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Aircraft Review : B200 King Air HD Series by Carenado


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Aircraft Review : B200 King Air HD Series by Carenado 
 
Route : Archerfield (YBAF) to Roma (YROM) to Longreach (YLRE) and Mt Isa (YBMA) : Distance 979.31nm 
 
This is the B200 is second King Air release from Carenado after the C90B in November 2013. Both aircraft very much the same from the cockpit forward, but they are very different in design and by length at the rear by 8.3ft and the B200 has a distinctive large T-Tail configuration that came out of the development of the 100 series that had the longer fuselage over the C90 Series but still kept its conventional tail arrangement. The Model 200 series and Model 300 series as they became known were originally marketed as the "Super King Air" family, but the "Super" was dropped in 1996, but the B200 is still in most cases called the Super King Air. 
 

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The Model 200 was originally conceived as the Model 101 in 1969. Apart from the T-tail, other changes included Pratt & Whitney Canada PT6A-41 engines rated at 1,015 shp (757 kW) instead of the 805 shp (600 kW) engines of the Model A100 then in production, and a wing of increased span and extra fuel capacity.Overall, the 200 series was 3 ft 10 in (1.17 m) longer than the A100, with wingspan 4 ft 3 in (1.29 m) greater, containing 60 US gallons (230 L) more fuel. Maximum Take-Off Weight (MTOW) was increased by 1,000 lb (450 kg). After protracted development that including extensive wind tunnel testing of the design (especially of the T-tail which was tunnel-tested for 375 hours),the first 200 Series prototype flew for the first time on October 27, 1972; a second prototype took to the air on December 15th of the same year.
Three production aircraft were also built in 1972 and delivered to the U.S. Army, these three were designated Model A100-1s by Beechcraft and were given the military designation RU-21J, which was the first of some 400 T-tail King Airs to be ordered by the U.S. armed forces. The 200 received civil certification in December 1973 and the first civil delivery took place in February 1974. 
 
Performance : Maximum speed: 339 mph (294 knots, 545 km/h) at 25,000 ft (7,600m) - Cruise speed: 333 mph (289 knots, 536 km/h) at 25,000 ft (7,620 m) (max cruise) - Stall speed: 86 mph (75 knots, 139 km/h) IAS (flaps down) - Range: 2,075 mi (1,800 nm, 3,338 km)with maximum fuel and 45 minutes reserve - Service ceiling: 35,000 ft (10,700 m) - Rate of climb: 2,450 ft/min (12.5 m/s). 
 
Royal Flying Doctor Service.
One of the largest operators of the B200 King Air is the Royal Flying Doctor Service of Australia. In Australia the aircraft is very wildly recognised more through the familiarity of the aircraft as it is an icon of the outback of the services it provides. The RFD service has 12 Beechcraft B200 (Basic) King Air's, 20 Beechcraft B200C King Air's and 2 Beechcraft B300C King Air's with 34 aircraft in total (latest add-ons to the fleet include C208 Caravans). The Model 200C in was introduced in 1979, and this version had a large cargo door on the LH side of the rear fuselage with an airstair door similar to the Model 200's door built into it. The door opening was 4 ft 4 in (1.33 m) high and 4 ft 4 in (1.33 m) wide, allowing a large range of items to be loaded into the cabin.
 
The Model 200C found favour with many operators who fitted them out internally as Air Ambulances like with the RFDS. The 200C was built from scratch rather than as a modification of the Model 200. The RFDS is a very old service that was created by the Reverend John Flynn had worked in rural and remote areas of Victoria and was commissioned by the Presbyterian Church to look at the needs of Outback people. His report to the Presbyterian Assembly in 1912 resulted in the establishment of the Australian Inland Mission (AIM), of which he was appointed Superintendent.
In 1928, he formed the AIM Aerial Medical Service a 1-year experiment based in Cloncurry, Queensland. This experiment later became The Royal Flying Doctor Service. Today the RFDS is based at Alice Springs. The RFDS is made up of seven legal entities – National Office, Central Operations, Queensland Section, South Eastern Section, Tasmania, Victoria and Western Operations. The RFDS operates in a federated structure and each of the seven entities has its own Board and Management. Each entity operates independently, both financially and operationally. Every now and then the RFDS has to replace aircraft in the fleet and being a commercial self-funded operation the fleet is a mixture of old and new aircraft. So here we are going to deliver a second-hand German aircraft that had been delivered to Brisbane in Queensland for delivery to the Central Australian Alice Springs base,. But first it has to flown from Archerfield to Mt Isa for a RFDS paint job and registration change. 
 

