The Beechcraft King Air
King Air … what’s that for model? Let’s visit the dedicated Wikipedia page and see if that brings some more. According to this dedicated page “The Beechcraft King Air line comprises a number of twin-turboprop models that have been divided into two families. The Model 90 and 100 series developed in the 1960s are known as King Airs, while the later T-tail Model 200 and 300 series were originally marketed as Super King Airs, with the name “Super” being dropped by Beechcraft in.”
“The King Air was the first aircraft in its class and has been in continuous production since 1964. It has outsold all of its turboprop competitors combined. It now faces competition from jet aircraft such as the Embraer Phenom 100, Honda HA-420 HondaJe and Cessna Citation Mustang; as well as from newer turboprop aircraft including the Piaggio P180 Avanti, and single-engine Piper Malibu Meridian, Pilatus PC-12, and Socata TBM.”
“The Model 90 King Air was conceived as the Model 120 in 1961. In May 1963, Beechcraft began test flights of the proof-of-concept Model 87, a modified Queen Air with Pratt & Whitney Canada PT6A-6 engines. On July 14, Beech announced a new type, and a month later began accepting orders for the “King Air”, with deliveries to commence in Autumn 1964.
On January 24, 1964, the first definitive prototype, by now designated Model 65-90 and also fitted with PT6A-6 engines, flew for the first time. After 10 months of test flying, in 1964 the Model 87 was delivered to the United States Army as the NU-8F. The first production aircraft was delivered on October 8, and by the end of the month, 152 aircraft had been ordered; by year’s end, seven had been built.
In 1966, after 112 65-90s were completed, production switched to the Model 65-A90 with PT6A-20 engines. As a measure of the type’s popularity, 206 65-A90s were built in less than two years when production switched to the Model B90, the first of these rolling off the production line in 1968. Military versions built during these years included the 65-A90-1, 65-A90-2, 65-A90-3, and 65-A90-4, all being unpressurised models based on the Model 87. These were produced for the US Army which designated them U-21s of various sub-models; many were fitted out for electronic battlefield surveillance. A total of 162 of these were built between 1967 and 1971.
A total of 184 B90 models were produced before the Model C90 was introduced in 1971, with wingspan increased over earlier models by 4 ft 11 in (1.50 m) to 50 ft 3 in (15.32 m), Maximum Take-Off Weight (MTOW) increased by 350 lb (160 kg) to 9,650 lb (4,378 kg), and PT6A-20A engines.”
Enough I would say. Time to see the modeled Carenado C90B King Air. The Carenado King Air was already available for X-Plane 10 while the reviewed aircraft is renewed, remodeled, updated (whatever you prefer) to benefit of all X-Plane 11 features. Let’s see if this worked out fine!”
Just a Flight
No, not for this first flight. To get a good idea of this dedicated X-Plane 11 King Air aircraft, I invite you on a regular test flight. It’s my first impression of the modeled Carenado King Air while flying in Switzerland, Europe. Besides using X-Plane 11.05r2 for Windows and macOS, I also added, to give it a more realistic look and feel, xEnviro 1.07 (Windows only), the FlyLogic Lugano Airport and the photoreal sceneries from ZonePhoto.
Although the aircraft has an Auto Pilot, and is equipped with the default X-Plane Garmin GNS430, I decided to fly under VFR (Visual Flight Rules) conditions. Ok, I must admit that the airport doesn’t have many navigation aids, so no VOR or NDB beacon(s), but it does have an ILS (ILU 108.90) for runway 01. There’s also a nearby …. ok, a bit further then just around the corner …. VOR SARONNO (113.70 SRN) or NDB SRN 330. And, of course, there are many nearby waypoints, but when I don’t want to use for this first test flight the Garmin GNS430, I can’t do anything with these waypoints.
The O, C and A popup windows
Well known when you know Carenado and/or Alabeo aircraft are the O and C icons on the lower left-hand corner of the X-Plane screen. The O stands for Options and the C for configurations of Views and Volume. The following screenshots show you the contents of these popup windows. Let me highlight this a bit more.
