BKSQ AnalogCaravanManual

“Virtual Aircraft. Real Engineering.
”
Analog Caravan User Guide
Please note that Microsoft Flight Simulator must be correctly installed on your PC
prior to the installation and use of this Caravan aircraft simulation.
Contents
Introduction 7
Feature Overview 8
Model 8
Cockpit 8
Systems 9
Checklists 9
Sounds 9
Flight Dynamics 9
Aircraft Specifications 10
Aircraft Performance 11
V-Speeds 11
Engine Limitations 11
Starter Limitations 12
Paint Schemes 12
Instrumentation/Equipment List 13
Main Panel 13
Avionics 13
Electrical/Miscellaneous 13
Installation, Updates & Support 14

Installation 14
Installing the PMS GTN 750 14
Installing the PMS GNS 430/530 15
TDS GTNxi 750 Integration 15
Accessing the Aircraft 16
Uninstalling 16
Updates and Technical Support 17
Regular News 17
Black Square - Analog Caravan User Guide (2022)

2
Liveries & Exterior Mods 17
Compatibility 17
Example Livery Package 18
Installation 18
Cockpit & System Guide 21

Main Panel 21
Annunciator Panel 21
Quartz Analog Chronometer 21
True Airspeed Indicator 22
Bendix/King KI 256 Vacuum Artificial Horizon 23
Bendix/King KEA 130A Altimeter 24
Bendix/King KI 229 Radio Magnetic Indicator (RMI) 25
Bendix/King KI 525A Horizontal Situation Indicator (HSI) 26
Vertical Speed Indicator 27
Bendix/King KI 206 Localizer 28
Mid-Continent Turn Coordinator 29
Bendix/King KRA-10 Radar Altimeter 30
Engine Instrumentation 31
Duplicate Copilot Instrumentation 32
Avionics 33
Garmin GMA 340 Audio Panel 33
Garmin GTN 750 (Com1) 34
Garmin GNS 530/430 (Com1/Com2) 34
Bendix/King KX-155B (Com1/Com2) 35
Bendix/King KNS-80 RNAV Navigation System 35
Bendix/King KR 87 ADF 36
Bendix/King KDI 572 DME 36
Bendix/King KAP 140 Autopilot 37
Bendix RDR 1150XL Color Weather Radar 38
Garmin GTX 327 Transponder 39
Electrical/Miscellaneous 40
Circuit Breakers 40
Multi-Function Volt/Amp Meter 40
Bendix/King KA 51B Remote Compass Synchroscope 41
Propeller Amps Indicator 41
Vacuum Indicator 42
Oxygen Pressure Gauge 42
Hobbs Timer 42

3
Lighting Controls 43
Cabin Lighting 43
Cockpit Lighting 43
Panel Lighting 43
State Saving 43
Environmental Simulation & Controls 44

Cabin Temperature Monitoring 44
Cabin Environmental Controls 45
Failure Configuration & System Status 46
Systems Screen 46
Failures Screen 46
Random Failures Screen 47
Scheduled Failures Screen 48
Active Failures Screen 49
List of Possible Failures 50
Major System Failures 50
Electrical Bus Failures 50
Circuit Breaker Protected Failures 50
Miscellaneous Systems 51
Audible Warning Tones 51
Overview Electrical Schematic 52
Using the KNS-80 RNAV Navigation System 53

The Concept 53
How it Works 53
“Moving” a VOR 53
Data Entry 54
Data Storage Bins 54
Distance Measuring Equipment 54
Modes of Operation 55
Other Possible Uses 55
Recommended Skills 56
Direct Flight to Airport Tutorial 56
Normal Checklists 60
Before Starting Engine 60
Engine Start (Battery) 60
Engine Start (External Power) 60
Taxi 60
Before Takeoff (Runup) 61

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Takeoff 61
Max Performance Climb 61
Enroute Climb 61
Cruise 61
Descent 61
Before Landing 61
Landing 61
Balked Landing 62
After Landing 62
Shutdown & Securing 62
Instrument Markings & Colors 62
Abnormal & Emergency Checklists 63

Starter Does Not Disengage 63
Hot or Hung Start 63
Engine Clearing 63
Fuel Control Unit Failure 63
Battery Overheat (AMBER Annun.) 63
Battery Hot (RED Annun.) 63
Generator Failure 63
Engine Fire 63
Electrical Fire 63
Severe Icing Encounter 63
Air Start with Starter (Preferred) 64
Air Start Windmilling 64
Flap Failure 64
Remote Compass Misalignment 64
Autopilot Failure or Trim Runaway 64
Tips on Operation within MSFS & Limitations 65

Turboprop Engine Simulation 65
Engine Limits and Failures 65
Stalling Speed 65
Electrical Systems 65
Propeller Governors 66
More Information on Operation 66
Frequently Asked Questions 67

Will I still be able to fly the default G1000 Grand Caravan? 67
Are liveries for the default MSFS Grand Caravan Compatible? 67
Why is the GTN 750 GPS screen black? 67
Why do my GNS 430/530 displays not look like the screenshots? 67

5
Why do the KAP 140 vertical speed buttons not work? 67
Why won’t the autopilot track to the KNS-80 RNAV waypoint? 68
Why is there an amphibious gear handle but no floats? 68
Why is the state of my aircraft and radios not saved/recalled? 68
Do I need to have the original default aircraft installed? 68
Why can’t I see the exterior of the aircraft, or why are there pink checkerboard textures on
the inside of the cockpit? 68
Why does the engine not fail when limits are clearly exceeded? 69
Why don’t the doors open? 69
Change Log 70
v1.0 - Initial Release 70
v1.1 - Failures, Environmental Control, and Engine Performance 70
v1.2 - Sounds & Warnings 71
v1.3 - Autopilot 72
Credits 74
Dedication 74
Copyright 74

6
Introduction
The 208B Caravan is one of the most capable, multifunction, utility aircraft in the skies, available
in configurations for executive transport, passenger airline service, cargo operations, and even
amphibious options. The Caravan’s high ground clearance and robust fixed gear makes it ideal
for flight into unimproved airports, and a great asset to developing parts of the world. One of the
most popular single engine turboprop aircraft on the market, the Caravan has enjoyed many
upgrades and expansions over the years. This particular model of Caravan depicts the
lengthened Grand Caravan, with a 675 shaft-horsepower PT6A-114A engine, and an improved
de-icing system. As the dependable workhorse of the single engine turboprop fleet, most
Caravans are still equipped with their original instrumentation, providing a familiar yet
challenging increase in complexity and performance for freshly certified commercial pilots.
Black Square’s Analog Caravan brings you a completely new interior and panel for the default
MSFS Grand Caravan, featuring analog instrumentation (steam gauges), swappable radio
configurations, and an overhauled electrical system with every circuit breaker, bus, meter,
switch, and knob functioning. Users will find increased detail on the instrument panel and
electrical panels when compared to default aircraft, and a similar level of detail in the cabin.
The panel of the aircraft contains only fully 3D gauges, modeled and coded to meticulously
match their real world counterparts, with reference to real world maintenance and installation
manuals. No piece of equipment appears in a Black Square aircraft without a real world unit as
reference. Radio and navigation systems are available from several eras of the Caravan’s
history, so users can fly without GPS via an original Bendix KNS-80 RNAV system, or with the
convenience of a Garmin GTN 750 (PMS50 or TDS). Other swappable radio equipment in this
aircraft includes KX-155 NAV/COM radios, GNS 530, GNS 430, KR 87 ADF, KDI 572 DME,
GTX 327 Transponder, KAP 140 Autopilot, and a Bendix RDR1150XL Color Weather Radar. A
60 page manual provides instruction on all installed equipment, and 30 in-game checklists with
control/instrument highlighting are included for normal and emergency procedures.
Primarily analog instrumentation augmented with modern radionavigation equipment is still the
most common aircraft panel configuration in the world. Challenge your piloting skills by flying
IFR to minimums with a fully analog panel, and no GPS. You’ll be amazed at the level of skill
and proficiency you can achieve to conquer such adversity, and how it will translate to all your
other flying. You also may find the analog instrumentation much easier to read with the limited
number of pixels available on a computer monitor, and even more so in VR.
NOTE: This product is an INTERIOR AND SYSTEMS OVERHAUL ONLY that makes use of
the default MSFS Caravan exterior visual model. Improvements have been made to almost
all aspects of the aircraft, except the visual appearance of the exterior. All default Caravan
liveries are compatible with this product.
For more information on this product’s capabilities and a list of all included avionics and
equipment, see the extensive operating manual at www.JustFlight.com.

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Feature Overview
Model
● Accurately modeled 208B Grand Caravan interior ONLY (uses default exterior model),
created from hundreds of reference photos, panoramas, and technical documentation.
● 100% MSFS native animation code for the smoothest animations and cockpit
interactions using either legacy or new cockpit interaction modes
● 4096x4096 (4K) textures are used to produce the highest possible texture clarity
● PBR (Physically Based Rendering) materials with real-time environment reflections for
superb quality and realism
● Detailed normal mapping for leather, fabric, plastic, stitches, scratches, carpet, and
tooling marks, resulting in a texture resolution of 10,000 pixels per square inch (90.0kB)
● Extensive use of new MSFS decal system for nearly vector-graphic quality of labels,
arrows, and exterior detail features
Cockpit
● Greatly enhanced instrument panel detail compared to default aircraft with every label
and marking in its place. If it appears in the real aircraft, you can interact with it!
● Custom coded steam gauges with lowpass filtering, needle bounce, and physics provide
ultra-realistic and silky smooth animations like you’ve never seen before.
● Carefully modeled components match the depth and character of the real
instrumentation, based on reference photos, schematics, and real world measurements.
Unlike other expensive Flight Sim aircraft, every piece of equipment that appears in a
Black Square aircraft is modeled after a real piece of aircraft equipment, and will behave
the same way in its primary functionality.
● Every knob, switch, and button is interactable and implemented, along with its respective
electrical circuitry. Turn systems on and off or pull circuit breakers to see the impact it
has on your generators and battery via the analog meters. Automatic load shedding and
standby generators are also simulated. Many pieces of equipment respond correctly to
electrical configurations with warning messages and diagnostic codes.
● Fully 3D cockpit lighting technology for every gauge and panel, with ambient bounce
lighting for a more immersive nighttime experience that won’t leave you fumbling around
in unrealistically dark spots.
● 4096x4096 (4K) PBR textures on cockpit and panel for crisp instrumentation. Even see
the fingerprints on instrument glass!
● Hideable yokes, adjustable sun visors, and other cockpit aesthetics
● All placards and warning labels from the real aircraft represented

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Systems
Black Square’s overhauled cockpits with analog instrumentation go far beyond a visual upgrade.
Included, you will find a complete redesign of all aircraft systems to more closely match the real
aircraft, with a focus on electrical systems. Also included are more accurate weight and
balance, lighting systems, flight dynamics, and ground handling. Enjoy features, like…
● Completely intractable electrical system with 12 buses and 90 circuits
● Improved turbine dynamics (ITT, TRQ, Ng, Fuel Flow, Inertial Separator), battery
charging circuitry, and load shedding, and ability to cause hot start
● Selective state saving for radio selection, radio frequency memory, cabin aesthetics, etc.
● Engine limit excursions that decrease engine health and will eventually lead to failure
● 90+ system failures, set via in-cockpit interface. Either random based on settable MTBF,
or schedulable, with optional time acceleration.
● Cabin environmental control system for heating, air conditioning, ventilation, ram air
cooling. Cool things off by opening a window, or watch the airplane heat up in the sun.
● Crew/Passenger oxygen system that depletes according to pressure altitude, passenger

occupancy, and the biological demand of each passenger based on weight
● Standby flap motor circuitry, logic, and switches, and working propeller governor test
● Remote compass control with automatic gyro slaving simulated with electrical systems
Checklists
Over 350 checklist items are provided for 30+ Normal, Abnormal, and Emergency procedures in
textual form in the manual, and in-game, using the MSFS native checklist system with control
and instrument highlighting. If it’s in the checklist, it’s settable in the aircraft!
Sounds
Black Square’s Analog Caravan features the default MSFS-native (Wwise) 3D Grand Caravan
sound package, with new sounds added for warnings, environmental systems, and more.
Default sounds are assigned to all interactable elements for an authentic 3D spatial experience.
● Rich audio for every switch, button, lever and electrical system
● Detailed physics-based effects on engine and wind noise
● Accurately positioned 3D sound sources (best enjoyed in VR!)
Flight Dynamics
The Analog Caravan features a slightly improved flight model compared to the default Grand
Caravan with tweaks based on operator feedback online.

