation. Should be good enough for practicing normal flight
procedures.
• In addition, I implemented dependences of the Cabin Door (closed ratio) on the effectiveness
of the pressurization system. Now, with the cabin door opened, either on the ground or in-
flight, the pressurization (test) system does not work and cabin pressure is gradually equalized
to the outside air pressure (and thereby increasing risk of hypoxia).

Air conditioning

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 • Implemented dependency of the Cabin Door (closed ratio) on the effectiveness of the cabin air
conditioning system (ie., heating and cooling). Now, with the cabin door opened, the
airconditioning system does not work and cabin temperature will gradually equalize to the
outside air temperature.
• Please note that the control knobs of the Pilot/Copilot/Cabin/Defrost air are not coupled to any
commands in X-Plane (ie. inoperative). However, it seems that in real-life these knobs do not
significantly affect the A/C system or pressurization system. They merely redirect the same
cooled/heating air through other vents in the cabin. I thus left these as is.

Anti-ice/de-ice system

• Corrected the Engine Inlet Lip Heat of both engines. In line with the POH, heat will now flow
through the engine inlet lip whenever the engine of that inlet/lip is running. Please note that
the Engine Anti-Ice Switches are in fact ‘inertial separators’ inside the engine intakes, not
heating elements, to prevent FOD coming into the engines through the inlets (e.g., ice, dust,
etc.). The Engine Anti-Ice Switches are thus unrelated to any heating, such as engine inlet lip
heating.
• Fixed the Propeller Electric Deice System. Now, when switching the Prop Heat Switch to the
ON position, the propellers of the left and right engines are heated in turns (not just the right-
side prop). The first 90-second phase heats all the deicer boots on the propellers of the right
engine. The next 90-second phase heats the boots on the propellers of the left engine. Etc.
• Fixed the Windshield Heaters. Now, when either the left or right Windshield Heater Switch is in
the ON or High position, Windshield Heating is on for both windshields. Please note that X-
Plane does not yet differentiate between left and right windshield heating, but only allows both
Windshield Heaters to be ON or OFF.
Avionics

• Fixed the EFIS Countdown Timer to stop counting down once reached zero
• Pressing the DH Test button (the small Start/Stop ‘SS’ rotary knob on the pedestal) will now
evoke a ‘Minimums’ call-out, just as in the real C90B.
• Corrected the flight information displayed for each EHSI display mode (MAP/ARC/HSI/etc.)
• Receiving morse ID information on the NAV1, NAV2, and ADF now evokes 'RX' annunciations on
the left side of the respective panel. Please note that for this to work, pilots need to have
switched the audio/monitor switches of the NAV1, NAV2 or ADF to the ON position.
• Implemented a (made-up) start-up/boot sequence for the EFIS and GPS devices when
switching the Avionics Power Switch to the ON position (ie. the displays turn on one by one). In
the real C90B, the EFIS displays would turn on immediately, but show a calibration/boot mode
first; similar for the GPS devices. Since I cannot implement these boot screens, I implemented
my own mechanic in ‘spirit’ of the real thing. Makes me feel the EFIS and GPS units are actually
driven by some software that boots up first.

PilotEdge support

• Transmitting on COM1 or COM2 now illuminates a 'TX' annunciation on the respective display
(see image gallery)
• Receiving transmissions on COM1 or COM2 now illuminates a 'RX' annunciation on the
respective display (see image gallery; not illuminated in the image)

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 • A live connection to the PilotEdge network now illuminates a (made-up) ‘WWW’ annunciation in
the right bottom corner of the COM1 and COM2 displays (see image gallery). This addition is
intended to help PilotEdge users (like me) resolve possible radio communication failures during
flight (ie. the possibility that one is simply offline/disconnected).