With the Views and Volumes popup window you can control the overall sound level, the Field of View (FOV) thus the distance you are positioned from the cockpit instrument panel while you can also use preselected internal and external view positions. The panel can be closed either by clicking the “X” on the right-hand side of the popup window or by clicking once more on the C icon.
The Options popup window allows you to open/close doors and/or panels, activate window reflections and visualize static elements. Further on, you can change the livery on-the-fly with the aircraft loaded. Not new, but a very nice feature. Closing this popup window is the same as with the Views and Volumes popup window.
But there’s more and not new for Carenado/Alabeo aircraft, a popup window identified as A from Auto Pilot. Generally speaking, a Carenado/Alabeo aircraft that is equipped with an Auto Pilot, in that case you’ll find an A icon and thus a popup window for the AP controls. A handy and nice option. Why you would ask …. there’s then no longer a need for looking down to the pedestal to control the AP modes. Just click the A icon, set the AP or mode, and click the window away when not needed. Just in case you want to know …. the Carenado AP popup window doesn’t have the option to make it a independent floating window like you can with the default X-Plane Garmin GNS 430/530 popup windows. But, applicable for all three popup windows, you can resize them via the black dot on the right-hand lower corner.
Normally you would first expect from me a thorough walk-around inspection, a detailed cockpit and cabin inspection, but let’s do that today differently. Let’s go flying!
I made it myself easy for this first flight …. engines up and running. That said, at the moment I’m only interested “in how does it fly, how does it feel, how does it taxi”, and so on. Parked at the LSZA apron, I taxi the King Air to holding point M and that means I’m taking off from runway 01. Taxing goes well without any issues. Rolling on at the runway gives a different feeling.
There’s a clear rumbling noise while running over the runway and, although, not loud, you can hear the engines. Personally, I had expected a louder noise level in the cockpit with engines running at full power, but that’s only my feeling and not based on anything. I also noticed a very nervous aircraft while keeping it on the runway center line. Ok, it could be that I’ve taken too much wine, but I noticed this several times with X-Plane 11.05r2 on Windows and macOS. It’s for me a big struggle to keep the King Air on the center line while speed is increasing. Is it me or is it the aircraft or perhaps the runway itself?
Climbing out following runway heading to 3000 feet and then making a full 180 degrees right-hand turn. I leave for this first flight the Auto Pilot OFF and see how the trim behaves and if it’s possible to fly the aircraft by hand. While the King Air climbs out to 7000 feet, I’ve trimmed it and it feels good. If this is as real as it gets is something I can’t confirm since it’s not the same as my C152 flying experience.
But it must be said that it feels good and it’s easy to trim. Small corrections are constantly needed since the AP is OFF and the xEnviro weather conditions changes constantly. Together with this, I’m also pleased to say that the external view – ZonePhoto realistic landscape – is awesome. Although the photoreal textures are ZL16 (Zone Level), for flights at these or even higher altitudes they are good enough.
Anyway, I play a bit around, but I can’t do too much or inspect the 3D cockpit since I have no AP connected. Yes yes, the aircraft is trimmed, but then still I need to track the aircraft. For a first flight I’m happy with what I see. After being cruising for a while at 7000 feet, I check the map to see how to return to Lugano Airport.
Since the airport lies at an altitude of roughly 1000 feet, I need to keep that in mind when descending. Reducing the throttle helps me descending, but some pitch down is needed. I try to do it all via the trim, but still steering commands are sometimes needed. The King Air gently loses altitude and after my final turn over the lake, I extend the landing gear and select the flaps.
Even though my approach speed is low, full flaps and gear extended, it’s not difficult to control the aircraft, but roll is, as with many aircraft, slow. The Lugano runway is long enough for the King Air, but keep in mind that aiming on the touchdown zone is needed. Don’t think you can land half way the runway. Then you’ll notice that the remaining 700-800 feet is too short!
I assign one of the Saitek X52 Pro buttons to “REVERSE” which means in this King Air, the propeller blades are turned towards reverse position.
I’m aware it was a short first test flight, but there’s more to come, but first, while the aircraft is parked near the control tower, a walk-around check.