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Aircraft Specifications
Length Overall 41’7”
Height 15'6"
Wheel Base 13’4"
Track Width 11’8"
Wingspan 52'1”
Wing Area 280.9 sqft.
Flight Load Factors +3.8/-1.52 G’s (+2.4 G’s with Flaps Down)
Design Load Factor 150%
Cabin W/L/H 64” x 21’4" x 54"
Oil Capacity 14 U.S. Quarts
Seating 10-14
Wing Loading 31.5 lbs/sqft
Power Loading 13.0 lbs/shp
Engine 675 SHP (496 kW) Pratt & Whitney PT6A-114A
Propeller 4-Blade McCauley, Constant Speed, Full-Feathering, Reversible,

Aluminum, Hydraulically Actuated, 106 inch propeller. Feathered
blade angle of 88°, Low pitch blade angle of 15.6°, and maximum
reverse blade angle of -14°.
Approved Fuel Grades JET A (ASTM-D1666)

JET A-1 (ASTM-D1666)
JET B (ASTM-D1666)
JP-1 (MIL-L-5616)
JP-4 (MIL-T-5624)
JP-5 (MIL-T-5624)
JP-8 (MIL-T-83133 A)
Fuel Capacity Total Capacity: 335.6 U.S. Gallons

Total Capacity Each Tank: 167.8 U.S. Gallons
Total Usable: 332.0 U.S. Gallons
Electrical System
Voltage: 28 VDC
Battery: 24V, 42 amp-hour, sealed lead acid battery
Starter-Generator: 28V, 200 amp
Standby Alternator: 28V, 75 amp, automatic operation when engaged

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Aircraft Performance
Maximum Cruising Speed 185 ktas
Normal Cruising Speed 182 ktas
Economy Cruising Speed 156 ktas
Takeoff Distance 2,160 ft
Takeoff Ground Roll 1,365 ft
Landing Distance 1,836 ft
Landing Ground Roll 1,004 ft
Normal Range 529 nm
Maximum Range 789 nm
Rate of Climb 975 ft/min
Service Ceiling 25,000 ft
Empty Weight 4,570 lbs
Max Ramp Weight 8,750 lbs
Max Takeoff Weight 8,750 lbs
Max Landing Weight 8,500 lbs
Useful Load 4,180 lbs
Usable Fuel Weight 2,246 lbs
Full Fuel Payload 1,934 lbs
Maximum Operating Temp. +53°C
Minimum Operating Temp. -54°C
V-Speeds
Vr 65 kts (Rotation Speed)
Vs 63 kts (Clean Stalling Speed)
Vso 50 kts (Dirty Stalling Speed)
Vx 72 kts (Best Angle of Climb Speed)
Vy 104 kts (Best Rate of Climb Speed)
Va 145 kts (Maneuvering Speed)
Vg 105 kts (Best Glide Speed)
Vfo 125 kts (Maximum Flap Operating Speed)
Vne 175 kts (Do Not Exceed Speed)
Engine Limitations
Maximum ITT: 805°C (T/O) 765°C (Climb) 740°C (Cruise) 1090°C (Starting)
Maximum Torque: 1,970 ft-lbs (T/O) 1,865 ft-lbs (Continuous) 2,400 ft-lbs (Transient)
Maximum Gas Gen RPM: 101.6% (Continuous) 102.6% (Transient)
Maximum Propeller RPM: 1,900 (Continuous) 1,825 (Reverse) 2,090 (Transient)
Oil Pressure: 85-105 PSI (Continuous) 40 PSI min. (Idle)
Oil Temperature: 0-99°C (Continuous) -40-99°C (Idle) 104°C (Transient)

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● For every 10°C below -30°C ambient temperature, reduce maximum allowable Ng by 2.2%.
● Reverse thrust operation limited to durations of one minute.
● Normal oil pressure is 85-105 PSI above 72% Ng with oil temperature 60-70°C.
● Oil pressures below 85 PSI are undesirable, and should only be tolerated to complete a
flight, preferably at reduced power settings.
● When ITT exceeds 765°C, time at this power setting should be limited to 5 minutes.
Starter Limitations
Using Airplane Battery:
30 seconds ON - 60 seconds OFF
30 seconds ON - 30 minutes OFF
Using External Power:

20 seconds ON - 60 minutes OFF
Paint Schemes
The Analog Caravan comes with two additional color schemes in the default paint layout to
distinguish it from the always available default G1000 Caravan in aircraft selection menus, and
screenshots; however, any number of additional liveries may be adapted for the Analog
Caravan, and require zero changes to make liveries intended for the default G1000 Caravan
compatible with the Analog Caravan. For instructions on how to use your favorite default G1000
Caravan liveries with the Analog Caravan, see the “Liveries” section of this manual. Note:
Default paint schemes for the Analog Caravan can implement any tail number, which will be
displayed on the interior and exterior of the aircraft.

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Instrumentation/Equipment List
Main Panel
● Annunciator Panel
● Quartz Analog Chronometer
● True Airspeed Indicator
● Bendix/King KI 256 Vacuum Artificial Horizon
● Bendix/King KEA 130A Altimeter
● Bendix/King KI 229 Radio Magnetic Indicator (RMI)
● Bendix/King KI 525A Horizontal Situation Indicator (HSI)
● Vertical Speed Indicator
● Bendix/King KI 206 Localizer
● Mid-Continent Turn Coordinator
● Bendix/King KRA-10A Radar Altimeter
● Engine Instrumentation
● Duplicate Copilot Instrumentation
Avionics
● Garmin GMA 340 Audio Panel
● Garmin GTN 750 (Com1) (PMS50 or TDS)
● Garmin GNS 530W (Com1)
● Garmin GNS 430W (Com2)
● Bendix/King KX-155B (Com1/Nav1)
● Bendix/King KX-155B (Com2/Nav2)
● Bendix/King KNS-80 RNAV Navigation System (incl. Nav3)
● Bendix/King KR 87 (ADF)
● Bendix/King KDI 572 (DME)
● Bendix/King KAP 140 Autopilot
● Bendix RDR1150XL Color Weather Radar
● Garmin GTX 327 Transponder
Electrical/Miscellaneous
● 140+ Circuit Breakers
● Multi-Function Volt/Amp Meter
● Bendix/King KA 51B Remote Compass Synchroscope
● Propeller Amps Indicator
● Vacuum Indicator
● Oxygen Pressure Gauge
● Hobbs Timer

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Installation, Updates & Support
Installation
You can install this aircraft as often as you like on the same computer system:
1. Click on the ‘Account’ tab on the Just Flight website.

2. Log in to your account.
3. Select the ‘Your Orders’ button.
4. A list of your purchases will appear and you can then download the software you require.
5. Run the downloaded installation application and follow the on-screen instructions
If you already have an earlier version of this software installed, the installation application will
detect this and update your existing software to the new version without you needing to uninstall
it first.
NOTE: THE FOLLOWING DOWNLOADS ARE OPTIONAL, and not required to enjoy the base
functionality of this Black Square aircraft; however, they are highly recommended for the most
immersive experience possible.
Installing the PMS GTN 750

1. Go to the following link, and click download for the FREE GTN 750 Mod.
https://pms50.com/msfs/downloads/gtn750-basic/
2. Move the “pms50-instrument-gtn750” archive (zipped folder) from your browser’s
download location (downloads folder by default) to your desktop, and extract (unzip) the
archive by right clicking, and selecting “Extract All”.
3. Drag the resulting “pms50-instrument-gtn750” folder into your Microsoft Flight Simulator
Community Folder.
If you don’t know how to locate your MSFS Community Folder, you should be able to find
it in one of the following locations, based on the service you used to purchase the
simulator.
For the Windows Store install:
C:\Users\[YourUserName]\AppData\Local\Packages\Microsoft.FlightSimulator_8wek
yb3d8bbwe\LocalCache\Packages\
For the Steam install:
C:\Users\[YourUserName]\AppData\Local\Packages\Microsoft.FlightDashboard_8we
kyb3d8bbwe\LocalCache\Packages\

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Important: Windows 10 by default hides the “AppData” folder, so you will have
to go to “View” in the menu of File Explorer, and select “Hidden items” so as to
see it.
For the Custom install:
If you used a custom location for your Flight Simulator installation, then proceed
there.
For example, you may have set:

E:\Steam\steamapps\common\MicrosoftFlightSimulator\Community
Installing the PMS GNS 430/530

1. Go to the following link, and click the “pms50-gns530.zip” in the latest release at the top
of the page. You may have to expand the “Assets” menu in the top section of the page.
Do not download anything labeled “Source Code”.
https://github.com/pimarc/pms50-gns530/releases
2. Move the “pms50-gns530” archive (zipped folder) from your browser’s download location
(downloads folder by default) to your desktop, and extract (unzip) the archive by right
clicking, and selecting “Extract All”.
3. Drag the resulting “pms50-gns530” folder into your Microsoft Flight Simulator Community
Folder.
If you don’t know how to locate your MSFS Community Folder, please refer to the above
section for instructions on locating the folder.
TDS GTNxi 750 Integration

This aircraft’s GTN 750 unit will automatically detect a valid TDS GTNxi installation and license
key, and automatically switch between using the PMS GTN 750 and the TDS GTNxi 750 without
any required action by the user.
LIMITATIONS:
MSFS native GPS units and native flight planners will not cross-fill from the GTNxi. This could
also be seen as an advantage, allowing simultaneous flight plan loading.
NOTE: These are limitations of MSFS and not this aircraft, nor the TDS GTNxi. If and when
these issues are resolved, a coordinated effort from the developers of these products will be
launched to remove these limitations as soon as possible.

15
Accessing the Aircraft
To access the aircraft:
1. Click on ‘World Map’.

2. Open the aircraft selection menu by clicking on the aircraft thumbnail in the top left.
3. Use the search feature or scroll through the available aircraft to find the ‘Analog
Caravan’.
4. After selecting the aircraft, use the ‘Liveries’ menu to choose your livery.
Uninstalling
To uninstall this product from your system, use one of the Windows App management features:
Control Panel -> Programs and Features

or
Settings -> Apps -> Apps & features
Select the product you want to uninstall, choose the ‘Uninstall’ option and follow the on-screen
instructions.
Uninstalling or deleting this product in any other way may cause problems when using this
product in the future or with your Windows set-up.

16
Updates and Technical Support
For technical support (in English) please visit the Support pages on the Just Flight website.
As a Just Flight customer, you can get free technical support for any Just Flight or Just Trains
product.
If an update becomes available for this aircraft, we will post details on the Support page and we
will also send a notification email about the update to all buyers who are currently subscribed to
Just Flight emails.
Regular News
To get all the latest news about Just Flight products, special offers and projects in development,
subscribe to our regular emails.
We can assure you that none of your details will ever be sold or passed on to any third party
and you can, of course, unsubscribe from this service at any time.
You can also keep up to date with Just Flight via Facebook and Twitter.
Liveries & Exterior Mods

Black Square’s Analog Caravan comes with two complimentary paint colors (Maroon Red, and
Forest Green) in the same scheme as the default aircraft, just to help differentiate the two in
menus and screenshots. You may adorn these liveries with whatever tail numbers you wish
through the default aircraft configuration menu. You may also add more liveries to the Analog
Caravan as mod packages the same way you would add them for any other aircraft.
Compatibility
Since the Black Square Analog Caravan makes use of the default Caravan’s exterior model, all
liveries for the default Caravan are also compatible with the Analog Caravan; however, keep in
mind that “livery” mods that change the interior features of the default Caravan, such as seats or
panel color, will not have an effect on the Analog Caravan, since it uses a completely different
interior model.

