Hello fellow flight Simmers and Beechcraft 1900D pilots, I was wondering if someone would be willing in helping me in pressurizing the Beech 1900D? I got the plane last March and I have tried everything I can think of between then and now. What happens is that when I set the Pressurization selector for a altitude FL250 and a cabin altitude 6400 ft, I eventualy receive a message on the annunciator panel saying: CABIN MAX DIFF. To me, this doesn't make any sense because I climbed the aircraft to FL250 and I set the Pressurization selector for a cabin altitude 6400 ft. I also have the bleed valves opened as well, so that isn't the problem. Is this something I am doing wrong or is it a bug in the aircraft? I am also attaching screenshots to better illustrate my problem: Thanks in advance, Peter.

Hi again, On the last few flights I did I had no problem with the cabin climb rate. The aircraft pressurized perfectly with no warning messages what so ever (Thanks for the help). Codul Bunelor Maniere Pentru Copii Pdf Converter. But on my simulated Era Alaska flight 710 from Anchorage to Fairbanks, I unfortunately received the same old message, 'Cabin Diff Hi' again. The good news is that I know what the problem is, the cabin is climbing too slowly for the rate I was climbing and it exceeded the pressure limit of the aircraft.

Beechcraft 1900d. Beechcraft 1900d; flight destinations (cmc) interior transportation services; bartica/ baganara; interior flight services; olive creek. BEECHCRAFT B1900D - PREMAIRCRAFT. Sun, 17 Dec 2017 17:39:00 GMT beechcraft b1900d for fsx: premier aircraft. Danny crance flight testing. Im Seeking Of A Beechcraft 1900D Of Air New Zealand Link Freeware For FSX Can Someone Get One Which Has High Detail To Get Uploaded Onto I Cant Find Any Beech 1900D Of Air New Zealand Link Which Has High Detail Except For The Ones Which.

The bad news is that I don't know how to properly correct the problem realistically. I can't climb the aircraft any faster, otherwise I would burnout the engines and stall the aircraft. I could reset the cabin rate of climb, but it by default was set to 500 ft/min. Most aircraft I have flown have been 300 ft/min or 500 ft/min. What is weird is that I did the same cabin pressurization procedures on previous flights without any warnings.

BTW, the cruse altitude was FL240 with the cabin controller set to around 8900 (This # has 500 added to it), the message came on at FL150 and the cabin rate of climb was set by default to 500 ft/min. I started climbing the aircraft after takeoff at 2200 ft/min, then slowed the climb to 1500 ft/min to avoid losing airspeed.

Again, I did this on my previous flights without any problem. Any suggestions or solutions would much appreciated. Thanks for the help so far, I am really starting to understand how to fly this aircraft but before I got this plane, most of my aircraft, including the Software Q400, have had automatic pressurization systems where all that needs to done is set the landing alt. Thanks again, Peter. The controller knob labeling is incorrect. The results in selecting/commanding a cabin altitude which is too low, thus leading to the problem with the pressure differential.

For example, if you plan to fly at rated ceiling of 25000 feet, procedure calls for setting 1000 feet higher, so you'd be setting the controller to a flight altitude of 26000 ft / cabin altitude around 6000 feet.... Problem is, cabin altitude of 6000 feet only equates to a flight altitude of about 20000 feet, not the 26000 it should be pressurized for. Once the correct altitude is selected, a possible secondary problem is the rate. If you climb at the spec rate (2000 - 2500 ft/min), that's going to be much faster than the default pressure change rate setting.

Gotta dial the rate arrow until it's around 5 to 6 o'clock. (Cross-check the rate indicator dial and correct as needed to match your climb rate). In simulations, this is only a temporary problem since, as long as the controller is set correctly, the pressurization system will 'catch up' and the light will go out. But, management will prevent the light's illuminating in the first place and will more closely match correct procedures. Same thing can occur during descent.

This system does require management -- can't just be 'set and forget.' (However, you can set the initial altitude when still on the ground, since the pressurization [hypothetically] doesn't start until the wheels leave the ground.) The controller should look something like this based upon information in the aircraft manual: So, ignore the aircraft altitude on the controller and set the controller cabin altitude according to the following table. (1000 feet added to the flight altitude based on standard proceedure), which will result in a pressure differential just under 5.0 (1900D's cabin is rated for 5.1).