With all the panels and doors opened as well as the static elements in place, it’s a pleasure to walk around the C90B. Only one comment; and some of the decals on the fuselage, engine cowlings and inside of the opened cowling panels. They are so blurry, you can’t read anything what’s written on these decals. Normally you and I won’t bother too much about this, but I know from other GA aircraft developers that razor-sharp decals are possible, so please, try to improve this on Carenado and Alabeo models!
Perhaps it would be an idea although I’m aware that the aircraft textures are divided over two 4K sheets, when the developer adds more 4K sheets for more individual aircraft parts. This will make it then, in my humble opinion, possible to make sharper decals and an even more higher quality of the overall textures. Such small GA aircraft deserve that!
Besides “that” small comment, I’m pleased with the rest of the model. The gears look nice and accurate, as well as the overall parts of the fuselage, wings and tail and not to forget the engine cowlings. And yes, due to all new X-Plane 11 features the external skin looks great. It looks so real and yes, some will say “I miss some weathering or oil leakages on the fuselage and engine cowlings”. Normally I would say that too, but let’s be honest “who can pay such a nice, but beautiful aircraft”?
When you can buy the Beechcraft C90B, you will be proud on owning it and you will clean it every day, at least, after every flight. That said, real C90B King Air’s do all look very clean, no weathered paint, no oil drips, no nothing at all! And this is what the C90B reflects … as real as it gets in my humble opinion. But perhaps a small issue is needed to highlight; the wing tip textures.
I do like the white glazy look of the navigation/strobe cover, but I think there’s something not correctly aligned with the top/bottom wing textures at the wing tip. As non-designer, I’m aware that these upper and lower wing textures come together at the wing tip, but it could be better then it is now.
To me the virtual cabin starts already with the passenger/pilot entrance door with integrated stair. The door/stair structure looks good as well as the used textures. Walking via the stair to the cabin gives me direct access to an attendant seat and, on my right, to another attendant seat. Honestly, I expected a toilet at the end, but guess I was wrong.
The cabin looks nice, no doubt about that. The window frames are nicely round so I guess a lot of polygons are used to get real round window frames. The seats are all covered with virtual leather which gives them a realistic look. The only thing that’s missing is the leather smell! As expected, the tables are simulated and by clicking at the right spot, they unfold. There’s by the way a small and interesting detail visible in each window. I’m not 100 percent sure, but I think it’s an anti-oxidation hole. You can see that on one of the virtual cabin screenshots.
But at the same time, I sincerely hope that Carenado can improve the quality of the decals on the cabin sidewalls. I can read most of them, but they are in my humble opinion unnecessary blurry. And … no sign of the cockpit?
To slide the cabin/cockpit doors open, you need to click the “Cockpit Door” item at the Options popup window. The moment you click or activate the sliding doors, they smoothly open or close. And then, it’s time to continue with my cockpit inspection. Ready?
Virtual Cockpit Inspection
I can say only one thing right now … I’m very pleased with what I see. From the cockpit floor construction, the carpet on the sidewalls, the seat construction, the photo realistic brake/rudder pedals, the good-looking instrument panel, the side panels and the ceiling, it all looks complete to me.
The quality of the panels, text, switches, knobs and lamps are all OK. Whenever applicable, the text is sharp, the switches and knobs looks as real as it gets, and all the indicators are beautifully modeled. I’m wondering why the control wheels, which are black, are so glossy. It could be that these control wheels are brand new, but it feels that they should be dull or is this special glossy look a problem all X-Plane 11 have?
The virtual cockpit is equipped with a couple of animated objects like the small side windows, the pilot seat armrests and …… surprise coming in a minute. By the way, you can control all the four armrests individually. Just in case you start thinking …. What about the passenger seat armrests? No, they are not animated!
Oh, that surprise …. The captains and co-pilots glareshield pencils are movable when you touch them with the mouse. Not more then that, you can just move them around in their holder, but there’s another animated item … the overhead panel lamp unit. Put your mouse on it, and you can change its position thus the light bundle. When you think … he, this is animated … perhaps the cold air outlet valves – each side of the glareshield and left and right on the overhead panel – are movable too, but sorry, they aren’t simulated.