17
Example Livery Package
An example addon livery mod exists within the file structure of the Analog Caravan in your
Community Folder. If you don’t know how to locate your MSFS Community Folder, please refer
to the installation section of this manual for step-by-step instructions. Once you have located
your Community Folder where the Analog Caravan is installed, navigate to…
bksq-aircraft-analogcaravan\SimObjects\Airplanes
Within the above folder, you will find “bksq-aircraft-analogcaravan-livery-example”. This

folder contains everything you need to create a livery mod for the Analog Caravan. Inside it,
you will find an aircraft.cfg, which defines how your livery will appear in the aircraft selection
menu, and several other features. There is also the “TEXTURE.LiveryExample” folder. Within
this folder, you will find only a texture.cfg file for now. Continue to the next section for how to
implement this file structure to create your own livery mod for the Analog Caravan.
Installation
1. Although liveries for the default Caravan are fully compatible with the Analog Caravan,
each livery must have its own package inside the Community Folder for each aircraft.
Luckily, the Analog Caravan’s livery mod only needs to be a reference to the default
livery mod, and none of the textures need to be copied.
2. Begin by creating a new folder in your Community Folder. Name it something like,
“bksq-aircraft-analogcaravan-mylivery”. Within this folder, make another folder
named “SimObjects”. Within this folder, make another folder named “Airplanes”.
Within this folder, make yet another folder with the same name as the first,
“bksq-aircraft-analogcaravan-mylivery”. (We don’t make the rules around here, we
just follow them.) Lastly, make yet another folder with the name, “TEXTURE.mylivery”,
where mylivery matches the unique name you’ve decided to give your livery.
3. Copy the aircraft.cfg file from the example livery mod we located above into the
SECOND “bksq-aircraft-analogcaravan-mylivery” folder (it should be the second to
last folder you made). Next, copy the texture.cfg file from the example livery mod we
located above into the TEXTURE.mylivery folder (it should be the last folder you made).
4. Open the aircraft.cfg file in a text editor, and rename all occurrences of “Livery
Example“ to a name of your choosing for your livery mod. Leave everything else
unchanged, unless you know what you’re doing.
5. Open the texture.cfg file in a text editor, and follow the instructions to rename the two
occurrences of “LIVERYNAME“ in the file to match the livery for the default Grand
Caravan that you would like to use with the Analog Caravan. The provided example is
for a popular livery mod for a popular cargo hauler:

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fallback.2=..\..\Asobo_208B_GRAND_CARAVAN_EX-FEDBEXFEEDER\TEXTURE.F
EDBEXFEEDER
6. Lastly, you will want to copy the two thumbnail images from the livery you wish you use
with the Analog Caravan into the TEXTURE.mylivery folder. They should be named,
“thumbnail.JPG”, and “thumbnail_small.JPG”. This step is not necessary to use the
livery, but helps in identifying it within the aircraft selection menu.
7. Finally, download the MSFS Layout Generator by going to the following link, and clicking
the “MSFSLayoutGenerator.exe” in the latest release at the top of the page. You may
have to expand the “Assets” menu in the top section of the page. Do not download
anything labeled “Source Code”.
https://github.com/HughesMDflyer4/MSFSLayoutGenerator/releases
8. Once you have moved the Layout Generator to somewhere on your computer, like your
desktop, create two final files in the top most directory of your livery mod, in the FIRST
bksq-aircraft-analogcaravan-mylivery folder. The files should be plain text files,
created in Windows by right clicking within the empty space in a folder, hovering over
“New”, and then clicking, “Text Document”. Rename one of these text files to
layout.json, and the other to manifest.json. Copy the following text from this document
and paste it into the manifest.json file, replacing “mylivery” with your unique livery
name.
{
"dependencies": [],
"content_type": "LIVERY",
"title": "aircraft-analogcaravan-livery-mylivery",
"manufacturer": "",
"creator": "Black Square",
"package_version": "0.1.0",
"minimum_game_version": "1.24.2",
"release_notes": {
"neutral": {
"LastUpdate": "",
"OlderHistory": ""
}
},
"total_package_size": "00000000000010000000"
}
9. The final step is dragging your layout.json file on top of the

“MSFSLayoutGenerator.exe” executable. This will run without any graphical interface,
and should populate your layout.json with content. Take a look in the file to see if there
is text, but do not edit anything.

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If you have done everything correctly, your file structure should look like this:
➢ bksq-aircraft-analogcaravan-mylivery
○ layout.json
○ manifest.json
➢ SimObjects
➢ Airplanes
➢ bksq-aircraft-analogcaravan-mylivery
○ aircraft.cfg
➢ TEXTURE.mylivery
○ texture.cfg
○ thumbnail.JPG
○ thumbnail_small.JPG
This seems like a lot of work to make a simple reference to an already existing livery mod for
another aircraft, but once you have done it once and created the file structure, or once you have
copied the structure from someone else’s mod, it will be extremely easy to make as many new
Analog Caravan liveries as you like.

20
Cockpit & System Guide
Main Panel
Annunciator Panel
The Caravan’s annunciator panel can be tested by two buttons adjacent and to the left of the
panel, lebled “Fire Detect Test”, and “Lamp Test”. Press and hold the buttons to confirm all 24
colored annunciators illuminate in the panel. Also adjacent to the annunciator panel is a night
dimming switch, which dims the annunciator panel, as well as several other annunciators in the
main panel. Below the engine instrumentation and to the right of the altimeter is also an
autopilot specific annunciator panel, which indicates active autopilot modes in a different format
than on the KAP 140 autopilot itself, which is sometimes preferential for quick reference. This
panel includes a red back-course indicator, and red out-of-trim indicator, which illuminates when
the aircraft’s pitch is more than ten degrees away from the autopilot command pitch.
Quartz Analog Chronometer

A precision (second counting) quartz chronometer for timing IFR approach legs or departure
clearance void times.

21
True Airspeed Indicator
The Caravan’s airspeed indicator displays both knots (outer scale), and miles per hour (inner
scale), as well as reference speeds with colored arcs. The red marking corresponds to the
never-exceed speed. The lower end of the green arc corresponds to the clean configuration
stalling speed. The upper end of the white arc corresponds to the maximum flap operating
speed, and the lower end of the white arc corresponds to the full flap stalling speed. The
airspeed indicator also includes a true airspeed calculating ring, which can be positioned for
pressure altitude and air temperature, much like an E6B flight computer, and produce a rough
true airspeed indicator at the airspeed needle.

22
Bendix/King KI 256 Vacuum Artificial Horizon
A vacuum powered artificial horizon with illuminated decision height indicator, and adjustable
attitude bars. Attitude bars are adjusted with the small screw adjustment on the bottom right of
the unit’s face. Note that while the KI256 is capable of displaying flight director command bars,
the KAP140 autopilot is not capable of driving them.

23
Bendix/King KEA 130A Altimeter
A three pointer precision, encoding altimeter, certified for flight up to 25,000 feet pressure
altitude. Kholsman setting is adjusted via the knob in the bottom left corner of the unit.
Currently set barometric pressure is displayed in the Kholsman window on the right of the unit in
inHg, and in the Kholsman window on the left of the unit in Millibars.

24
Bendix/King KI 229 Radio Magnetic Indicator (RMI)
This RMI has an automatically rotating compass card that is driven via the aircraft’s remote
compass, and therefore, has no adjustment knob like an ADF. The solid yellow needle of the
RMI is permanently driven by the NAV1 VOR navigation source, the same as the HSI source.
The hollow green needle of the RMI is permanently driven by the KR 87 ADF receiver. Both
needles will point directly to the tuned radio ground station whenever signal strength is
sufficient. Since there are no flags on this unit to indicate reception, it is necessary to properly
identify the station via its morse code identifier before using the RMI indications as a source of
navigation. The RMI will show a red flag when the unit is not receiving power, or the unit is not
receiving signal from the remote compass.

25
Bendix/King KI 525A Horizontal Situation Indicator (HSI)
The KI 525A HSI has an automatically controlled compass card, as opposed to most directional
gyroscopic compass units, which can be automatically slaved to magnetic heading, or manually
controlled via the remote compass controller. The HSI has two knobs for controlling the heading
bug for visual reference, and for autopilot heading lateral navigation mode, and a knob for
adjusting the course indicated with the yellow needle in the center of the display. The split
yellow needle acts as a course deviation indicator, where the deviation scale depends on the
navigation source, and operational mode, such as enroute GPS, or ILS antenna signal. On
either side of the unit are normally hidden, yellow, glideslope indicator needles, which come into
view when the glideslope signal is valid. Under the yellow course indicating needle, two
windows with white indicators show the traditional to/from VOR indication when a VOR radio
source is selected. When no navigation source has a valid signal, a red “NAV” flag appears at
the top of the display. When no valid signal is received from the remote compass, a red “HDG”
flag appears at the top of the display. When the unit is not receiving power, both flags are
visible. The HSI in this aircraft can be controlled by either the NAV1 source, or the RNAV
source, by selecting with the switch located above the localizer.
NOTE: Unfortunately, it is not possible to drive the stock MSFS autopilot system with a custom
navigation source without implementing a whole new autopilot (to the best of my knowledge). It
is recommended that you simply steer the autopilot via the heading bug with reference to the
RNAV course deviation shown on the CDI.

26
Vertical Speed Indicator
A vertical speed indicator displaying a maximum of +/- 4,000 feet per minute.

27
Bendix/King KI 206 Localizer
The KI 206 Localizer acts as a secondary radionavigation source in this aircraft, being
permanently driven by the NAV2 VOR radio source. The KI 206 includes both lateral and
vertical guidance needles, which can be driven from either a VOR/ILS receiver, or via the GNS
430W. The unit incorporates both vertical “GS”, and horizontal “NAV” red flags to indicate when
the unit has power, and when the respective navigation source is being received. Two windows
with white indicators show the traditional to/from VOR indication when a VOR radio source is
selected. This unit is not connected to the remote compass, and therefore, must be manually
adjusted for the desired course with the omni-bearing-selector (OBS) knob on the unit’s face.

28
Mid-Continent Turn Coordinator
A DC electric turn coordinator with indicator markings for a standard rate 2-minute turn, a
traditional slip indicator, and a red power flag to indicate when the unit is not receiving power.

29
Bendix/King KRA-10 Radar Altimeter
The KRA-10 Radar Altimeter displays the height of the belly-mounted radar transducer with
respect to the terrain below the aircraft. The yellow indicating needle rests in a vertical “OFF”
position when the unit is not receiving power, a valid signal, or when the indicated altitude is
below 10 feet. An orange decision height bug can be positioned from 0 to 2,500 feet on the
indicating scale with the adjustment knob. When passing the decision height in a descent, the
integrated, yellow, decision height indicator will illuminate, as well as the connected indicator on
the KI 256 attitude indicator. Be aware that the indicating scale is non-linear.

30
Engine Instrumentation
A row of eight round-dial engine instruments at the top of the main panel is used to monitor the
health of the powerplant. From left to right, the gauges are Propeller Torque (TRQ), Propeller
RPM (RPM), Interstage Turbine Temperature (ITT), Gas Generator RPM (Ng), Oil Pressure
(PSI), Oil Temperature (°C), Fuel Flow (FF), Left Fuel Tank Quantity (L QTY), and Right Fuel
Tank Quantity (R QTY). Some of these instruments are passively driven from the accessory
gearbox on the engine, while others are electrically driven; therefore, some will remain
functioning with a total loss of electrical power.
NOTE: This aircraft makes use of custom turbine engine dynamics code. Users should
research and anticipate the following potentially novel turbine engine phenomenon:
Torque Bloom: While accelerating on the runway, increased ram air pressure increases
combustion efficiency and fuel flow. Caution must be used while setting takeoff power, as
torque may rapidly increase beyond the redline while accelerating.
Increased ITT with Inertial Separator and Bleed Air: Aircraft configuration can have a
substantial impact on ITT, which may cause limit exceedances if not managed properly.
Apparent Fuel Imbalance: The fuel sender units in the Caravan are notoriously sensitive to
lateral G-force, and how level the aircraft is sitting on the ground. Given that this aircraft is also
capable of random fuel leaks, fuel levels should be checked prior to takeoff, just as in the real
aircraft, when any potential discrepancy exists.

31
Duplicate Copilot Instrumentation
A duplicate six-pack of primary flight instrumentation is included on the co-pilot’s side of the
aircraft. Notably, the directional gyroscopic instrument is a traditional DG, and is not driven by
the remote compass, and must be adjusted manually at startup, and continually for drift.

32
Avionics
Black Square aircraft have reconfigurable radio panels that allow you to fly with many popular
radio configurations from old-school no GPS panels, to modern installations with touchscreen
GPS navigators. To adjust which configuration you’re flying with, use the knobs or switches on
the right-hand side of the main panel, adjacent to the co-pilot’s yoke bearing to select your
preferred radio for Com1/Nav1, and Com2/Nav2. It might be easier to hide the co-pilot’s yoke
while making these selections. The radio selection will be automatically saved and reloaded at
the start of a new flight.
Garmin GMA 340 Audio Panel

This audio controller is very common in light aircraft, and allows for the control of both receiving
and transmitting audio sources on one panel. In addition, this implementation also supports
listening to multiple VHF communication sources at once, and transmitting on both Com1 and
Com2 by pressing the “COM 1/2” button. When you want to return to normal operation, press
one of the “COM MIC” keys, and the integrated “COM 1/2” button indicator should extinguish.

33
Garmin GTN 750 (Com1)
This modern touchscreen GPS is implemented by a 3rd party developer. For installation
instructions, and instructions on its use, see the installation section of this manual, or the
developer’s website. Both PMS GTN 750 and TDS GTNxi 750 products are supported. The
aircraft will automatically switch between the installed software with no required user action.
Garmin GNS 530/430 (Com1/Com2)

This 2000’s era full-color GPS is mostly or partially implemented by a 3rd party developer. For
installation instructions, and instructions on its use, see the installation section of this manual, or
the developer’s website.
NOTE: To hear an audible radio station identifier, both the small adjustment knob on the GNS
must be pressed, and the appropriate NAV receiver indicator light must be illuminated on the
GMA 340 Audio panel.