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Departure from Archerfield was wet and cold. Which is very unusual for Queensland which is situated in the tropics. Sometimes you get a southern wind that comes all the way up from the Antartica, and that plummets the weather from a very nice 22º to a freezing cold 4º in one day. 
The B200 comes with great rain and ice effects and a misty cabin to make you feel at home, and a new feature of an exhaust gas shimmering effect on the turbines. You have to look pretty hard to find it, but it is there.The aircraft is noticeable in several areas in the B200 than the C90 and it is that first is that the big T-Tail makes the aircraft very twitchy in strong winds.
I had a nasty 16knt side-wind and you worked very hard to keep the aircraft straight while going down the runway and it was even more apparent once you were airborne and climbing up through the gusts. So you are working hard in keeping the aircraft smooth and straight. You can't over power the turbines either. Once clear of the runway you have to dial the power back to at least 88% torgue or they will start to fail on you. The B200 does not like the default scenery much either. The C90B had an issue with those 2K textures (Which were X-Plane9 left-overs) on your frame-rate, the B200 has the newer larger 4K textures and they are heavily revised to help in the frame-rate and so dropping the texture resolution has no effect on the frame-rate and even under my 512mb VRAM limit (around 362mb was the average). However if you put any default autogen around the aircraft and then the frame-rate dropped markedly, The weather did not help things either, but even in clear weather the aircraft did still not enjoy any heavy autogen? 
 

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But the slightly extra length of the aircraft and the high tail makes this King Air a lovely machine in the air. It is beautifully constructed by Carenado and the aircraft has a great physical presence. You notice the 2K textures, but only from some angles, in other angles the livery looks really good and clean and I can easily live with that. 
 

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You have the option to either have the standard wing or one with winglets. Both are well designed, but the winglet's are simply beautiful in their curved shape out of the wing. The aircraft looks stunning in any point of view with them selected. 

 

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By any stretch of the imagination, Australia is a big place. It is the size of America in that after the Mississippi it is then just desert all the way to California. More than that the barren emptiness starts only a few hundred kilometers inland from the sea, all Australians mostly just cling desperately to the cooler ring of the coast. Our first stop is at Roma which is only 252.42nm inland from Brisbane at an average of 220knts, so you were there in just a little over an hour and a half. 
 

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In the lighter inland 5knt winds I find the aircraft nicer under the controls. In all the landings here I never found the sweet spot to drop the first of the three stage flaps. Dropping the speed to just below 120knts still gave me a lift I didn't need and then all the full power I had to bring the speed back up to counteract the drag, I tried different ideas of finding the right place (speed) to drop the flap (To Approach) to make it smoother, but I never found it. But under the yoke and rudder however the B200 was very easy to control in the descent and lining up of the runway, even fun really as the aircraft reacted the right way you wanted it to. But the devil was in that if you struck the lower high-winds the aircraft suddenly became very twitchy again. 
 

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Outside lighting is excellent with a taxi-light on the front undercarriage strut with two landing lights, outboard on each wing was an extra landing light that created a full lighting effect right across the landing runway. This arrangement would be ideal for landing at a dirt strip at light. The rest of the outside lighting is excellent as well, with a high tail beacon, three strobes (wings and tail) and Navigation lights. 
 
Roma
 

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Approaching the aircraft the next morning you can see what options you have to play with. There are three pop-up menu options in typical Carenado fashion down on the lower left of your screen. 1) is the Views or © Camera, 2) is the Options (O) and 3) is the Autopilot (A). A walk around the aircraft notes the excellent entry door on the left rear, Carenado leave nothing to spoil the completeness of the design. Everything is totally detailed to perfection. The riveting and paneling, the wing panels with those excellent leading edge rubber ice-boots. That high towering T-Tail that is so significant to this design. The undercarriage is very well constructed with perfect linkages (animation) and piping connected to the well designed braking units on the hubs, The undercarriage when retracted is still semi-exposed (the tyres). Smaller detailing is well covered in all the required pitot tubes, radio annennas (and cables) and moving trailing edge Static dischargers. (O) Options gives you access to - Window Reflections - Winglets - Static Elements - Passenger Door (rear exit) and finally the Cockpit door that separates the cabin from the cockpit. 