EFIS AUX Power

• Fixed the EFIS AUX Power system. Now, the system is properly connected to the Avionics
Master system, the Inverter system and (main) EFIS Power system. Note: The EFIS aux is
powered by a 15 amp breaker, usually tied to the #2 avionics bus. Should it fail charging then
the AUX Horn will sound (see below).
• The EFIS AUX Power ‘Test’ mechanic now realistically illuminates the ‘TEST’ annunciator when
the switch is switched to the TEST position and Avionics Power is available.
• Please note that shutting the avionics power OFF (e.g., by switching the Avionics Master Switch
to the OFF position) when the EFIS AUX Power is ON and the (main) EFIS Power is ON, will now
effectively put EFIS AUX Power in the ON mode to still provide electrical charge to the EFIS (ie.
illuminating the orange AUX ON annunciator) and evoke the AUX horn call-out. Please note that
I set the EFIS AUX horn call-out to ‘Glideslope, Glideslope, Glideslope’, since I found no other
(repeating) warning sound implemented by Laminar that I could use instead (the ‘Glideslope’
warning call-out kinda reminds one of the EFIS, doesn't it?). In addition, I’ve set the Master
Caution to illuminate once the horn goes off. Pilots can silence the EFIS AUX horn by hitting the
(red) Silence button on the EFIS AUX panel (but why would you? just switch the EFIS AUX
Power to the OFF position).

EFIS Composite/Revisionary Mode

• Enabled the EFIS Composite Mode (see pedestal) in ‘spirit’ of the actual C90B system (ie. not
very accurate, but good enough for practice). When switched to the ON position, in the case
that the (pilot’s) EFIS has failed (ie. EADI and/or EHSI), the system will “copy” flight information
from the co-pilot systems if these systems are operative, so that the EFIS can continue to work
and can be used to fly the plane.

EFIS Test Button

• Enabled the EFIS Test system (see pedestal) in ‘spirit’ of the actual C90B system (ie. not very
accurate, but good enough for practice). When pressed, the EFIS (ie. EADI/EHSI) displays will
briefly turn off and on. Please note that this self-test is not coupled to any actual EFIS test
mechanic, but merely intended to enable the EFIS Test button as part of practicing normal
flight procedures.

Aircraft load (without engines running)

• Corrected Inverter #1 for being ON by default while the Inverter Switch was actually switched
OFF. Please note that, thereby, as part of the real-life startup procedure of the C90B, pilots
need to turn the Inverter Switch to either the UP or DOWN position to engage the Inverter
system and thereby allow the Autopilot to engage during flight.
• Set the EHSI display map range to medium range

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 • Set the EHSI display mode to the first mode (MAP)
• Reduced the AviTab display brightness somewhat

Visual improvements

• Made the weather radar depiction overlay more transparent in ARC WX mode to improve
readability of underlying VORs/FIXs/Track/etc information. Please note that the default weather
radar system by Laminar only shows convective/thunderstorm weather (weather set to
'Stormy').
• Made the weather radar depiction overlay less transparant (ie. brighter) in MAP WX mode to
prioritize on interpreting the weather over flight imformation
• Added textual information on the overhead panel of the cockpit, in accordance with the real
C90B. Please note, however, that due to the ‘FPS-friendly way’ Laminar textured the cabin
interior of the KingAir (ie. extremely low texture resolution), I could not add high resolution text
to the overhead panel that is readable. Nevertheless, I felt that my additions improve the visual
look and feel of the overhead panel enough the retain the text.
• Corrected the coloring of the icons/labels used on the EHSI navigation displays. Now,
consistent with the GPS, airport icons are shown as magenta circles, and FIXs and VORTACs in
blue-green, and VORTACs by the usual 'vortac' symbol. In addition, I downsized the icon of FIXs
for improved readability of other displayed information.

VR compatibility

• Enabled the EFIS AUX Power switch

• Improved the readability of the EHSI Compass Arc in ARC mode

Misc

• Turned off the (unrealistic) wing tip vortices/condensation effects during flight

• Disconnected the yoke and panel clocks from the Co-Pilot’s Panel light source. Now, all the
clocks are on/illuminated once the battery is on.