34
Bendix/King KX-155B (Com1/Com2)
This 1990’s era Com/Nav receiver allows you to control audio and navigation source inputs from
two independent communication and navigation antennas, the left side controlling the VHF Com
radio, and the right controlling the VHF Nav radio. Frequency tuning increments can be toggled
by pulling on the inner knob of the COM side (labeled “PULL 25K”). The small adjustment knob
on the Com side of the unit controls receiver volume, and can be pulled to toggle between US
and European frequency spacing. The smallest tunable increment in US mode is 25 kHz, and
the smallest possible increment in European mode is 8.33 kHz. The COM display will show
frequencies with three decimal places when in 8.33 kHz mode, and two decimal places in 25
kHz mode. When the inner frequency adjustment knob on the NAV side is pulled, the same
frequency adjustment knob will tune the active NAV frequency, and the standby frequency will
be flagged with dashes. Additionally, a small “T” symbol will be displayed between the active
and standby COM frequencies whenever the radio is transmitting. The small adjustment knob
on the Nav side of the unit controls Nav receiver identifier volume, and can be pulled for an
audible identifier tone.
NOTE: To hear an audible radio station identifier, both the small, right adjustment knob on the
KX155 must be pulled out, and the appropriate NAV receiver indicator light must be illuminated
on the GMA 340 Audio panel.
Bendix/King KNS-80 RNAV Navigation System

See the standalone section of this manual for instructions on using the KNS-80, below. All
stored frequencies, radials, and offsets associated with this unit will be automatically saved and
recalled at the beginning of a new flight.

35
Bendix/King KR 87 ADF
The KR 87 ADF receiver allows for standby ADF frequencies to be selected with the dual
concentric rotary knobs on the right of the unit. When tuning a frequency, you will be editing the
standby frequency, which can be swapped into the active frequency by pressing the “FRQ <->”
push button. The two push buttons to the right of the “FRQ <->” button are for controlling the
integrated flight timer. The “FLT/ET” push button toggles between the flight duration timer,
which is automatically started when power is applied, and the elapsed time timer, which is
started, stopped, and reset with the “SET/RST” push button. On the left of the unit, the “ADF”
push button toggles the ADF receiver’s antenna mode between normal operation, and listening
to the sense-only antenna (disabling the loop antenna), which makes receiving audio-only
transmissions easier in low signal strength conditions. Lastly, the “BFO” push button toggles the
unit’s beat frequency oscillator, which is used to listen to the tuned station’s morse code
identifier in low signal strength conditions.
Bendix/King KDI 572 DME

This implementation of a KDI 572 behaves similarly to any other Distance Measuring Equipment
(DME) receiver, displaying a nautical mile distance to the selected and tuned station, the current
speed of the aircraft relative to the selected and tuned station, and a time-to-go until over the
station. It should be noted that, like all other DME displays, this one is similarly dependent on
being within the VOR service volume, and having good line-of-sight reception of the station. It
should also be noted that these distances, speeds, and times, are based on slant-range to the
station, not distance along the ground, as one would draw on a map. In order to receive DME
information on the KDI 572, the station must be tuned in one of the two navigation radios, the
station must be equipped with DME transmitting equipment, the station must have adequate
signal strength, and the KDI 572 must have the appropriate navigation source selected via the
selector knob mounted on its face. Selecting “HLD” mode will hold the current DME frequency
and information on the unit, while allowing the user to change the tuned NAV frequencies on the
NAV1 or NAV2 radios. This can be useful for some specific instrument approaches. This unit’s
state will be automatically saved and reloaded at the start of the next flight.

36
Bendix/King KAP 140 Autopilot
The KAP 140 is a relatively simple autopilot, with standard modes of control. The unit has an
autopilot master push button, and can be disabled via the yoke-mounted autopilot disconnect
push buttons. The autopilot’s mode selections include (left to right along the row of push
buttons), heading hold mode, lateral navigation mode, approach coupling mode, back course
mode, and altitude hold mode. When the autopilot is disabled by any means except loss of
power, the “AP” annunciator will flash for five seconds, and an audible tone will be heard.
The unit’s display consists of a right section with annunciators, and an altitude pre-selector,
which can also be used to display the current barometric setting, and a left section with four
annunciator locations for active and armed modes. On the left, active modes will appear in the
top row, with lateral modes on the left, and vertical modes on the right. The bottom row will
display armed modes for lateral and vertical control underneath their respective active modes.
For instance, “ALT” will display in the upper row when an altitude has been captured, and the
autopilot is holding that altitude. When a new altitude has been selected, and vertical speed
mode has been activated to capture that altitude, “VS” will appear in the top row, and “ALT” in
the bottom row to indicate that altitude holding is armed. On the right of the unit, the numerical
display will show the currently selected altitude, adjusted with the dual concentric rotary
encoder. When in altitude holding mode, this value can also be nudged by 100ft with the “UP”
and “DN” buttons. Selecting a new altitude will not cause the aircraft to immediately attempt to
capture that altitude. Pressing the “ALT” push button again, however, will activate vertical speed
mode, which will automatically arm the altitude capture. The “ARM” push button has become
unnecessary with updates to the KAP140 software over the years that incorporate automatically
altitude arming. The vertical speed can then be adjusted with the “UP” and “DN” buttons.
NOTE: The KAP140 has its own dedicated electronic altimeter. This means that the aircraft will
not climb or descend to match the altitude shown on the primary altimeter. The unit’s dedicated
altimeter must be adjusted by pressing the “BARO” push button and selecting the desired
barometric setting. Barometric pressure units can be toggled by holding the “BARO” push
button for three seconds.

37
Bendix RDR 1150XL Color Weather Radar
This implementation of the Bendix RDR 1150XL has six selectable modes via the mode select
knob in the upper right-hand corner of the unit. When cycled through the “OFF” mode, the unit
will perform a self-test upon startup, and will annunciate if signal is not received from the
aircraft’s external weather radar transceiver unit. In “STBY” mode, the unit is in a safe standby
mode, which does not energize the radar transmitter. It is recommended that the unit be placed
in standby mode whenever the aircraft is operating on the ground to avoid injuring ground
personnel, or sensitive equipment on other nearby aircraft. In this mode, the unit will annunciate
“STAND BY” in yellow in the center of the radar arc. In “TST” mode, the unit will continuously
display a sweeping test signal from the radar unit, which should subtend the full horizontal radar
arc, and contain concentric arcs of magenta, red, yellow and green. The “RT FAILURE” flag will
also display in cyan. The “ON” mode is the normal mode of operation for this unit. In “ON”
mode, the radar will display precipitation and severe turbulence in the above color spectrum,
within the radar arc on the screen. The range of the display can be adjusted with the “RNG ^”,
and the “RNG v” push buttons. Nautical mile distances are displayed adjacent to the range
rings on the radar display. By pressing the “VP” button, the unit can be toggled between
horizontal and vertical profile modes, which are annunciated in the upper left-hand corner of the
display. The “<TK” and “TK>” buttons can be used to pan the radar transceiver to the right or
left, and the “TILT” knob can be used to tilt the radar transceiver up or down. The position of the
radar transceiver is annunciated on the display in yellow, but there is no effect on the underlying
weather radar simulation. Lastly, “BRT”, and “GAIN” knobs on the left of the unit can be used to
control the brightness and gain of the radar respectively. “NAV” and “LOG” modes are not
implemented yet in this unit. This unit’s state will be saved automatically and reloaded.

38
Garmin GTX 327 Transponder
The GTX 327 transponder supports the typical transponder modes of operation; off, standby, on,
and altitude reporting mode. This transponder also has a VFR preset button, which will
automatically set the transponder code to your region’s VFR flight code (such as 1200 in the
United States). The unit is also equipped with an ident button for responding to ident requests
from air traffic control. Pressing the “FUNC” button will cycle through the unit’s function modes,
which are as follows:
1. Pressure Altitude (in flight levels)

2. Flight Timer (triggered by weight-on-wheels sensor)
3. Outside Air Temperature & Density Altitude
4. Count Up Timer
5. Count Down Timer
Timers can started and stopped by pressing the “START/STOP” button, and the time can be
cleared/reset with the “CLR” button.

39
Electrical/Miscellaneous
Circuit Breakers
The Caravan’s circuit breaker panel is located on the electrical pedestal to the left of the pilot’s
seat. Breakers may be pulled or pushed to disable electrical circuits and bus connections within
the aircraft. All the corresponding electrical circuits are modeled. The status of the electrical
system may be monitored via the multi-function volt/amp meter discussed below. In an
emergency situation, such as the detection of smoke, acrid burning smells, loss of engine, or
alternator failure, all non-essential electrical systems should be switched off, workload
permitting. In the case of the Analog Caravan, two circuit breakers pertaining to the control of
retractable landing gear on floats will be removed or added as appropriate. It should be noted
that the left-hand column of circuit breakers in the Caravan are actually “bus feeders”, which
supply each row of equipment with power. In essence, pulling the first breaker of each row,
such as “BUS 1 PWR” in the first row, is the same as pulling all the breakers in that row.
Similarly, the first two rows of circuits are also connected to the standby alternator, which kicks
in when loads on the starter-generator exceed a preset value, and the gas generator is
operating above idle.
Multi-Function Volt/Amp Meter

A multi-function meter and associated rotary selector knob provides access to all the onboard
electrical systems in the Caravan. The inner scale of the meter displays voltage, while the outer
displays amperage. The selector knobs allows for monitoring of current (amps) being drawn or
produced (positive or negative amps) from the starter-generator (“GEN”), the standby alternator
(“ALT”), and the aircraft battery (“BATT”). To test the ammeter, try switching to the “ALT” setting
while in-flight, and moving the generator control switch to the “TRIP” position. Current draw on
the starter-generator should fall to zero, and the standby alternator and battery should
momentarily take over to share the load. The last position on the selector switch is “VOLT”,
which allows for the monitoring of the main bus voltage, which should mirror the aircraft battery
voltage. This setting is especially important during starting to ensure sufficient voltage remains
in the battery for starting.

40
Bendix/King KA 51B Remote Compass Synchroscope
This aircraft contains a Bendix/King remote compass, and remote compass controller with
integrated synchroscope. The purpose of a remote compass is to supply several instruments,
autopilots, or navigation systems with a reliable source of magnetic compass direction that is
continuously correcting for gyroscopic drift. This is accomplished by integrating a fluxgate
magnetometer’s sensing of magnetic direction with a larger gyroscope than could fit within the
housing of a single panel-mounted instrument. This remote compass erects to the correct
magnetic heading when powered on, and will automatically correct for gyroscopic drift
throughout the flight when the remote compass controller’s mode switch is placed in the
“SLAVE” position. In this mode, the integrated synchroscope should display a white line,
centered between the stationary + and - markings. Should the position of the remote compass
become unreliable, such as during flight through magnetic disturbances or over the earth’s
poles, the remote compass can be placed in a manual mode by placing the mode switch in the
“FREE” position. In this mode, the input of the magnetometer will be ignored, and the unit will
behave like a normal directional gyroscope. The position of the remote compass can be
advanced in one direction or another by holding the remaining switch on the remote compass
control in either the clockwise (“CW”) direction, or the counter-clockwise (“CCW”) direction. In
this mode, the synchroscope will show the set compass position’s deviation from the detected
magnetic heading. This Caravan is equipped with an additional “FAST ERECT” push button,
which allows for the remote compass to be placed in fast erect mode, which will increase the
speed at which the compass card seeks to the sensed magnetic heading, but will not increase
the rate at which all signals are integrated to provide a robust magnetic heading.
Propeller Amps Indicator

The propeller ammeter gauge indicates the flow of current to the propeller hub during deicing.

41
Vacuum Indicator
The vacuum indicator shows the vacuum suction generated by the engine-driven vacuum pump
on the engine’s accessory gearbox. The scale on the gauge has indicators for appropriate
vacuum suctions at various pressure altitudes of operation.
Oxygen Pressure Gauge

In the overhead panel of the Caravan, a recessed gauge indicates the oxygen pressure
available in the onboard, refillable oxygen cylinder. This cylinder is normally pressurized to
1,850 PSI when serviced on the ground. Oxygen pressure will deplete as it is consumed by
passengers and crew, when activated. To activate the Caravan’s built-in demand-type oxygen
regulators for crew, place the oxygen supply lever in the overhead panel in the “ON” position.
Oxygen will be consumed by the crew only in accordance with the current pressure altitude of
the aircraft, and the weights of the crew members. The oxygen pressure is saved between
flights, and can be refilled via the “SYSTEMS” page on the weather radar. When the cabin
oxygen system is activated, the sound of pressurized gas flowing through pipes will be audible.
Hobbs Timer
The included Hobbs timer in the aircraft runs from when the master switch is activated, to when
it is shut off. Indicated in tenths of an hour, this meter should be a reliable source of timing for
your logbook recordings, or emergency leg timing in IMC, should you find yourself in a really
unusual and dire situation.