I mentioned before that the text on the panels is sharp which makes me happy, but what I don’t understand to be honest why then on top of the main instrument panel, above the Avidyne unit, the text “NO OPEN BEVERAGES ON CENTER PEDESTAL” and the “RADIO CALL” is slightly blurry. When you own the aircraft already you’ve probably not noticed this, or you did see it and thought … ah, leave it. Nothing to worry about and in fact that’s true “to not worry about”, but on the other hand, it’s a review and even these things must be highlighted.
I think it’s time to switch ON the electrical supply.
The King Air has the option to connect an external power unit to the aircraft however, no GPU (Ground Power Unit) comes into view when selected ON. I know that Carenado/Alabeo has aircraft who get that external GPU object when selected ON. Hopefully they will implement this GPU object with future updates. I’ve also selected the BAT and AVIONICS switch ON which gives me the possibility to check other systems and the lighting system in the cockpit. By the way but you should be aware of that; click the control wheel rod and it’s out of view and it no longer obstructs the switching panel on the left-hand side of the instrument panel.
While playing around with the internal and exterior lighting switches, I found a different name for the logo light. In case you’re looking for the logo tail light, seek for TAIL FLOOD light switch, just right of the landing gear handle.
And, there’s also a RECOG light switch or recognition light. What the heck is that since you do have a TAXI and LANDING LIGHT switches? A search is needed and I found this which makes it due to the location of this lamp unit more logic “Recog lights are there to increase your visibility to aircraft or birds in front of you, so any time you are in a situation where it would be helpful to increase your visibility, that’s when you use them. I usually turn them on at the start of the takeoff roll with the landing lights, and leave them on for the first 3000′ of the climb, longer in high density airspace.“
Switching ON cockpit lights can be done via the MASTER PANEL switch or when you leave this one OFF, individually with rheostats knobs. And, how does it look like? It will result in a very nice panel- and integral lighting.
Oops, almost forgotten … a checklist, and additional manuals?
Don’t worry. I didn’t highlight this yet, but the aircraft folder comes with a DOCUMENTATION folder. It offers the following Adobe Acrobat documents and PNG file:
– C90B Emergency Checklist
– C90B Normal Checklist
– C90B Performance tables
– C90B Reference
– C90B Terrain Awareness Annunciator Control Unit
– Recommended settings XP11
– Carenado Joystick settings (PNG file)
Most of these files speak for themselves, but it’s good to know that it comes with a checklist in case you want to start-up the King Air as it should be. When you’re familiar with these EFIS instruments, then probably you don’t need to read the EFIS document, but I suggest you do it since it not only explains the EFIS instruments, but also the Auto Pilot. And not to forget the Terrain Awareness Annunciator Control Unit document. It’s not a thick document, but worth the read since it tells you a bit more why lights are illuminated and when they are extinguished.
A thorough document of the default X-Plane 11 Garmin GNS430 is missing. That has perhaps to do with the fact that this is default XP equipment. Anyway, you can get more information about this unit via this X-Plane.Com link. It’s written by Laminar Research member Julian Lockwood. In case you like this X-Plane.Com GNS 430 link, here’s also the link for the GNS 530 (just in case for another time).
A Typical Garmin Day Flight
The Flight Plan
Although this may be a short flight (Lugano to Zurich) of a little more then 200 nm, it’s always a good idea to create a flight plan (fms format is a requirement), and moreover to play around with the Garmin GNS 430 during the flight. Therefore, I would like to explain you how I created this “fms” format flight plan.
To create a flight plan you could use many programs. Let me highlight a couple of freeware possibilities. I’ll start with Routefinder which offers you quickly a flight plan, but this is not in “X-Plane fms” format.
If you don’t like Routefinder, you could check out FlightAware, but again, this doesn’t allow you to export it to an fms file format; however, it offers real flight plans. Another very interesting website is simBrief. Register for free and a wealth of flight planning information becomes available.