Version 4.0 (07-05-2020)

VR compatibility (full support)

• Fixed the Fuel Transfer Test Switch (thanks again, XPE573!)

• Fixed the Manual Temp Switch
• Fixed the Bus Sense Switch
• Fixed the Surface De-Ice Switch
• Fixed the Cabin Pressure Switch
• Fixed the Generator Switches
• Fixed the Starter Switches
• Moved X-Plane’s default VR Magnet Tablet from the co-pilot’s yoke to behind the pilot’s seat
(grab it if you need it or never look at it again)
• Added new VR/non-VR clickspots to operate both propeller levers simultaneously (just as is
possible with the power levers). The new clickspot is located in between both propeller levers,

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 a few inches below and in front of the lever handles. See the image gallery for the location of
this clickspot.
• Similarly, added new VR/non-VR clickspots to operate both condition levers simultaneously.
The clickspot is located in between both condition levers, a few inches below and in front of
the lever handles. See the image gallery for the location of the this clickspot.
• Lessened the sensitivity of the Altitude Pre-Selector Rotary Knob

AviTab

• Perfected the position of the AviTab screen on the iPad/tablet

• Added a manipulator/clickspot of the home button on the iPad
• Added a manipulator/clickspot of the power button on the iPad

Annunciators

• In accordance with the actual C90B POH, switching the Gen Ties Switch to the CLOSE position
now illuminates the MAN TIES CLOSE annunciator
• Switching the Gen Ties Switch to the OPEN position now illuminates the L GEN TIE OPEN and R
GEN TIE OPEN annunciators
• Switching the Bus Sense Switch to the TEST position now illuminates the L GEN TIE OPEN, R
GEN TIE OPEN and BAT TIE OPEN annunciators. Please note that these annunciations are
simply/directly coupled to the Bus Sense Switch position, not to any underlying datarefs (ie.
actual system mechanics), since these datarefs are not offered yet by Laminar. This fix is thus
intended only to allow pilots to familiarize with normal flight procedures.
• Fixed the RVS NOT READY annunciator. Now, the annunciator also illuminates when the right
prop lever is aft (not just the left prop)
• Fixed the R GEN TIE OPEN annunciator. Now, the annunciator illuminates when the left wing
‘heater/ice vane’ fails (and not just the L GEN TIE OPEN of the left wing).

Electrical systems

• Corrected the electrical wiring of most aircraft systems (in light of X-Plane/PlaneMaker
limitations)
• Fixed the Decision Height indication on the EADI. Now, when turning the DH rotary knob (on
the pedestal), the DH indication changes in the right bottom corner of the EADI as it should
(instead of showing the static 0 indication).
• When IAS mode is enabled, the ‘set airspeed kts’ indication is displayed in the left bottom
corner of the EADI. In the real C90B, however, this indication is located on the pedestal (I’m
unable to get this implemented). See image gallery.
• Also, I corrected the initial set airspeed in IAS mode from 78 (Vs) to 112 kts (Vy). Please note that
this airspeed can now be easily preset by use of the rocker switch UP/DOWN on the pedestal,
such as before takeoff. Please note that the increments are 1 kts per click (you can hold the
rocker switch UP/DOWN for rapid change).
• Added the ‘set vertical speed’ indication in the left bottom corner of the EADI as well, when VS
mode is enabled. In the real C90B, this indication is located on the pedestal (I’m unable to get
this implemented).
• In line with the POH, I corrected the UP/DOWN ‘rocker’ increments in VS mode from
increments of 100 ft/min to 200ft ft/min.