42
Lighting Controls
Cabin Lighting
Cabin lighting in the Caravan is controlled via a single toggle switch on the lower-left main panel
in the cockpit. Ensure that cabin lighting is turned off during all flight and ground operations, as
light bleeds from the cabin into the cockpit area, diminishing the quality of crew night vision.
Keep in mind that incandescent, DC, cabin lighting presents a significant drain on the aircraft
battery during operation. Use of cabin lighting should be kept to a minimum when the aircraft
battery is the only source of electrical power.
Cockpit Lighting
Cockpit flood lighting is controlled by the dual concentric rheostats under the pilot’s side yoke.
Three overhead flood lights (pilot, co-pilot, and pedestal area) are controlled via the outer
concentric knobs in this area of the panel. These floodlights are very bright, and should only be
used during pre/post flight operations, or during an emergency. An additional floodlight is
provided to illuminate the circuit breaker panel to the left of the pilot’s seat. This light is
controlled via an inner concentric knob, colocated with the pedestal floodlight dimmer.
Panel Lighting
Panel lighting is controlled by the dual concentric rheostats under the pilot’s side yoke. The
majority of panel lighting is provided through light posts placed on the panel, while some
instruments have integrated lighting. The zones of panel lighting are; pilot’s side panel,
co-pilot’s side panel, engine instruments, and radio backlighting. Care should be taken to
always use the minimum amount of panel lighting necessary to clearly read instrumentation to
retain crew night vision quality.
State Saving
This aircraft implements “selective” state saving, meaning that not all variables are saved and
recalled at the next session, but some important settings are, primarily to enhance the user
experience. Of primary interest, the radio configuration is saved, as well as any preset
frequencies/distances/radials/etc that are entered into radio memory. Many radio and switch
settings are also saved for recall, including cabin environmental controls, and the state of other
cabin aesthetics, such as sun visors, armrests, and windows. No action is required by the user
to save these configurations, as they are autosaved periodically, or whenever required by the
software. The state of switches that affect the primary operation of the aircraft, such as battery
switches, de-icing, etc, are not saved, and are instead set when the aircraft is loaded based on
the starting position of the aircraft. Engine health and oxygen pressure are saved between
flights, and can be reset via the “SYSTEMS” screen on the Weather Radar.
Note: Since this aircraft uses the native MSFS state saving library, your changes will only be
saved if the simulator is shut down correctly via the “Quit to Desktop” button in the main menu.

43
Environmental Simulation & Controls
This aircraft is equipped with a simulated environmental control system, allowing the user to
learn the essentials of passenger comfort while operating this aircraft. Cabin temperature is
calculated distinctly from outside air temperature. Since the walls of the aircraft are insulated, it
will take time for the cabin temperature of the aircraft to equalize with the outside air
temperature. The cabin will also heat itself beyond the outside air temperature during warm
sunny conditions, and slowly equalize with the outside air temperature after sunset. Without the
need for any aircraft power, the cabin temperature can be partially equalized with the outside air
temperature by opening the pilot’s side storm window, and fully equalized by ram air cooling, so
long as the airspeed of the aircraft is great enough. Cabin temperature can also be equalized
with the use of the air conditioning system in “VENTILATE” mode, which does not run the air
condition compressor, but only the three ventilation fans. The rate at which temperature
equalization, active heating, or active cooling can be achieved can be increased by placing the
air conditioning switch in either the “COOL” or “VENTILATE” position, and positioning the “AC
FAN” switches in their “HIGH” positions. Be aware that these ventilation systems increase the
load required from the current power source substantially, and therefore should be used
predominantly while under power, or when external power is supplied to the power distribution
bus.
Cabin Temperature Monitoring

A temperature monitoring system is available in this aircraft to monitor cabin temperature, and
alert the pilot to when cabin temperatures have become unacceptably hot or cold. The digital
LCD temperature display on the right side of the panel, above the co-pilot standby
instrumentation, will display temperatures from -99° to 999° Celsius, or Fahrenheit, toggleable
with the small blue push button. Backlighting for this instrument is dimmed via the “RADIO” light
dimmer, along with the other avionics backlighting. In addition to this LCD display, two small
LED’s are located outboard of the prop-amps gauge to indicate when cabin temperatures are
unacceptably hot or cold within the pilot’s primary field of view, and call their attention to the
cabin temperature settings. The “CABIN TEMP LOW” light illuminates when cabin temperatures
are below approximately 50°F, or 10°C. The “CABIN TEMP HIGH” light illuminates when cabin
temperatures are above approximately 90°F, or 32°C.

44
Cabin Environmental Controls
The primary environmental controls are located below the center of the main instrument panel
behind the throttle quadrant. As discussed above, placing the air conditioning control switch in
“VENTILATE” will begin equalizing the cabin temperature with the outside air temperature.
Placing the switch in “COOL” position will activate the air conditioning compressor and begin to
cool the cabin to the target air temperature so long as the engine’s gas generator RPM is above
approximately 55%. Sometimes it is necessary to place the condition lever into high idle to
active the air conditioning system, and it can also be used to increase the cooling rate while on
the ground. The cooling rate can also be increased by positioning the “AC FAN” switches in
their “HIGH” positions. To increase the cabin temperature, the RED “BLEED AIR HEAT” toggle
switch must be placed in the “ON” position. This will provide hot bleed air from the running
engine to the temperature control valve so long as the engine gas generator RPM is above
30%, which should be any time the engine is running.
NOTE: The Caravan has an extra manual step required to maintain bleed air heating control
during all phases of operation. The “CABIN HEAT MIXING AIR” push valve should always be
pushed into the “FLT-PUSH” position when the aircraft is in flight, and before starting. Failing to
do so may result in a cabin vent over temperature, which will disable the bleed air heating
system. The “GND-PULL” position should only be used on the ground when gas generator
RPM is below 85% to increase the amount of heating air that is available during particularly cold
ambient conditions.
The centrally located “TEMP HOT” control knob differs slightly in use from the real world aircraft
as a matter of convenience to the user. In order to prevent temperature oscillations that require
the toggling of the air conditioner between on and off states, the temperature control knob is
used to set a target temperature for both the heating and cooling systems. The knob can rotate
approximately 180° to select temperature targets from 50°F (10°C), to 100°F (38°C). When the
proper heating or cooling system is activated appropriate to the outside air temperature
conditions, the aircraft will heat or cool at varying rates determined by many other factors to the
desired target cabin temperature.

45
Failure Configuration & System Status
This aircraft is equipped with an underlying software system that is capable of triggering a
failure of almost any simulated aircraft system, either by random, or at a scheduled time. An
interface for configuring failure settings, resetting failures, or monitoring active failures is
provided in the “NAV” and “LOG” modes of the in-panel weather radar. A list of all possible
failures is provided below. Failures are saved between flights, leaving you to discover what has
failed during your checklists.
Systems Screen
To access the “SYSTEMS” menu, rotate the mode knob on the weather radar to “NAV”. On the
screen shown, you will be presented with a segmented bar graph indicating the current engine
condition, and several options. Using the keys on the weather radar bezel indicated by the
YELLOW text and accompanying arrows, you can repair the engine, resetting its condition to
100%, refill the oxygen system, or reset all failures. Resetting all currently active failures will
return the aircraft to a state with no failures and all systems functioning normally.
Failures Screen
To access the “FAILURES” menu, rotate the mode knob on the weather radar to “LOG”. On the
screen shown, you will be presented with a segmented bar graph indicating the current global
failure rate as a multiplier of real-time. You may increase or decrease the global failure rate by
powers of two with the keys on the weather radar bezel as indicated in YELLOW on the screen.
The maximum allowable multiplier is 1024x. Random failures can be completely disabled by
pressing the indicated decrease key until the global failure rate indicates “NO FAILURES”. The
global failure rate multiplies the probability of random failures occurring while in “RANDOM”
failure mode based on their selected Mean Time Between Failure (MTBF). For Example, if a

46
specific failure is expected to occur once in every 5,000 hrs of simulated flight time, a global
failure rate of 1024x, will result in this failure occurring roughly once in every 5 hrs of simulated
flight time instead. Settings between 8x and 32x are recommended to add a little excitement to
your virtual flying experience, as many hundreds of hours can be flown a 1x real-time failures
without encountering a single failure, while settings above 256x almost guarantee multiple
failures per flight.
From the failures page, one can also toggle between “RANDOM” and “SCHEDULED” failure
modes. (currently active mode is indicated in MAGENTA) All failure settings can be reset to
defaults from this page, for which a confirmation warning message will be displayed. Confirming
the reset will return all MTBF times to system specific default values, return all scheduled failure
times to default, and disable any currently armed scheduled failures. Any currently active
failures can be viewed by navigating to the “ACTIVE FAILURES” page, and failures can be
configured via the “DETAILED SETTINGS”. The detailed settings page is context sensitive, and
will be different depending on whether the failure system is currently in random or scheduled
mode.
Random Failures Screen

From the random failures screen, one can set custom failure probabilities in the form of Mean
Time Between Failure (MTBF) time in hours. While real world electromechanical components
follow an exponentially decaying failure probability after their fabrication, this would be
inconvenient for users of virtual aircraft, since it would subject new users to high component
mortality rates just after purchasing the product; therefore, the probability of component failure is
constant throughout aircraft operation. This means that the probability of failure can be
considered to be exactly the mean at all times. Upon loading the aircraft for the first time,
default values will be displayed for each system, which are representative of their real world
counterparts. These values can be modified by navigating to a failure using the “RNG” up and

47
down keys on the weather radar bezel, and the “TRK>” key to move the cursor over to the
MTBF column. Further use of the “RNG” keys will adjust the MTBF. Use the “<TRK” key to
return the cursor to the list of failures. Failures are color coded into groups. Magenta is used
for catastrophic engine failures, red for major systems failures, white for electrical bus
distribution failures, and cyan for circuit breaker protected systems failures. The minimum
allowable MTBF is 100 hrs, and the maximum is 1,000,000 hrs.
Scheduled Failures Screen

From the scheduled failures screen, individual failures can be scheduled to occur between
specific times after the current time. Failures have a constant probability of occurring between
the two times listed in minutes, and will only occur after the failure’s “ARM?” value has been set
to “Y”. Upon loading the aircraft for the first time, default values will be displayed for each time.
These times can be modified by navigating to a failure using the “RNG” up and down keys on
the weather radar bezel, and the “TRK>” key to move the cursor over to the other columns.
Scheduled failure times can then be adjusted with further use of the “RNG” up and down keys.
The “ARM?” flag can be set with either the “RNG” up or down key. Use the “<TRK” key to return
the cursor to the list of failures. Failures are color coded into groups. Magenta is used for
catastrophic engine failures, red for major systems failures, white for electrical bus distribution
failures, and cyan for circuit breaker protected systems failures. The minimum allowable time is
1 minute, and the maximum is 480 minutes, or 8 hours.

48
Active Failures Screen
From the active failures screen, one can scroll though a list of all active failures affecting the
aircraft. Only failure names are displayed, and they can be scrolled through using the “RNG” up
and down keys on the weather radar bezel. When the blinking cursor has a failure selected,
pressing the “TRK>” key will reset the highlighted failure, returning the system to normal
operation. Failures are colored in groups. Magenta is used for catastrophic engine failures, red
for major systems failures, white for electrical bus distribution failures, and cyan for circuit
breaker protected systems failures.

