The latest one has three very large G1000 panels and not much else in the panel. A quick flaps up and full power for a touch and go and we are airborne again. This is an easiest way to send files to someone who cannot accept them live. Why aren't all planes turbocharged? My personal assessment is this: this one is as good as we have seen lately. Customers wanted it and the company saw it as an opportunity to take potential market share from the Beechcraft Baron G58.
This instrument alone could replace most of the missing climb and cruise charts once you are in the air and flying. Here is a sampling of screenshots taken during the Seneca V flight to Monterrey. I would guess the owner would have air conditioning and the optional known-icing packages. The best thing you can do is contact support and tell them about those issues before they release the first service pack. Not that any of this corporate wheeling and dealing has anything to do with flight simulation and our 10-year-old replica. What seem to be missing are the Soft Field Takeoff and Landing Checklists. The Real Deal with the G600 Panel Here are some photos you can use to check the accuracy of the Carenado workshop.
The new Seneca looks for positive backpressure to unstick at 65 knots, and the nose comes up smartly. Further, there will be some corrections and updates, either by Carenado or by our own support members and the product will be improved. As one of the original Big 3 U. Maybe a G500 + or G550 special edition. This means we must be flying a G600 retrofit Seneca V.
Startup to shut down time was within a couple of minutes of 3 hours and we covered 511 nm so, point to point, our speed was 170 knots and our fuel consumption was 21. Yet others recommended the AreZone Seneca V sound package. Every bit as good or better than the C337H Skymaster or the Beech Baron B58 and this one comes with turbo-normalized intercooled engines with a digital monitoring panel for precise settings and dual Garmin G600 panels. Garmin's ChartView is supplied as standard or the optional Jeppesen charts for additional fees. The Red Radial Line, the One Engine Inoperative Air Minimum Control Speed is 66 knots—which is a very low speed for a twin. This might be a complete replacement sound package from SkySong or AreZone for instance and or maybe improved or advanced avionics upgrades. Of course, you have to really want a Seneca V to put out a million dollars for a new one.
. My temporary fix is to create a popup window for the engine monitor gauge—that way I can enlarge the display to numbers and see the performance from outside the cockpit. The Seneca V flies approaches like a champ. As far as ease of use is concerned, the G600 is a piece of cake. Just paste the urls you'll find below and we'll download file for you! They even don't produce new soundsets, I mean really? They can recycle some gauges and systems from other planes. I was just thinking that the mixture settings might be impacting the single-engine climb performance. Does this Seneca V have a Yaw Damper? Somewhere deep in the G600 Aux Pages you will find a brightness control for the panels.
This lets you adjust the engine controls and watch the percent-power display change until it shows the power output you want. The target customer is someone with money that already likes the Piper line. Pleased I avoided this one. This one is no longer docile and easy to fly. I read the Seneca V is the highest performer in single-engine climb speed and altitude when compared to its peers.
Many of us immediately look to one or two specialists that have the knack for fixing anything to do with sound, xml coding, or other disciplines. Is there any video of the Seneca V that shows the sounds as well? Where is the Weight and Balance section for the Carenado Seneca V? Your donation here helps to pay our bandwidth costs, emergency funding, and other general costs that crop up from time to time. The Seneca requires the flaps to be in the full up position and locked to support weight on the step when deplaning. Carenado almost always reuse sounds from their older aircraft. The nose baggage compartment can swallow up to 100 pounds of gear, as can the separate baggage compartment behind the aft seats. Earlier models had mechanical waste gates that invited aggressive pilots to over boost the engines.
That smart looking, efficient and thoroughly modern panel also came from the same Saratoga upgrade team that performed their magic in seeing how much the Malibu Mirage panel and interior could influence some of the smaller Pipers. Buried near the end of the document you will find the Normal and Short Field Takeoff Checklists and the associated Normal and Short Field Landing Checklists. I keep adding backpressure for a takeoff and departure stall. It could be that Garmin used the Seneca V as the model for their G600 upgrade panel. I enjoy having some competition for my Carenado Beech Baron 58. Thanks to Shoreline Aviation for the turbo text.
Turning final with two notches of flaps 25° at 90 Kts provides a good visual attitude and a stabilized descent path. But this is great for fine-tuning your power levels. Using the second of our total of two Performance Charts, we find the Normal Cruise Power curve indicates we should burn approximately 24. You will notice that Piper does not waste any paint when adding the Red and Blue lines to the airspeed indicator. Notice we have a right seat G600, but without the backup instruments. Because we are primarily concerned with operating the Carenado Seneca V in one of our flight simulators, I tend to look at the maximum, high speed cruise curves, or speed tables and am not concerned about fuel consumption—other than the effects on my particular flight plan.