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 • Please note that by default/aircraft-load, the Gen Ties Switch is in the CLOSED position.
Thereby, all buses/generators are cross-tied, thus sharing the electrical loads of all systems
across the aircraft. This is not realistic for normal flight, because this removes bus isolation
protection. In the real C90B there is a NORMAL position of the Gen Ties Switch. This switch
position, however, and its underlying system mechanics, are not (yet) implemented by Laminar.
I thus recommend pilots to fly in the CLOSED position, which I therefore left as is.
• Fixed/reverted the hot-wiring of both fuel boost pumps to the battery. Now, as is the case with
the real C90B, you can operate both boost pumps independently of the Battery Switch
position (i.e. hot wired to the battery).
• Tied the pilot’s and co-pilot’s turn indicator to the electrical system

Autopilot

• Optimized the autopilot’s pitch prediction/sensitivity for more smooth and realistic behavior

Pressurization

• Fixed the Cabin Pressure TEST mechanic (see pedestal). Now, pilots can reliably test the Cabin
Pressurization using the TEST position of the Cabin Pressurization Switch (also in VR). Please
note: as with the real C90B, this test works only when the Cabin Door is closed, the Engines are
running and both Bleed Air Valves are open.

Aircraft load (without engines running)

• AviTab/iPad is power-off. Please note that, without the AviTab plugin installed, the iPad is
"off" by default in all conditions. Pilots can simply turn the iPad on by clicking on the right
bottom corner of the tablet where the actual power button is located (see image gallery).
• Man Gen Ties Switch in the CLOSED position. As noted before in this version update, in the real
C90B, this switch has a ‘normal’ position. However, this switch position is not implemented yet
in X-Plane’s C90B.
• The torque indicator LEDs now display zero/0 when the battery power is turned on
• The Cabin Pressure Altitude Actuator is set to 0 ft cabin pressure

Interior

• Fixed the Engine Gauges LEDs lighting. Now, these LEDs are disconnected from the Engine
Instrument Lights source. The Engine Instrument Lights Knob can thus now independently
illuminates the engine gauges without affecting the brightness of the LED indications. Like in
the real C90, the Engine Gauge LED lights will light up automatically when the battery switch is
switched to the ON position.
• Also made the pedestal switches silver, in line with the silver switches on the main panel

Version 3.0 (04-05-2020)

AviTab

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 • Mounted a physical iPad/tablet on the pilot's yoke for AviTab users (requires the AviTab
plugin as a separate download). Original AviTab mod by XPE573. I increased the ipad/tablet
view angle for better readability and made the mod compatible with the C90B pitch/roll yoke
movements.

SmartCoPilot

• This download comes with a dedicated smartcopilot.cfg file for pilots who like to fly the C90B
with others using the SmartCoPilot addon. For non-users, just leave the file alone. It does not
affect performance in any way.

Aircraft load (without engines running)

• Set all COM/NAV/ADF/Transponder devices to power-off

• Set all audio/monitor switches to power-off
• Set all overhead panel switches to lights-off
• Set the cabin door open. Please note that prior to start-up, pilots need to shut the cabin door
from the inside. Since version 2.0, I have added a dedicated VR hotspot in front of the cabin
door (inside). Hit the cabin door button to the left to manually close the door.

VR interaction sensitivity

• Lessened the sensitivity of the EHSI OBS Selector Knob

• Lessened the sensitivity of the Altitude Preselector Knob

Autopilot

• Improved the autopilot’s CDI localizer/glideslope intercept/prediction. The autopilot now

reliably captures localizers at a maximum angle of 45 degrees (i.e. without overshooting). Of
course, the autopilot can capture localizers from greater angles, but this will likely result
into overshooting.

Interior

• Moved the (distracting) light source on the backside of the pilot's yoke to its appropriate
(static) spot on the front cockpit panel
• Made the main front cockpit panel dark grey in resemblance of the C90GTX color scheme
• In line with the above, made the gear lever white
• Also made all panel switches silver
• Removed many stains from the lower cockpit panel for a more factory-new look
• Removed 'speckles' in the normal maps of some panel instruments for a more factory-new look
• Made all glass windows more transparent (less dark) for realistic viewing

Version 2.0 (24-04-2020)

Please note: I corrected many flight model data based on the actual C90B POH and on X-Plane's
Experimental Flight Model (the EFM will be default from X-Plane version 11.50 onwards).