49
List of Possible Failures
WSHLD ANTI-ICE
Major System Failures WSHLD ANTI-ICE CONTROL
DE-ICE BOOTS
ENGINE FAILURE PROP ANTI-ICE
ENGINE FIRE PROP ANTI-ICE CONTROL
MAIN FLAP MOTOR FUEL CONTROL HEATER
STBY FLAP MOTOR L LANDING LIGHT
VACUUM PUMP R LANDING LIGHT
PITOT BLOCKAGE STROBE LIGHT
STATIC BLOCKAGE BEACON LIGHT
L BRAKE TAXI LIGHT
R BRAKE NAV LIGHTS
OXYGEN LEAK MAP LIGHTS
L FUEL LEAK INSTRUMENT LIGHTS
R FUEL LEAK RADIO LIGHTING
CABIN LIGHTS
WING ICE LIGHT
Electrical Bus Failures AMPHIB GEAR CONTROL
AMPHIB GEAR PUMP
ELEC BUS 1-1 L VENT BLOWER
STBY POWER 1 R VENT BLOWER
ELEC BUS 2-1 AFT VENT BLOWER
STBY POWER 2 STALL WARNING
ELEC BUS 1-2 AIR CONDITIONING
ELEC BUS 2-2 BLIND ALT ENCODER
ELEC BUS 1-3 STBY HORIZON
ELEC BUS 2-3 ALT ENCODER
ELEC TRIM
COMM 1
Circuit Breaker Protected Failures NAV 1
IGNITION XPNDR
STARTER CONTROLLER GLIDESLOPE 1
GEN CONTROLLER ADF
GEN FIELD HSI
AUX FUEL PUMP GYRO MAG SLAVING
ANNUNCIATOR PANEL AUDIO PANEL
FIRE DETECTOR AP ACTUATORS
AP ANNUNCIATOR PANEL AP CONTROLLER
REMOTE COMPASS GYRO COMM 2
L TURN COORDINATOR NAV 2
R TURN COORDINATOR GLIDESLOPE 2
ITT GAUGE DME
OIL TEMP GAUGE RNAV
FUEL FLOW GAUGE RADAR ALT
L FUEL QUANTITY AVIONICS FAN
R FUEL QUANTITY AUDIO AMPLIFIER
OVERSPEED TEST FUEL SELECTOR WARN
BLEED AIR VALVE WX RADAR CONTROLLER
L PITOT HEAT WX RADAR ANTENNA
R PITOT HEAT

50
Miscellaneous Systems
Audible Warning Tones

This version of the Caravan comes equipped with several warning tones to alert the operator to
important configuration changes, or potentially dangerous situations. These tones can be
disabled by pulling the circuit breaker for the respective tone’s underlying warning system.
These tones are as follows:
● Altitude Alerter Tone: A beeping tone will sound five times quickly when the aircraft is
within 1,000 ft of the selected altitude displayed on the KAP140 Autopilot.
● Autopilot Disconnect Tone: Whenever the autopilot is disconnected via the autopilot
master push button, the control yoke mounted disconnect buttons, or automatically
disconnects when overpowered, a soft warning chime will sound.
● Stall Warning Horn: When the aircraft is within approximately 5-10 knots of stalling
speed, a constant tone warning horn will sound.
● Overspeed Horn: When the aircraft exceeds the VNE (red line) airspeed on the airspeed
indicator, a repeating beeping tone warning will sound until the speed of the aircraft is
reduced to below VNE.
● Engine Fire Siren: When a fire is detected in the engine, a loud siren will sound to alert
the pilot to take immediate action. This tone cannot be canceled or silenced except by
extinguishing the engine fire, or pulling the fire detector circuit breaker. Through
completing the engine fire checklists, the pilot will close the firewall valve of the affected
engine, and disable the aircraft’s power sources. This will cease the warning sound
should. The fire warning siren can be tested by pressing the red fire detector test button
adjacent to the annunciator panel. This warning siren will be accompanied by the RED
“ENGINE FIRE” annunciator.
● Fuel Selector Off Tone: Added to later model Caravans as the result of early accidents,
a warning tone is incorporated to alert the pilot of when the engine has been
disconnected from all potential fuel supplies, either by the overhead fuel selectors, or by
the firewall valve pull handle on the lower throttle quadrant. This warning tone can be
disabled by pulling the fuel selector warning circuit breaker at the bottom of the circuit
breaker panel. The tone can be tested by pressing the annunciator test button when
Avionics Bus #1 is receiving power. This warning tone will be accompanied by a RED
“FUEL SELECT OFF” annunciator.

51
Overview Electrical Schematic

52
Using the KNS-80 RNAV Navigation System
The Concept
When most pilots hear the acronym “RNAV”, they probably think of the modern RNAV, or GPS
approach type, or precision enroute navigation for airliners; however, long before this type of
navigation, there was the onboard RNAV computer. This 1980’s era piece of early digital
computer technology allowed pilots to fly complex routes with precision away from traditional
ground-based radionavigation sources, such as VOR’s and NDB’s, and fly much shorter routes
as a result. As the technology improved, even an early form of RNAV approaches became
possible. Before GPS, the onboard RNAV computer allowed for GPS-like flying in a
sophisticated package of digital electronics, marketed towards small to mid-size general aviation
aircraft.
How it Works
To understand how the RNAV computer works, consider the utility of being able to place a
ground-based VOR antenna anywhere you like along your route. If your destination airport
does not have a radionavigation source on the field, you could simply place one there, and fly
directly to or from it. You could also place an antenna 10 miles out from a runway to set up for a
non-precision approach. You could even place an antenna on the threshold of a runway, set
your HSI course to the runway heading, and fly right down to the runway with lateral guidance;
in fact, this is how an ILS receiver works. The KNS-80 Navigation System allows the user to
“move” a virtual VOR antenna anywhere they like within the service volume (area of reliable
reception) of an existing VOR antenna.
“Moving” a VOR
To “move” a VOR antenna to somewhere useful, we must know how far from the tuned VOR
station we would like to move it, and in what direction. These quantities are defined by a

53
nautical mile distance, and a radial upon which we would like to move the antenna. For
example, to place a virtual VOR 10 miles to the Southwest of an existing station, we would need
to enter the station’s frequency, a displacement radial of 225°, and a displacement distance of
10.0 nm. Once we have entered this data into the RNAV computer, the resulting reading from
this new virtual VOR station will be indicated on our HSI in the same manner as any other VOR,
assuming the HSI source selector switch is set to “RNAV”, and not “NAV1”. This means that
you can rotate the course select adjustment knob to any position you like, to fly to/from from the
new virtual station on any radial or bearing, so long as you stay within the service volume of the
tuned VOR station.
Data Entry
Now that you understand the basics of RNAV navigation, let's learn how to enter the data from
above into the KNS-80. On the right side of the unit, you will find the “DATA” push button, and
the adjacent data entry knob. Between the two exists a marking, reading, “FREQ-RAD-DST”, to
remind you of the order in which data should be entered, frequency first, then radial, and finally
distance. At any given time, either “FRQ”, “RAD”, or “DST” is shown on the LCD screen to
indicate which type of data is being entered. Press the “DATA” push button to cycle through the
data entry process, and use the data entry knob to tune a frequency, enter a radial, and finally a
distance.
Data Storage Bins

Below the data entry area on the screen, there are two numbers shown, 1-4, in either the “USE”
or the “DSP” (Display) positions. The KNS-80 can hold up to four different combinations of
frequency, radial, and distance data at one time. This can be greatly useful while planning a
flight on the ground. The data channel being edited is indicated by the “DSP” number, and the
data being used by the computer and subsequently displayed on the HSI is indicated by the
“USE” number. To cycle through the two numbers, press the “USE” or “DSP” push buttons to
the left of the “DATA” push button. Whenever the two numbers are different, indicating that one
data channel is being edited, but another is being displayed on the navigation equipment, the
“USE” numeral will flash continuously.
Distance Measuring Equipment

On the top left-hand side of the LCD display is a traditional Distance Measuring Equipment
(DME) display, with a nautical mile distance to the virtual VOR station, a current speed of the
aircraft relative to the station, and a time-to-go until over the station. It should be noted that, like
all other DME displays, this one is similarly dependent on being within the VOR service volume,
and having good line-of-sight reception of the station. It should also be noted that these
distances, speeds, and times, are based on slant-range to the station, not distance along the
ground, as one would draw on a map. For most procedures, it was determined that this fact did
not make such a large difference as to be detrimental to the procedure, but pilots should still be
aware of the distinction. Pressing the “HOLD” push button will place the unit in DME hold mode,
which will hold the current DME frequency and information on the unit’s display while allowing

54
the user to change the tuned NAV frequency. This can be useful for some specific instrument
approaches. This feature cannot be used in RNAV modes of operation.
Modes of Operation
Lastly, in the bottom left-hand corner of the LCD display, the KNS-80’s many modes are
annunciated. The KNS-80’s modes fall into two categories; VOR and RNAV, and are activated
by the “VOR” and “RNAV” push buttons. Further subcategories of modes are activated by
pressing the appropriate push button multiple times. The VOR modes allow for the driving of an
HSI with traditional VOR and ILS (including glideslope) data from the unit’s third VHF navigation
receiver. The VOR mode allows for behavior identical to a standard VOR receiver, with 10° of
full-scale deflection to either side of the HSI’s course deviation indicator (CDI). Pressing the
VOR button again will enter PAR mode, which puts the CDI in a “PARallel” mode of operation,
and linearizes the course deviation to +/- 5 nm full-scale deflection. This can be useful for
tracking airways more accurately. Pressing the RNAV push button will enter the RNAV modes,
where the CDI deflection is based on the displaced virtual VOR shown in the “USE” numeral.
There are two RNAV modes, “RNAV/ENR” (Enroute), which drives the CDI with linear
deflections of +/- 5 nm full-scale, and “RNAV/APR” (Approach), which drives the CDI with linear
deflections of +/- 1.25 nm full-scale. Finally, when an ILS frequency is tuned in the currently
USEd RNAV data, “ILS” will annunciate on the screen.
Modes in Summary:
VOR: Angular course deviation, 10° full-scale deflection, just like a third NAV radio.
VOR/PAR: Linear course deviation, 5 nm full-scale deflection, useful for existing airways.
RNAV/ENR: Linear course deviation, 5 nm full-scale deflection, displaced VOR waypoints.

RNAV/APR: Linear course deviation, 1.25 nm full-scale deflection, displaced VOR waypoints.
Other Possible Uses

Another possible use for the RNAV Navigation System is simply determining your distance away
from an arbitrary point within a VOR service volume. This can be useful for many applications,
such as ensuring that you remain clear of controlled airspace, or a temporary flight restriction
(TFR). It could also be used for maintaining a certain distance away from a coastline, or flying
circles around a target on the ground. A further possible use for the RNAV Computer is
enhanced VOR “Fencing”, such as for avoiding special use airspace, military operations areas,
international airspace borders, or Air Defense Identification Zones (ADIZ), or descent planning,
or radionavigation switchover points. Finally, one of the most useful applications of the RNAV
System is in establishing holding patterns. Before GPS, holding pattern entry and flight could
be even more confusing than it already is today. With an RNAV computer, a holding point entry
waypoint can be placed anywhere, and flown around like there is a purpose-placed
ground-based transmitter at the entry point.

55
Recommended Skills
1. Direct Route Navigation
2. Parallel Flight along Airways
3. Location & Distance from Waypoints
4. Enhanced Geo-Fencing
5. Maintaining Distance from Ground Points
6. Holding Pattern Entries
7. Fly a Rectangular Course
Direct Flight to Airport Tutorial

Lastly, as a first illustration of the power within the RNAV navigator, follow these steps to fly from
any location within the chosen VOR service volume directly to an airport of your choosing
without the need for any colocated navigational aid.
1. Locate the nearest VOR station to your desired destination, and its frequency, radial, and
distance from the destination airport. While other station frequencies, radials, and
distances can be found on approach, arrival, and departure charts, the easiest place to
start is often with a mobile app or website that lists nearby stations along with other
airport information. Examples include: ForeFlight, Garmin Pilot, FltPlan Go,
SkyVector.com, and Airnav.com. These radials and distances can also be calculated
during preflight planning by hand with a plotter, or with most flight planning software
applications. In this case, we will use SkyVector.com to search for a destination airport,
in this case, Beverly Airport in the US state of Massachustts.
In the fourth block of data, we are presented with four nearby VOR stations (on the left),
all providing good coverage to Beverly Airport. To assess whether or not a VOR
provides good service to your destination, reference the following chart for VOR service
volumes published by the Federal Aviation Administration. For the vast majority of VOR
stations, reception will be acceptable within 40 nm of the station while in-flight, and is
usually the only volume worth considering for low altitude general aviation flights.
For this example, we will choose the nearest VOR at Lawrence Airport, (LWM). This
VOR has a frequency of 112.50 Mhz, a radial to Beverly Airport of 154°, and a distance
of 12.3 nm. These are all three pieces of data that we need to fly directly to Beverly.

56
2. Enter the three pieces of data we located above into the KNS-80 RNAV computer. Once
the KNS-80 is powered on, all your data entered during previous flights will be loaded
from memory, and the active “display”, and “use” data channels will be set to 1, and 1.
First, we will use the dual concentric rotary knobs on the right of the unit to enter the
frequency 112.5 Mhz into data channel 1, just as we would with any other navigation
radio.

57
3. Once our desired frequency has been set we will use the “DATA” push button to page
through the three required pieces of data in this data channel in the order
“FREQ-RAD-DST”. Press the “DATA” button once, and then enter the radial 154.0,
again with the dual concentric rotary knobs. Should your desired radial include a
decimal component, the inner rotary knob can be pulled and rotated for decimal entry.
4. When our desired radial is set, press the “DATA” push button once again to enter our
desired distance offset of 12.3 nm. Again, should your desired distance include a
decimal component, the inner rotary knob can be pulled and rotated for decimal entry.