Then there’s the browser-based Online Flight Planner which seems to be a good one although I’m not 100 percent sure if the generated flight plans are as real as they should be. The good news is that it seems to do the same as RouteFinder, but with several export options, of which one is “X-Plane fms”. Since there’s no C90B King Air, I choose aircraft type King Air 350 instead. Then I’m ready to safe the “fms” file for use with the Garmin GNS 430 and I advise you to request also a PDF format of your flight plan. Just print it out and you’ve got something on paper besides the GNS 430.
One more option, but that requires two steps is using SkyVector and X-PlaneTools. We all know SkyVector, but SkyVector saves your flight plan in fpl format which in turn can be converted to fms with X-PlaneTools. I prefer to create a sightseeing IFR flight, so I use SkyVector above all the other options since it allows me to add waypoints on my scenic IFR route. Not sure if this is clear; the advantage of using SkyVector is that you can add your own waypoints. Adding your own waypoints along the route also means less realistic, but you can build the flight plan as you want.
By the way, when you insist on using RouteFinder or FlightAware, you can use the same X-PlaneTools website for converting a “fms” extension flight plan extension.
As you can read in the previous section, I’ve decide to fly from Lugano (LSZA) to Zurich (LSZH). In that case, it would be helpful how to load the flight plan into the GNS 430. Right, let me help you with that in case you’ve not done this before or in case you’re struggling with loading flight plans in the Garmin navigation devices.
Copy the created fms file into the X-Plane root folder Output/FMS plans. With the fms file in this folder, you’re able to load the flight plan into the Garmin GNS 430. Oops, that is easier said than done. Let me help you out with loading a ready to use flight plan. Once you loaded the aircraft and powered it up, click the flight plan button till you got the empty “ACTIVE FLIGHT PLAN” page. Next click once on the right hand inner knob.
In case you have the “mouse scroll” active, place the mouse symbol at the right-hand side of the inner knob and rotate the middle mouse wheel one click. In both cases, the previous page is replaced by a “FLIGHT PLAN CATALOG”. Nice, but still no “fms” file has been highlighted or activated. So, click next on the right-hand knob. This will highlight the top listed “fms” flight plan.
When the page only shows one flight plan, then this is most likely yours. When you have more flight plans installed, then click as many times as needed on the right hand outer ring of the knob. Once your flight plan is highlighted, click the ENT (enter) pushbutton. Your GNS 430 goes back to the overview page and shows a loaded flight plan. It turns out that it’s better and easier to use for this the popup window of the GNS 430.
A small note to keep in mind when you want to activate the selected flight plan. The best way to follow the above procedure is that you click at the 3D cockpit Garmin GNS 430. This will result in a 2D popup version. A little easier and above all, you’re now able to click the CRS KNOB which is needed to make the selected flight plan the active one.
Ready to Fly?
I’ve decided to take-off from runway 01 and from here I’ll see what happens. To follow the flight plan, I first need to climb else I’m flying against mountains. My first assigned altitude will be 8000 feet, but after that the final altitude has to be set to at least FL140. With this FL140 (14000 feet) it shouldn’t be a problem to follow the waypoints from the flight plan. At a certain moment, I leave the Swiss Alps behind me which means that I select a lower altitude, let’s say 8000 feet.
The intention on this Garmin flight is to use and test of course the Auto Pilot and, in case I forget to mention it, don’t forget to select on the Garmin GNS 430 CDI knob to “GPS”.
I taxi from the platform to runway 01.
Hold on, looking to the flight plan, it seems to me that taking off from runway 19 is more logical, but that’s up to you what you prefer. At the end, the Auto Pilot will guide me in the right direction. After lift-off, I keep track of the runway heading, steer after a while to the right and decide to engage the Auto Pilot, but before I do that, I need to advise you to set your selected altitude first.
On the center instrument panel set an altitude of 8000, or 8500 or 9000. At least something that’s 8000+ feet! Confirm that on the Garmin GNS 430 that GPS is in green above the CDI button. If not, click the CDI button. It’s handy when you have the flight plan in view on the GNS 430 display. This helps you to visualize yourself where you are in relation to the flight plan.