 

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The cold cockpit is very familiar if you have come straight from the C90B, it is almost an exact replica here except for the two Garmin GNS430 units (Com 1 - VOR 1 and Com 2 - VOR 2). Panel detailing is phenomenal almost overwhelmingly good, note the metal sliders on the rudder pedals and you can see how far Carenado will go with almost every nut and bolt, switch and knob created to an intimate detail. Lower pilots panel behind the (hidden) yokes. The switch gear covers all the lighting and electrical elements of the aircraft with engine anti-ice and Ice protection. The battery and the Generator switches (1 & 2) are hidden under a panel. Turn on the power supply and the panel comes to life. 
 

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Instruments on both the pilots and the Co-Pilots positions are basic in just the standard six instruments on both sides. (the altitude display is digital) but updated with the built in EFSI (Electronic Flight Instrument System) that is connected to the Electronic Attitude Director Indicator (EADI) and the Electronic Horizontal Situation Indicator (EHSI) on the main (PFD) aircraft panel, this system works in conjunction with the autopilot. You have a set of instruments set at the top of the pedestal that covers the Flap position, Cabin Climb (pressure) and Cabin altitude. There is a twin set of gauges set down the panel that covers the engine ITT (*Cx100) - (Interstage Turbine Temperature), Torque (FTLB x 100), Prop - RPM, Turbine % RPM, Fuel Flow and Oil temps. Besides the two Garmin GNS340's there is a AVIDYNE Entegra EX500. This unit is very good but also limited in application.

 

Each engine has its own "Ignition ON" switch, and then another switch to start the each engine that both sets are situated low and behind the yoke. It takes awhile to wind up and then start each turbine to full power. Multi-track stereo sounds are excellent as the whine and then the power as the engine comes into life. When running, don't forget to turn off the Ignition ON switches as displayed on the glareshield. I found an odd note in that the alert panel showed "Battery Chg" on all the time unless you switch the battery switch off, On starting the aircraft hot the alert stayed off with the battery switch in the on position? Lighting is control by a battery of knobs on the overhead panel. You have master to turn them all on together, or you can adjust them individually. The spot lights in the cockpit by the OHP and the rear cabin can be adjusted to point light in any direction. Panel lighting is indirectly and not from behind the instruments and dials... Overall the lighting and switchgear lettering is brilliantly lit and very clearly readable. However I did find in some circumstances the main panel "Instrument Indirect lights" like on the C90B could affect the frame-rate by 20fr, and at other times it did not? switching it off meant flying with a dark panel until conditions changed to use it again? 
 

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You have twin fuel tanks and the gauges are on a panel on the left side of the pilot. I put in 13.5 x 100lbs per tank to give me 2700lbs of fuel and enough fuel capacity to get me now all the way to Mt Isa. The panel also has two backup switches for standby pumps.

 

The pedestal has twin levers for both engines in the throttles, prop pitch (feather) and condition/fuel cutoff. The condition levers have an idle position (thankfully) and the best placement for taxiing is about half-way from the idle notch to the full throttle position. The aircraft still needs a heavy shove from the throttles to get it moving, but once you are you can do the turns with just the brakes to slip off a little speed. Many runways in Australia are a single runway with a slight space at each end to turn the aircraft around, no problems with the B200 with just a slight nudge from the throttle to get through the tight u-turn. 
 

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Distance to Longreach is 378.45nm or about 2 hours flying time on a good day, but again those pesky winds came and went with regularity. I had help though with the aircraft's autopilot (AP) system that is located on the rear of the pedestal. You can thankfully use the AP panel as a pop-up by pressing (A) on the menu selection. It is resizable from the very large unit that takes up a big proportion of your screen space to something smaller, it will work outside the cockpit as well which is great if you like to fly like that and still set the autopilot with out ruining the view by having to dip into the cockpit.
Without the pop-up functionality you will know if you have used the X-Plane default King Air of how hard it is to set and reset the unit by it being down and away behind you...  how many times have you looked up to see yourself cartwheeling into the water after takeoff by just a glance away from the window? As noted the AP is part of the EFSI (Electronic Flight Instrument System) that controls many functions over the aircraft. The AP itself is quite straightforward in the standard settings are all set out as usual.
 