58
5. Data entry is now complete; however, before we can begin following the CDI to the
airport, we need to choose an RNAV mode of operation, probably RNAV/ENR for
enroute operation, unless we need increased precision for some reason. Press the
“RNAV” push button until “ENR” and “RNAV” are annunciated above the button. In
RNAV modes of operation, our CDI will guide us to the displaced VOR waypoint at
Beverly Airport that we just created, and all displayed DME information will be relative to
that new waypoint.
NOTE: VOR modes of operation WILL NOT provide CDI or DME information relative to
the active waypoint. They are for operation as a conventional navigation radio with
reference to existing VOR stations, in either angular or linear course deviation mode.
6. Lastly, make sure the HSI SOURCE switch in your aircraft is set to RNAV; otherwise, we
will not see the RNAV information displayed on the HSI.
7. To fly directly to the displaced VOR waypoint at our destination airport, simply rotate the
omni-bearing selector (OBS) or course (CRS) knob on your HSI, as you would to fly to a
VOR, and follow the CDI needle with a TO indication. Countdown the distance and time
remaining until arriving at your destination with the DME information provided on the
KNS-80. When you have arrived, the TO/FROM indication will reverse, and DME
distance will approach zero, just like with a conventional VOR receiver. Even at
distances of 40 nm, this system is usually precise enough to place your route of flight
inside the airport perimeter fence at your destination.

59
Normal Checklists
Before Starting Engine Remote Compass
Ventilation & Defrost
Slaved & Aligned
As Required
Preflight Inspection Complete Radios Check
Passenger Cabin Doors Unlocked
Cabin Doors Latched
Parking Brake Set Engine Start (External Power)
Control Lock Removed
Beacon Light On
Seats & Seatbelts Secure
Avionics Switch 1 On
Switches Off
Battery Volts 20V Min.
Ignition Switch Norm
External Power Bus
Circuit Breakers All In
Bus Volts 24-28.5V
Fuel Selectors Both On
Emergency Power Annun Extinguished
Oxygen Pressure 1850 psi
Propeller Area Clear
Ventilation & A/C Off
Fuel Boost Pump On
Bleed Air Heat Off
Fuel Press Low Annun Extinguished
Cabin Mixing Air FLT-PUSH
Fuel Flow None
Emergency Power Lever Normal
Starter Switch Start
Power Lever Idle
Oil Pressure Rising
Propeller Lever Full Forward
Ng RPM Stable Greater than 12%
Fuel Condition Lever Cutoff
Fuel Condition Lever Low Idle
Fuel Cutoff Pushed In
Fuel Flow 90 to 140 lb/hr
Firewall Valve Pushed In
ITT 1090 max. 2s
Battery Switch On
Ng RPM Greater than 52%
Annunciators Test
Starter Switch Off
Fire Detector/Warning Test
Starter Engaged Annun Extinguished
Flap Lever Up
Engine Instruments Check
No Smoking/Seatbelt Lights As Required
Generator Switch Reset
Generator Load Positive
Engine Start (Battery) Gen Off Annun
External Power
Extinguished
Off
Beacon Light On Battery Charging Current Negative
Avionics Switch 1 On Fuel Boost Pump Off
Bus Volts 24V Min. Fuel Boost Pump Annun Extinguished
Emergency Power Annun Extinguished Weather Radar Off/Standby
Propeller Area Clear Avionics Switch 2 On
Fuel Boost Pump On Nav Lights As Required
Fuel Press Low Annun Extinguished Suction Check
Fuel Flow None Remote Compass Slaved & Aligned
Starter Switch Start Ventilation & Defrost As Required
Oil Pressure Rising Radios Check
Ng RPM Stable Greater than 12%
Fuel Condition Lever Low Idle
Fuel Flow 90 to 140 lb/hr Taxi
ITT 1090 max. 2s
Flight Instruments Set & Check
Cabin Lights Off
Starter Switch Off
Cockpit Lighting Dim for Taxi
Starter Engaged Annun Extinguished
Taxi/Recog Light As Required
Engine Instruments Check
Inertial Separator As Required
Parking Brake Release
Generator Load Positive
Brakes Test
Battery Charging Current Negative
Remote Compass Aligned
Gen Off Annun Extinguished
Fuel Boost Pump Off
Fuel Boost Pump Annun Extinguished
Weather Radar Off/Standby
Avionics Switch 2 On
Nav Lights As Required
Suction Check

60
ITT 805 max
Before Takeoff (Runup) Flaps Retract at 95kts
Parking Brake Set
Seats & Seatbelts Secure
Flight Controls Free & Correct Max Performance Climb
Standby Alternator On
Propeller Lever 1900 RPM
Standby Alternator Check Zero Amps
Power Lever 1865 ft-lbs
Generator Load Load to 30-60 Amps
ITT Less than 765
Generator Switch Trip
Air Conditioning / Heat As Required
Standby Alternator Load Positive
Fuel Boost Pump Norm
Enroute Climb
Fuel Quantity Check Pitot Heat On if OAT less than 4c
Fuel Cutoff Push In Ice Protection As Required
Trims Set for T/O Propeller Lever 1600-1900 RPM
Flaps 10 (Norm) 20 (Short Field) Power Lever 1865 ft-lbs
Power Lever 400 ft-lbs ITT Less than 740
Suction Check Air Conditioning / Heat As Required
Bus Volts 24V Min.
Inertial Separator On
ITT Check Increase Cruise
Inertial Separator Off
Engine Instruments Check Landing & Taxi Lights Off
Power Lever 1800 RPM Pitot Heat On if OAT less than 4c
Overspeed Governor Press & Hold Ice Protection As Required
Propeller RPM Check (1750 +/-60 RPM) No Smoking/Seatbelt Lights As Required
Power Lever Idle Oxygen As Required
Pitot Heat On Inertial Separator As Required
Generator Load Increase Propeller Lever 1600-1900 RPM
Pitot Heat Off Power Lever Set for Cruise (See POH)
Windshield Anti-Ice On
Generator Load Increase
Windshield Anti-Ice Off Descent
Propeller De-Ice On
Pitot Heat On if OAT less than 4c
Propeller Amps 20-24 Amps
Ice Protection As Required
Propeller De-Ice Off
No Smoking/Seatbelt Lights On
Airframe De-Ice On
Propeller Lever 1600-1900 RPM
Airframe De-Ice Annun Observe Cycle
Power Lever Reduce
Airframe De-Ice Off
Pitot Heat On if OAT less than 4c
Ice Protection
Autopilot Master
As Required
Engage
Before Landing
Autopilot Disconnect Test Seats & Seatbelts Secure
Autopilot Set for Climb Fuel Selectors Both On
Battery Charging Current Less than 10A Oxygen Off
Weather Radar As Required Landing Lights On
Strobe Lights As Required Inertial Separator As Required
Annunciators Test & Consider Condition Lever High Idle
Flight Instruments Set & Check Propeller Lever Full Forward
Storm Windows Closed Flaps As Required
Cabin Mixing Air FLT-PUSH Autopilot Disconnect
Fuel Condition Lever High Idle
Parking Brake Release
Landing
Takeoff Flaps Full
Power Lever Beta after Landing
Transponder ALT Mode Brake As Required
Landing Lights On Power Lever Idle before 25kts
Inertial Separator As Required
Power Lever Set for T/O (See POH)
Annunciators Check
Engine Instruments Green
Brakes Release

61
Balked Landing 805 °C (RED)
1090 °C (RED)
Power Lever Set for T/O (See POH)
Flaps 20 Degrees
Airspeed 80kts min. Gas Generator RPM (Ng):
Flaps Retract when Safe 520-102% (GREEN)
102% (RED)
After Landing
Oil Pressure:
Flaps Up
Pitot Heat Off 40-85 psi (YELLOW)
Ice Protection Off 85-105 psi (GREEN)
Strobe Lights Off 105 psi (RED)
Taxi/Recog Light On
Landing Lights Off
Condition Lever Low Idle
Oil Temperature:
Weather Radar Off/Standby -40-40 °C (YELLOW)
Inertial Separator As Required 40-104 °C (GREEN)
104 °C (RED)
Shutdown & Securing
Fuel Flow:
Parking Brake Set
0 PPH (MINIMUM)
Avionics Off
Standby Alternator Off 500 PPH (MAXIMUM)
Fuel Boost Pump Off
Heat & A/C Off Fuel Quantity:
Power Lever Idle for 1 min
0 lbs / 0 gal (MINIMUM)
Propeller Lever Feather
Condition Lever Cutoff 1100 lbs / 160 gal (MAXIMUM)
Exterior Lights Off
Battery Switch Off Oxygen Pressure:
Fuel Selectors Both Off
0-500 psi (YELLOW)
Oxygen Off
Inertial Separator Off 1550-1850 psi (GREEN)
1950-2000 psi (RED)
Instrument Markings & Colors Vacuum Suction:

Propeller Torque: 4.5-5.5 inHg to 15,000 ft (GREEN)
0-1970 ft-lbs (GREEN) 4.0-5.5 inHg to 20,000 ft (GREEN)
1865 ft-lbs (RED) 3.5-4.0 inHg to 25,000 ft (GREEN)
1970 ft-lbs (RED) 3.0-3.5 inHg to 30,000 ft (GREEN)
Propeller RPM: Propeller Ammeter:

1600-1900 RPM (GREEN) 20-24 amps (GREEN)
1900 RPM (RED)
Airspeed Indicator:
Interstage Turbine Temperature (ITT): SEE V-SPEEDS
100-740 °C (GREEN)
765-805 °C (YELLOW)

62
Abnormal & Emergency Checklists
Generator Failure
Starter Does Not Disengage Bus Volts If less than 25V...
Battery Switch Off Circuit Breakers Check In
External Power Off Generator Load If Zero...
Condition Lever Cutoff Generator Circuit Breakers Check In
Generator Load If Zero...
Hot or Hung Start Generator Load Reduce
Avionics 2 Off
Condition Lever Cutoff
Air Conditioning / Heat Off
Starter Switch Motor
Ice Protection Off
Starter Switch Off when ITT less than 400
Exterior Lights Off
Generator Circuit Breakers Pull Off
Standby Alternator On
Engine Clearing Standby Alternator Load Monitor
Power Lever Idle Engine Fire
Starter Switch Motor
Power Lever Idle
Starter Switch Off after 30s
Fuel Cutoff Pull Out
Fuel Control Unit Failure Firewall Valve Pull Out
Power Lever Idle Cockpit Vents Push Off
Emergency Power Lever As Required Ventilation Fans Maximum
Ng RPM Greater than 65% Overhead Fans Maximum
Flaps 20 Degrees
Battery Overheat (AMBER Annun.)

Electrical Fire
Battery Switch Off
Battery Charging Current If Charging... Battery Switch Off
Generator Switch Trip Generator Switch Trip
Standby Alternator Off Standby Alternator Off
Bus Circuit Breakers Pull Off (6) Cockpit Vents Push Off
Avionics Off Air Conditioning / Heat Off
Standby Alternator On Oxygen On & Use
Standby Avionics Power On Avionics Off
Standby Bus Tie On Bus Circuit Breakers Pull Off (8)
Standby Alternator Load Monitor Restore Essential Power Bus by bus
Restore Essential Power Circuit by Circuit
Battery Hot (RED Annun.)

Severe Icing Encounter
Battery Switch Off
Generator Switch Trip Ignition Switch On
Standby Alternator Off Inertial Separator On
Bus Circuit Breakers Pull Off (6) Ice Protection All On
Avionics Off Ice Inspection Light On
Standby Alternator On Ice Build-Up Monitor
Standby Avionics Power On Propeller Lever 1900 RPM
Standby Bus Tie On Bleed Air Heat On
Standby Alternator Load Monitor Temperature Control Maximum
Defrost & Mixing Air Full On

63
Air Start with Starter (Preferred) Remote Compass Misalignment
Generator Load Reduce Gyro Slave Circuit Breaker Pull & Reset
Standby Alternator Off Remote Compass Alignment If Misaligned...
Avionics Off Remote Compass Free Mode
Ignition Switch Norm Compass Position Slew to Mag. Heading
Power Lever Idle Autopilot Failure or Trim Runaway
Propeller Lever Minimum RPM
Condition Lever Cutoff Autopilot Disconnect
Fuel Cutoff Push In Autopilot Circuit Breakers Pull Off
Battery Switch On
Fuel Boost Pump On
Aux Fuel Pump Annun Illuminated
Altitude Less than 20,000 ft
Starter Switch Start
Ignition Annun Illuminated
Oil Pressure Rising
Ng RPM Rising Greater than 12%
ITT 1090 max. 2s
Starter Switch Off
Ignition Switch As Required
Fuel Boost Pump Off
Condition Lever High Idle
Air Start Windmilling

Generator Switch Trip
Standby Alternator Off
Avionics Off
Power Lever Idle
Propeller Lever Minimum RPM
Fuel Cutoff Push In
Battery Switch On
Fuel Boost Pump On
Aux Fuel Pump Annun Illuminated
Ignition Switch On
Airspeed Greater than 100 kias
Altitude Less than 20,000 ft
Ng Non-Zero
ITT 1090 max. 2s
Ignition Switch As Required
Fuel Boost Pump Off
Condition Lever High Idle
Flap Failure
Flap Circuit Breakers Check In
Standby Flap Mode Standby
Standby Flap Motor As Desired