Click the “A” Carenado icon and engage the AP by clicking the AP ENG button. Additionally, it’s a good habit to engage the YAW DAMPER too. This is done with the YAW ENG button left of the AP ENG button. Next, click the NAV, ALT SEL and VS buttons. With the VS DN-UP toggle switch you can set the required vertical speed which can be seen in the lower AP window. And don’t forget that you retract the landing gear and flaps, right?
When the aircraft reaches the first selected altitude of 8000 feet or FL080, you’ll notice that the VS mode will automatically disable and the ALT (hold) mode enables and thus the ALT SEL mode is disabled too. It’s a good idea to keep the heading bug aligned with the lubber line, even when you’re flying in NAV mode. To do this you need to adjust the HDG knob on the co-pilots HSI since the digital EHSI has no HDG knob. If you want, you can switch between HDG and NAV mode, just to see what happens.
While the King Air if flown by the Auto Pilot, it gives me the time to inspect the 3D cockpit once more. With the light switch ON, selected on the overhead panel, I’m very pleased with the integral and panel lighting, even its during daylight operations. I couldn’t find any issues during this test flight – using macOS Sierra with X-Plane 11.05rc2 and modified clouds, controlled by lua scripting – which is good news.
Although I’m not even halfway my flight plan, I need to check which runway I intend to land, lucky for me there’s no online ATC, and after some search I decide to go for runway 14. Runway 14 is an ILS CATIIIb certified runway, long enough for the C90B King Air (3300 meters) and made of concrete. Most important for now is the ILS frequency (111.75 | IKL | final approach course 135 degrees). Curious to all the data needed for a save landing? Check out the following screenshot.
It’s time to climb to my final altitude of FL140. No problem for this small commuter! I first set a new altitude on the pre-selector panel, situated on the centre instrument section, then I request the popup AP panel, click/press the ALT SEL and VS buttons. Next, I set a vertical speed of 1400 feet/min and there she goes. Besides the popup AP panel, you can also see which modes are active on the EADI.
After a while, it’s easy to see the valley coming into view below me, but this also means that I need – or I can – descent to for example 8000 feet. Keep in mind that the approach altitude for the LOC runway 14 is 4000 feet while the airport altitude lies at around 1400 feet.
I’m aware that I mentioned this before, I’m really enjoying this short Swiss flight which is partly due to the ZonePhoto photorealistic ground textures. It cost you some download time, it cost you some GB’s, but it’s worth the ground view from an altitude of FL140. When levelled off, I decide to change from NAV to HDG mode. This to shorten the last part of the flight. From here you can use the previous approach plan for runway 14 or when you use online ATC, they can offer you the necessary route information.
I entered the ILS frequency, but for some reason the ILS wasn’t picked up by the C90B. After some investigation, it turned out that “I” was the problem. I entered the wrong ILS runway 14 frequency. That said, the approach and landing where flown by hand and I only used PAPI for glide path guidance. That said, is it an easy aircraft to fly? Yes, for a commuter aircraft I can confirm that it’s an easy aircraft to control and to trim.
Overall a nice, not too far away, test flight with using the Garmin equipment and although the installed Garmin GNS 430 is default X-Plane stuff, the installed/modelled Auto Pilot is nice to operate and does its work. The only electronic instrument I hardly touched was the Avidyne map view. I got the idea that the map view uses default X-Plane map view.
The default reds NAV track is shown as well as that the waypoints are very small and hardly to read. Perhaps, but who am I, it was a better idea when Carenado has decided to install the default X-plane Garmin GNS 430 and GNS 530. With such a Garmin equipment combination, you can use the GNS 530 for MAP view. Anyway, just my thought!
Perhaps some words about the actual frame rates. This is always a very difficult item to highlight. You may expect that the aircraft doesn’t reduce the frame rates too much, but so many things around the aircraft can and will reduce the available frame rates. Think about what airports you’re using, do you have static aircraft active or perhaps using X-Life?
But there’s more to think about like the scenery you’ve installed, photo real scenery like I did with Zone Photo Switzerland or environmental software and so on. Besides these things, what are your settings, do you fly X-Plane 11 on a Windows computer, of Mac or perhaps you fly your favourite simulator on Linux. All that can make a big difference and then I’m not even talking about your hardware and monitor dimensions.