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Here you can select the Heading-HDG - NAV (a note here in that right now the NAV function is fairly useless, however with the new GPS in v10.30 then it will come into its own) - APPR (Approach selection) - B/C - ALT (To hold an altitude) ALT-SEL (Altitude Select with the V/S mode) - V/S (Vertical Speed), the vertical speed is used with the DN/UP button to select the feet per minute (fpm) in - or + in the pitch of the aircraft. I found the aircraft climbed very nicely at 1200fpm and reduced to 800fpm over the last 2000ft (to 10.500ft), The B200 will climb easily at even 2500fpm but a warning in that if you over-torque for longer than 5 minutes with those engines, they will fail, throw smoke and ruin your whole day. You set the Altitude via the altitude select display on the lower panel and use the ALT-SEL to stop the aircraft at the selected height. There are also two CLIMB and DSC selections as well, but they climb and descend in a quick go/to manner. I never used CLIMB/DSC and always the V/S system. AP engage and YAW engage is on the lower panel with the large turn selection knob. Two large selection knobs above the main AP selection buttons are for the HEADING Selection and the COURSE Selection. These are both shown on the main Heading display. The Course needle has a built in CDI (Course Deviation Indicator) 
 

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 The smaller middle selector knob allows you to change the Heading display into three modes - Rose - ARC and MAP. Out here and way out in the outback of Australia the MAP function is fairly useless with just a few dots, all nav-aids are too small anyway except for a few points on lining up to a runway with a lot of fixes.  In the center of the AP pop-up panel are two arrow buttons that allow you to select on the Heading display either the ADF bearing or a VOR bearing, the other button can be used to select the VOR 2 bearing that shows information on a separate display on the side of the Co-Pilot. There is a manual version for NDF/VOR just next (left) and slightly above to the electronic one. All autopilot selections are displayed on the electronic Artificial Horizon display. The whole instrument package is exactly the same as the version in the C90B. If you love that one, then you will also feel right at home here. The yokes are well in keeping in with the quality of the aircraft. 
 

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The pilot's yoke has switchable clocks in real time, zulu time and elapsed time that you can start or stop. On the Co-Pilots yoke there is a clever 24 clock that you have to glance at a few times to see how it works. 
 

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There is a point in every journey when you just fall into the rhythm. It is constant background sounds and it is usually the engines and the slight rushing of air around the body of the aircraft. You are not bored and yet there is very little to do except to watch the gauges and click of the passing numbers of speed and height. There are blinds that you swing around the main windows to block out the sharper light. They make the cockpit even more smaller, more intimate, now and then you look out of the windows of sometimes complete nothingness, a flat landscape with no visual clues on where you are going or where you have come from. Australia is like that in parts, just empty space and you feel very small in the landscape. 
 

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The main cabin has 6 luxury leather seats with 4 in a club layout, another seat is set behind the rear partition opposite the door/entrance and by a large empty luggage bay. The windows give a great view out outside and the whole cabin feels more like a personal jet than a turboprop. You can adjust the polarized rear cabin windows, as they can be darkened by dragging a handle around in semi-circle. A opening door is situated between the cockpit and the cabin, but this is a delivery flight so we keep it open most of the time. Tables can be stored or open for the pasengers. You can use the excellent menu © Camera or views menu to easily move around inside and outside of the aircraft and change the pilots POV (Point of view). 
 
Night-lighting

 

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With tbe HDR on the lighting effects are excellent. Every cockpit and cabin roof light is both adjustable for brightness and for direction. This shows how good and effective the X-Plane lighting effects really are when executed with skill. If you swivel the lighting in certain ways you can see the effects from the outside of the aircraft. 
 

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The panel lighting highlights how far and how good the aircraft lighting has come from the of clever lighting tricks in 2d cockpits and XP9. The cockpit is dream of reality and lighting sources and the lit text that fills up all the your view in any direction. It is a nice place to be in the dark.
 

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Out of the windows and the green is getting sparse, the drier and hot inner continent is now coming out as life slowly recedes away. The straight line of the Landsborough Highway, the only connection between the the few townships out here and the rest of the world comes into view. Each way you look it just one line from horizon to horizon, but for us a link to something man-made and a pointer to our next destination. 
 

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Longreach
We could have flown directly to Mt Isa from Roma. But this diversion is only slightly off the main track and being way out here you can't miss the chance to pass by a bit of history. Longreach is part of the birth of QANTAS  or "Queensland and Northern Territory Aerial Services". Which was founded in November 1920 in Winton 177 kilometres (110 mi) northwest of Longreach, it began flying international services in May 1935. Between these small god forsaken towns an airline that took on the world was conceived out of necessity more than profit, as again the aircraft was the only real means to cover these impossible long distances. 
 