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Weight and balance

• Corrected maximum weight

• Corrected fuel loads
• Corrected empty weight
• Corrected the CG locations of the fuel tanks
• Please note: I retained the default locations of CGs of the general airframe. Tests with actual
CG data of the C90B (i.e., more aft CG) resulted in unstable flight of the C90B in X-Plane. The
default CGs produces realistic flight behavior.

Gear and flaps

• Corrected the flaps type to Slotted

• Corrected the gear cycle time to 6 seconds
• Corrected the flaps (full) extend/retract time to 14 seconds

Electrical systems

• Corrected and added the electrical loads of many units

• Enabled the Inverter Switch position #2 (down position)
• Enabled the AC Voltage Meter (overhead panel) to also display the voltage of Inverter position
#2
• Fixed the DC Load Ammeter to indicate accurate % of total electrical loads per generator
• Please note: you can now realistically overload the electrical system when having all de-ice
systems switched on, while using the Electrical Heater. In the real C90B, this potential
electrical overload is prevented by a lockout circuit (which is not implemented in X-Plane).
Thus, pilots need to ensure not to exceed maximum % loads, such as in icing conditions.
• Please note: X-Plane’s C90B does not include an Alternate Static Air Source switch. Therefore,
the .acf heats both static ports by default to prevent static ports blockage by icing.

Other systems

• Corrected the Crew Oxygen Bottle Capacity to the maximum of 66 cubic feet (1869 liters)
• Corrected the maximum allowable cabin pressure differential to 4.7 psi
• Disabled restrictions for the GNS/GPS units on showing only airports that met certain criteria
(e.g., minimal runway length, paved runways). Now, both units display all available navigation
information
• Disabled the landing and taxi lights to automatically turn off on gear retract (so remember to
do so manually from now on, like in the real plane)
• Corrected the autopilot’s pitch and roll response accuracy to heading/pitch changes. With
these changes, the King Air is more (realistically) responsive and accurate
• Corrected the threshold criteria for the gear warning horn to sound

Engines

• Corrected the critical altitude of both the PT6A-21 engines to 14,000 feet. Climb rates on
various altitudes now closely match the rates depicted in the POH, including the higher flight

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 levels. With this correction, the service ceiling of the C90 reaches its documented service
ceiling level of 30.000 ft.
• Corrected the fuel burn rates to closely match cruise performance depicted in POH (ISA-0
@1900RPM) at all cruising altitudes
• Applied a fuel burn efficiency of 2% due to the added winglets
• Corrected the engine spool-up times
• Please note: The torque now moves (far) beyond redline at max power/throttle levers setting
(around 1900 FT/LB). This is realistic. Thus, carefully increase the power/throttle levers, such as
for takeoff setting (redline/1200ftlbs)
• Please note: for taxi, you now realistically need to set the power/throttle levers to Beta range to
control taxi speed (the range between idle power and reverse). Tip: Put the condition levers in
Lo Idle as well.
• Please note: the (parking) brakes are notoriously weak in aircraft. The KingAir will move forward
at idle power and high condition lever when the parking brakes are not completely pushed
forward (i.e. not completely disengaged). Manual braking will only hold up to a maximum of
1200ftlbs torque.

Aerodynamic performance

• Corrected and tested flight performance based on POH cruise performance table (ISA 0) and
X-Plane’s Experimental Flight Model (as default per XP version 11.50). Stall speeds now closely
match the numbers in the POH.