The following screenshots are made on Windows 10 boot camp, X-Plane 11.05r2 with xEnviro 1.07, ZonePhoto for photo realistic ground textures, and with my sliders set quite high for this iMac Late 2103. Looking to the original windowed screen size, which was around 2200x1300 pixels and knowing the rendering settings, you and I would have expect more, but I must admit that even with these frame rates, scrolling thru the cockpit or around the aircraft while flying, I didn’t see any stutter or something else that disappointed me.
Some words about the aircraft sounds. I’ve got no idea if the included Carenado C90B sound files are all dedicated to the King Air. It sounds OK, but I can’t confirm if this is from the real C90B King Air.
Are the default X-Plane 11 clouds horrible or do you feel they are OK? First of all, you could ask yourself if this question should be answered in this King Air review and if so, using default clouds and asking yourself “do I like them”, is a personal feeling.
Because I wanted to try it out, I’ve decided to add in this review a small section that deals with “using modified clouds with lua”. Hold on, this is only needed for macOS since for Windows 10 I’m using xEnviro 1.07.
Ok, for macOS Sierra or High Sierra I used the same modified packages. You need:
– FlyWithLua for X-Plane 11 version 2.6.4
– XP11 “TheUltimate” MOD – 2.0 clouds
– XP11 TheUltimate Mod – Full Graphics – Prototype-Beta.lua
I’m not sure what you have, I’m not sure what you like, big advantage of these packages is that there’s not much frame rate impact. When you don’t have anything yet, give it a try and let us know your experience or perhaps you’ve got other suggestions.
And at the End
As always, the summary section.
Did I like the C90B King Air for X-Plane 11? Yes, but to be honest I did like the same model already for X-Plane 10, so that’s not really new to me. Is this X-Plane 11 model so much different or perhaps even better then the X-Plane 10 package?
Version 1.0 of the X-Plane 10 C90B package goes back to the end of 2013. Although I’m aware that it got several updates, the current X-Plane 11 package comes with all X-Plane 11 features and for sure many new features and/or fixes have been implemented. That said, the reviewed X-Plane 11 C90B cost you 34.95 USD and there’s no reduced price when you own the X-Plane 10 package. Is that fair or not?
Personally, I had hoped that Carenado would have chosen for a price offer with a slightly reduced price for those simmers who can show their X-Plane 10 C90B proof of purchase. Anyway, you can buy the renewed Carenado C90B King Air via Carenado (logically), Aerosoft and X-Plane.Org.
I could add many more paragraphs in this last section, but most of them are already highlighted by me. It’s a nice renewed aircraft, but I have to be honest to myself and to you …. the X-Plane 10 model version 3.2 can also be used with X-Plane 11.05r2 (at least, I tested this X-Plane 10 package with the current stable X-Plane 11).
Oh yes, and that must be said too, you will miss all the features related to dedicated X-Plane 11 and I can’t guarantee that the X-Plane 10 model works 100 percent with X-Plane 11! At the end, it’s worth buying the dedicated X-Plane 11 model!
Angelique van Campen
|Add-on:||Payware Carenado C90B Beechcraft King Air|
|Publisher | Developer:||X-Plane.Org and Aerosoft | Carenado|
|Description:||Realistic rendition of C90B Beechcraft King Air|
|Software Source / Size:||Download / Approximately 500MB (unzipped)|
|Reviewed by:||Angelique van Campen|
|Published:||October 20th 2017|
|Hardware specifications:||- iMac 27″ Late 2013|
|- Intel i7 3.5Ghz / 3.9Ghz|
|- NVIDIA GeForce GTX 780M 4GB|
|- 32GB 1600MHz DDR3|
|- 1 internal 1TB SSD (Sierra 10.12.6)|
|- 1 external 1TB SSD (El Capitan 10.11.6) | 1 external 1TB SSD (Windows 10 Pro)|
|- Saitek Pro Flight System X-52 Pro and X-56 Rhino|
|Software specifications:||- Sierra (10.12.6) | El Capitan (10.11.6)|
|- Windows 10 Professional|
|- X-Plane 10.51m | X-Plane 11.05|