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There is a museum here to the airline which moved its operations here in 1921, called the "Qantas Founders Outback Museum", which includes amongst its displays a decommissioned Qantas Boeing 747-200 aircraft, registration VH-EBQ, "The City of Bunbury." and QANTAS's first jet aircraft VH-XBA (formerly VH-EBA), a Boeing 707, "The City of Canberra.", Douglas Corporation DC-3 VH-EAP and the heritage listed original Qantas hangar, combining historical artifacts. Yes they landed that huge B742 in knowing it would never leave here again, It was a close landing... very close. The midday sun is hot here and in opening the small side windows on the B200 you would think would let in some cooler air, but it just made the cockpit worse as more heat came in than the hot cockpit had in the first place. 
 
Cloncurry
The next leg was to Cloncurry at 284.44nm. It should have been a breeze but it wasn't. It was hot and airless on the ground at Longreach, but once we had reached our normal 10,500ft altitude the gusty winds made the ride rough and tough. They were  blowing at 19knts and it was tough going, At higher altitudes the wind force was even higher at 23knts and so after a fair while of being bounced around we dropped the aircraft down to under 7000ft and the lesser of two evils at 14knts of gusty winds that was not as hard on the aircraft. 
 

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The red ore like landscape is the reason that Mt Isa is way out here. It is a mining town, a rough and tumble place were fortunes are made and lost. After still following the Landsborough Highway and passing over Winton until it joined up with the other trans-state Flinders highway over Central Queensland, Cloncurrry was now visible and the very last leg to "The Isa" was only a short 64nm after a heading turn west. 

 

Liveries

You have the standard Carenado white livery and 6 HD (High-Definition) liveries to choose from in 5 Civilian and one military in the Swedish FLYGVAPNET... 
 

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Sounds are as expected very good. But the main outside high buzzy whine can give you a headache after flying for the many hours as I did here. I ended up with a set of headphones on if I had the aircraft on flying over the scenery which was getting more and more interesting as the fading light was now showing the immense ripples of the formations of rock lying below us. 
 

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You can understand why this B200 aircraft is so important out here. It has the speed and the range to cover very large distances and then land on a rough runway on a homestead or cut out of the bush for the RFDS next to the highway of which there was many over the distance of the Landsborough and Flinders Highways. It is a very nice aircraft to fly, but that T-Tail has to be respected. 
 

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Sounds
The 3d surround sounds are overall excellent. But there is a buzzy high whine with the main side on outside view that tired out my ears and gave me a headache after many hours of flying. From that point on I needed the headset on to stop the buzzyness to give my ears a rest if I was flying over the landscape and if I wanted to view the vista below.


 

Mt Isa
Lake Moondarra gives you a focal point to aim for and a turn over the far side bank of the lake gives you a direct lineup to Mt Isa's YBMA RWY16, By now though the several landings with the B200 have learnt of how it behaves and how the aircraft feels like at the lower speeds. And enjoy the slight touch landing...  The engines have a reverse thrust/prop to help the drop down the speed, but in most cases you don't need to use it as the aircraft easily drifts off the speed. Sadly X-Plane does not render "The Isa" backdrop very well, The town is an industrial skyline of company mining infrastructure, X-Plane only gives you the usual low housing estates of California. It has taken the B200 only two flying days to cover the the 979.31nm from Archerfield to Mt Isa. Impressive for a general aviation aircraft and it was how the aircraft covered the distance with ease. The aircraft still has on this journey another 660nm still to go to the RFDS base at Alice Springs, no doubt that would have to be completed in one flying hop, but you have no issues with that sort of distance as the range at 1600nm is phenomenal for an aircraft of this size. In those few days you almost become one with the aircraft, In this case it was easier than most. 
 
Summary
There is always going to be with both these King Airs the controversial comparison between the C90B and the B200. In most cases they share most of exactly the same equipment and both have the same excellent EFSI (Electronic Flight Instrument System) and sitting behind the panel it is hard to tell them apart. No doubt the B200 is the far more powerful and the larger of the two aircraft. And that comes through with the way the aircraft behaves, the differences are subtle but there are still small very noticeable differences, The power to climb and cruise is much more apparent and you feel the difference of that large T-Tail, this with the added slightly different CoG (Center of Gravity) and the extra length is noticeable in the handling which makes the B200 a very nice aircraft to control, except certainly in gusty winds were it gets very twitchy. On this journey I certainly got to understand the aircraft better the more distance I put on the airframe. However more time would allow you to find still more of those subtleties, to find even more control at the limits of the low speed handling. The aircraft needs constantly a firm but fair hand. The aircraft however behaves like the B90C with strange effects on the frame-rate. It does not like added special effects like the autogen and any weather and that is not down to the textures either as it reacted the same at the high autogen of Archerfield as it did once it felt the far smaller autogen arrangement at Mt Isa.