Interior design

• Redesigned the interior cabin textures to white/grey (inspired by the C90GTX)

• Corrected the window heat shape on the front cockpit windows in accordance with the shapes
of the real thing on the C90B. Also used higher resolution shapes.
• Darkened the inner 'bands' around all window frames for a more realistic (and sharp) look
• Added material reflectiveness to the power, prop and condition lever handles
• Added material reflectiveness to the leather dashboard
• Added material reflectiveness to the trim wheel, aileron trim, rudder trim, and flaps
• Added material reflectiveness to the annunciator panel
• Added material reflectiveness to the interior cabin walls
• Added material reflectiveness to all panel screws
• Added (consistent) material reflectiveness to all switches
• Made the red and green colors on the engine gauges a tad more vibrant/factory-new
• Slightly reduced the blue gradient of the EADI (as introduced in version 1 of this mod)
• Cleaned up the pedestal panels for a more factory-new look. Also sharpened the text on the
pedestal and improved readability of night textures.
• Added subtle water stains on the front cockpit windows (e.g., wipers, rain droplets)
• Darkened the sun blinders
• Greyed the rudder pedals
• Reduced the (much too) reflective glass surfaces of the COM/NAV/ADF displays

Exterior design

• Designed an entirely new livery, inspired on the C90GTX livery.

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 • Added material reflectiveness to all outside surfaces for a realistic look and feel. Also
accentuated the rivets and bolts.
• Made the textures of the engine inlets shiny/reflective, instead of black, as consistent with real-
world aircraft equipped with the PT6A-21.
• Removed the overly white coloring of the front cockpit windows in exterior views
• Added shadows to the moving wing surfaces and winglets (were missing in version 1)

VR support

• Corrected the default pilot view position in the 3D cockpit, in both normal mode and in VR
mode, to align the pilot's view with the yoke.
• Also corrected the default co-pilot’s viewpoint in normal/VR mode in the case of shared
cockpit flying (eg. SmartCoPilot)
• Added a new VR hotspot near the cabin door exit (to easily press the button to open/close the
door)
• Corrected the VR interaction sensitivity of many rotary turning knobs in the cockpit for easy-to-
use experience, including all COM/NAV/ADF knobs, the GNS530/430 knobs, transponder
knobs, the panel light knobs on the overhead, etc.

Misc

• Added realistic dock ports on the exterior airframe for ground services: 2 crew/passenger cars,
1 food truck, 1 fuel truck and 1 GPU. Hit CTRL+S when on a ramp of a big airport (default
scenery) to see ground services drive up and park on realistic positions around the King Air.

Version 1.0 (24-03-2020)

Exterior

• Added winglets
• Darkened the white rotating discs of the spinning props during all phases of flight for a more
realistic look
• Darkened the propeller blades to make the blades resemble their real-world counterparts
• Improved the normal map of the fuselage to make the C90B look more metallic and factory-
new

Interior

• Blackened the cockpit panel, inspired by the darkened C90GTx panel

• Darkened the 'white edges' of the EFIS panel to make the panel look more modern and sleek
(the original Collins systems look quite dated I feel). This also makes reading the EFIS more
comfortable to the eyes. I also edited the associated normal maps to remove the 'reflecting
speckles' on the EFIS panel, which makes the panel look more new.
• Darkened all panel switches to fit the black panel/interior look
• Also blackened the gear lever and made it more shiny and thereby look more prominent

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 • Increased the color contrast of the EADI horizon to better match the blue/brown colors of the
real thing. I also added a slight color gradient to make the display look curved.
• Brightened the 'red/orange tip' of the PIC altimeter needle to make it stand out a tad more
• Replaced the dull dashboard texture with the texture of black leather
• Increased the font-size of the EHSI compass rose for increased readability in VR
• Added visual details to the GNS530/GNS430 to make the units look like the real ones
• Added windshield heater lines to both left/right front cockpit windows
• Cleaned the overly 'stained' sides of the pedestal
• Darkened the (upper) magnetic compass casing to match the blackened panel
• Darkened the prop synchronizer fan in the cockpit panel as well
• Smoothened the overall texture of the cabin walls (less grainy)
• Applied a black "wool" texture to the cabin floor panel for more detail
• Blackened the passenger seats and the wooden cabin panels

Flight Model

• Added winglets as misc objects

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