 

The "Instrument Indirect lights" adjustment on the OVH for the main panel also was a sucker of power when it felt like it and so a 20fr loss will come and go at a whim for no reason and it will be interesting how much difference the X-Plane 10.30 upgrade will effect the aircraft and take away these niggles, even with the weather upgrade I feel v10.30 would would give you an substantial improvement here. If you have the power to overcome this, then it is not an issue. It is noted that you do require 1gb of VRAM to run the aircraft correctly, other than these niggles I didn't have problems with that with my 512mb limit. Carenado's quality in their aircraft is always a sign of the depth of design over any other developer. The B200 certainly comes with all those hallmarks of the sheer design quality that you expect, and the aircraft is on a top level with any other quality aircraft, it is one of the best in X-Plane in this category.

In a few areas like the inside lighting it excels. In systems the EFSI package is simply excellent for flying those really long distances like we have done here. When the X-Plane 10.30 upgrade to the GPS is released it will be a significant advantage to the B200. The framework is already in place for the new GPS and that will then give the aircraft an excellent way to fly these very long routes without only just the select few NDB's and VOR's to chose from in these sort of open distance areas (you can use a basic route now in the current Garmin GNS430, but it is just that... very basic). 

The B200 has excellent features with great effects in that rain drops move realistically in accordance with airspeed, and then are cleared by wipers, and repopulate after wipers are shut off. Ice can be cleared with de-icing options and the internal lighting is above the usual HDR standard, all animations and intimate detailing here is simply first-rate.

 

Overall the Carenado B200 is one of the best of current series of larger aircraft that are being released by this outstanding developer. It is certainly a highly distinctive and dramatic aircraft in flight with its tall T-Tail arrangement and slightly longer fuselage. For an investment you would certainly do no better as the aircraft would deliver many years of great flying with its outstanding natural abilities and excellent features. 
 
The Carenado B200 HD Series is now available from the X-Plane.Org StorePrice is currently US$34.95 : Get the - B200 King Air HD Series - Here. 
 
Documents and Install, Download is 207.50mb, that is unzipped into your General Aviation Folder of 265.20mb.
 
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Developer Site: Carenado
 
Review By Stephen Dutton
 
6th May 2014
 
Technical Requirements:
Windows XP, Vista 7 or 8 (32 or 64 bits) or MAC OS 10.6 (or higher)
or LinuxX-Plane 10.25 (or higher - 64 bit compatible)
Not compatible with X-Plane 94GB RAM/1GB VRAMVersion
1.1 (last updated May 5th 2014)
updated store#
 
Review System Specifications:
Computer System:   
- 2.66 Ghz Intel Core i5 iMac 27”
- 6 Gb 1067 Mhz DDR3
- ATI Radeon HD 4850 512mb
Software:     
- Mac OS Mavericks 10.9.2
- X-Plane 10 Global ver 10.22 (final)
Addons
- Saitek x52 Pro system Joystick and Throttle
Scenery- VOZ Australian Scenery by B Roberts - Aussie Scenery Packages (you do also need to download the AussiePak7)
 
post-2-0-48408400-1399358775.jpg

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  • 8 months later...

I have v1.1 of this aircraft.  Is there any credit for doing an upgrade to v3.0?  Or should I even bother?  I love the plane!

 

The answer is definitly yes, you get the new 10.30 GNS430 and knob scrolling...  full update notes below:

 

-Added scroll wheel support to knobs, so now knobs have click/drag/scroll functionality all in one.

-Installed X-plane 10.30 GNS430, along with all 3D cockpit manipulators and assets

-Eliminated noise during load with engines running and reduced Doppler-related pitch intensity (noticeable before during fast camera switching)

-Fixed playback issue relating to above sound fix.

-Implemented auto-toe-brake for those without hardware toe brakes. (Automatically senses toe-brake hardware and disables plugin-based system, to avoid conflicts)

-tweaked flight dynamics

-Used new v10.30+ force datarefs to tweak engine torque effects (more future proof and tweakable)

-Pre-compressed livery files to .dds for faster livery load times

-Implemented COM2 Audio out for online use of Com2 radios for broadcasting

-Adapted rain effects on windshield to X-Plane's post-10.30 updates to alpha thresholds.

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