64
Tips on Operation within MSFS & Limitations
Turboprop Engine Simulation
As many users of MSFS are aware, the native turbine engine simulation is flawed. This product
makes numerous adjustments to the natively driven turbine values displayed on the cockpit
instrumentation to provide a more realistic experience, but still not without its flaws. Mainly,
users will notice the following:
● Ambient temperature has a larger effect on idle ITT than it should

● Beta range not properly gated or simulated
● Propeller drag is insufficient at flight idle
Engine Limits and Failures

When you operate an engine beyond its limits, damage to the aircraft is accumulated according
to the level of the limit exceedance, and the type of limit exceeded. For instance, exceeding
starting ITT limits will destroy an engine in seconds, while a slight exceedance of the maximum
governed propeller RPM would not cause an engine failure for quite some time. When engine
health is reduced to 25% of its initialized value, the CHIP DETECT annunciator light will
illuminate. If engine parameters are not brought back within limits soon, the engine will fail.
NOTE: The “Engine Stress Failure” option must be enabled in the MSFS Assistance menu for
the engine to fail completely.
Exceeding the engine starter limitations stated in this manual significantly will permanently
disconnect the starter from electrical power. Be aware that the Caravan does not possess any
annunciators pertaining to starter-generator overheat, so failure conditions can arise
unannounced.
Stalling Speed
Keep in mind that MSFS does not properly simulate propeller beta range. Although the
propeller pitch does not reduce when power levels are placed below the flight idle position, the
engine power is further reduced. On the ground, this means that turboprop aircraft are less
likely to creep forward when throttle is reduced fully, though due to reduced engine power, not
reduced propeller pitch. In flight, this seems to result in beta-like propeller drag when the power
levers are reduced below flight idle, for which there is no gate. For proper stall performance
in-flight, it seems that maintaining a throttle setting at where the flight idle gate would be (on the
in-cockpit throttle quadrant), is necessary.
Electrical Systems
The native MSFS electrical simulation is greatly improved from previous versions of Flight
Simulator, but the underlying equations are unfortunately inaccurate. Users familiar with
electrical engineering should keep in mind that the battery has no internal resistance, and there

65
is no real sense of AC power, or inverters. There are also some obvious bugs, most of which
are mitigated by this product. The result is not a perfect electrical simulation, but should follow
the indications expected by the included checklists.
Battery charging rate is correctly simulated in this aircraft, meaning that the battery charge rate
in amps is proportional to the voltage difference between the aircraft generators and the battery.
Battery charging rate should be kept to a minimum whenever possible, and takeoff limits should
be observed. If the charge rate exceeds 10A, heat will slowly build up in the battery circuitry,
eventually triggering an amber “BATTERY HOT” annunciator. If the battery is not disconnected
from the power source, or the rate of charging reduced, a red “BATTERY OVERHEAT”
annunciator will illuminate, indicating that the generator bus has been tripped, disconnecting it
from the battery. High battery charging rates are acceptable after startup while the battery is
recharging; however, care should be taken while taxiing to avoid overcharging the battery.
Propeller Governors
This aircraft is equipped with an overspeed governor test, which should be performed on the
first flight of the day. The overspeed governor test reduces the maximum governed speed from
1,900 RPM to approximately 1,750 RPM. Instructions for performing the test are provided in the
Before Takeoff checklist; however, the static thrust produced by this simulation is enough to
overpower the brakes at the required 1,800 RPM power setting. While it is not represented in
the checklist, the overspeed governor can be tested in flight. Be aware that the propeller RPM
will decrease extremely rapidly when the test button is pressed; therefore, the test should only
be conducted at RPM’s very close to the reduced maximum governed RPM of 1,750.
More Information on Operation

Black Square aircraft are created by an avid pilot who believes that every switch, knob, and
button should be interactable, and the user should be able to follow real world procedures
without compromising results from the simulation. This aircraft was designed and tested using
real world handbooks and procedures, and leaves little to the imagination in terms of
functionality. For the most immersive experience, it’s recommended that you seek out manuals,
handbooks, checklists, and performance charts from the real aircraft represented in this
simulation. Although this aircraft and simulation is not suitable for real world training, and
should not be used for such, every effort has been taken to ensure that the simulation will
represent the real aircraft until the fringe cases of instrument flying, or system failure.
In the case of this particular product, featuring the KNS-80 Navigation System, and the RDR
1150XL, additional resources are available online for the real world counterparts of these units.
In particular the “KNS-80 Pilot’s Guide”, available on Bendix/King’s website, and the “Weather
Radar Pilot Training DVD” on Bendix/King’s YouTube channel.

66
Frequently Asked Questions
Will I still be able to fly the default G1000 Grand Caravan?

Absolutely! The default G1000 Caravan will be unaffected by this product, and will always be
available in the aircraft selection menu. The two installations may sit side-by-side without
interference; however, we think that once you’ve flown the analog systems, you won’t want to go
back to the generic LCD displays of the default aircraft!
Are liveries for the default MSFS Grand Caravan Compatible?

Yes! They are all compatible, as they only affect the exterior model, and they can be easily
integrated into this product. For more information, see the “Liveries” section of this manual.
Why is the GTN 750 GPS screen black?

Make sure you have the PMS GTN 750 mod (or TDS GTNxi) installed properly in your
community folder. The mod can be obtained for free from the following link. Installation
instructions are included in the “Installation, Updates & Support” section of this manual.
https://pms50.com/msfs/downloads/gtn750-basic/
Why do my GNS 430/530 displays not look like the screenshots?

Make sure you have the PMS50 GNS530 mod installed properly in your community folder. The
mod can be obtained for free from the following link. Installation instructions are included in the
“Installation, Updates & Support” section of this manual.
https://github.com/pimarc/pms50-gns530/releases
Why do the KAP 140 vertical speed buttons not work?

If you do not have the most up-to-date version of the Analog Caravan, you may still be using the
default implementation of the KAP 140. The Analog Caravan now comes with a custom
implementation of the KAP 140, which behaves much closer to reality. No mods are required or
suggested to replace the KAP 140 anymore. For more information on using the custom
implementation of the KAP 140, see the Systems Guide section of this manual.

67
Why won’t the autopilot track to the KNS-80 RNAV waypoint?
Unfortunately, it is not possible to drive the stock MSFS autopilot system with a custom
navigation source without implementing a whole new autopilot (to the best of my knowledge). It
is recommended that you simply steer the autopilot via the heading bug with reference to the
RNAV course deviation shown on the CDI.
Why is there an amphibious gear handle but no floats?

Since the scope of this product was to overhaul the Caravan’s interior, it does not include an
amphibious exterior model; however, I wanted the interior to be compatible with future
community mods for the Caravan There are at least two amphibious Caravan mods already in
development. When they are released to the public, I will ensure that this product is compatible
with them, and release a new version of the product, if necessary.
Why is the state of my aircraft and radios not saved/recalled?

In order for the MSFS native state saving to work correctly, you must shut down MSFS correctly
via the main menu, by clicking “Quit to Desktop”, NOT by pressing the red “X” on the application
window, or otherwise terminating the application window.
Do I need to have the original default aircraft installed?

Yes, but also no. This product uses models, textures, and sound from the original default;
therefore, you must have it installed for this product to be able to find those files. If you do not,
the exterior model might not appear, or there might be pink checkerboard textures in the cockpit,
or there might be no sound. However, if you really want to uninstall the default aircraft for some
reason, it is possible for advanced users to copy over the necessary files and link them in this
aircraft’s aircraft.cfg, model.cfg.
Why can’t I see the exterior of the aircraft, or why are there pink
checkerboard textures on the inside of the cockpit?
Some files are shared between this product and the default aircraft in MSFS. The files are
located within your existing installation by reference, so if you do not have the necessary default
aircraft installed, you will not have an exterior model, some textures, or sound. See the above
question for more information.

68
Why does the engine not fail when limits are clearly exceeded?
The engine will not fail immediately upon limit exceedances, as is true of the real engine.
Different engine parameters contribute differently to reducing the health of the engine. The
“Engine Stress Failure” option must also be enabled in the MSFS Assistance menu for the
engine to fail completely. Engine condition can be monitored on the “SYSTEMS” page of the
weather radar by rotating its mode knob to “NAV”.
Why don’t the doors open?

Since this product uses the default exterior model for the King Air, it is beholden to the
limitations of that model. Nothing can be done to add this functionality to a model that doesn’t
have it. Mods that create opening doors for default aircraft, like the C152 and TBM-930, either
already have opening doors in the exterior model, or alter the exterior model, which cannot be
distributed as part of a paid product.

69
Change Log
v1.0 - Initial Release
v1.1 - Failures, Environmental Control, and Engine Performance

New Features:
● RANDOM & SCHEDULED FAILURE OPTIONS & MORE STATE SAVING ~ By popular
request, 91 unique failures ranging from catastrophic engine failure to fuel leaks, and all
electrical failures, can now be set, reset, toggled, and scheduled via a period accurate
interface on the "MAP and "LOG" screens of the in-panel weather radar. Mean Time
Between Failure (MTBF) can be set for each failure, saved between sessions, and
accelerated up to 1024x real-time. Failures of nearly every on board system now force you
to use in-game checklists for guidance, and are saved between flights for you to discover on
your next flight. Engine condition is now viewable and repairable, and is saved between
flights. Oxygen pressure is also now saved between flights and requires manual refill.
● Added Cabin Temperature Gauge and complete environmental control system. Cool things
off by opening a window, or watch the airplane heat up in the sun. See manual for details on
heat, A/C, and ventilation systems.
● Added Outside Air Temperature Gauge above windshield near pilots head upon request.
OAT is also available on the transponder via the "FUNC" button.
● Inertial separator reduces torque by ~7% (125 ft-lbs at max Tq.)
● Cabin bleed air heat increases ITT
● Starter lag reduced, and new Ng calculation implemented.
● Revised KI-256 Attitude Indicator model upon request. Now includes raised angle markings.
● Included some easily accessible L:Vars in AnalogCaravan.xml for cockpit builders and 3rd
party product integration.
● Removed "simulator limitations" from the manual for "ITT should be more limiting at high
altitude", and "Torque Bloom not simulated", as these have been added to the Black Square
Turbine Dynamics Simulation.
Bug Fixes:
● Significantly improved aerodynamics and performance, especially on takeoff. Engine

performance more closely matches the PT6-114A (675 SHP). Takeoff distances tested with
POH values. More realistic TAS in cruise. ITT and FF reduced to match real world
performance samples.
● Turbine engine response to rapid power increase at low airspeeds improved.
● Reduced fuel flow spike when going from low to high idle.
● Opening storm window now affects sound attenuation.
● Autopilot annunciator lights no longer white, but amber, as they are incandescent.

70
● Radar Altimeter upper bounds reduced by ~500ft.
● KNS-80 labels tweaked.
● Added Propeller Governor Test to Checklist.
● Added Cabin Mixing Air operation to Checklist.
● Fixed NAV3 & NAV4 not working on SU10 Beta.
● Manual updated with all new features. Now over 70 pages!
v1.2 - Sounds & Warnings

New Features:
● CUSTOM SOUNDS & AURAL WARNINGS ADDED: A method by which to add custom
sounds outside of the default WWISE package and retain all functionality in the default
aircraft has been devised and implemented. This adds the iconic annunciator testing tones
comprising the fire warning siren, and fuel selector off warning. Custom sounds have been
added to the environmental control system to better represent the operation of fans, their
speed, and the air conditioning compressor. Small ambient sounds have been added to
better create the illusion of analog systems, such as relay/contactor clunks, and warning
sound chirps when power is applied to their circuit. Lastly, oxygen system sounds have
been added. For more information on the operation of these alert systems, see the “Audible
Warning Tones” section of this manual.
● Added support for WTT Autopilot Mod, and WTT KAP140 implementation. A separate
package is required to use WTT mode, available at pms50.com/msfs/. This mode limits
radio equipment selection to the PMS50 GTN-750 GPS, which is a limitation of the WTT
Autopilot System.
● New aerodynamics tweaks from JayDee. Updated fuel flow, turbine torque tables, SU10
ground handling parameters, and global constant adjustments. High altitude performance is
also improved by virtue of torque bloom bug fix (see below).
● Radio background materials. Unlit digits and segments are now visible when equipment is
off, and vary in appearance with viewing angle. Individual electrical traces are also visible.
● New custom implementation of the KX155B. Now supports changing frequency spacing (25
kHz for US, and 8.33 kHz for Europe) by pressing the COM volume knob, and active NAV
frequency tuning by pulling the inner NAV radio tuning knob. Also displays a “T” symbol
when transmitting on the appropriate COM radio. The display is also more crisp, uses a
superior 7-segment display font, and the background glows with digit intensity.
● New custom implementation of the KR87. The correct font is now used for annunciator text,
and placement is more accurate. The text is larger, easier to read, matches the size of other
custom 7-segment displays in the aircraft, and the font now has the correct aspect ratio.
The display is also more crisp, uses a superior 7-segment display font, and the background
glows with digit intensity.
● Inertial separator actually reduces torque when applied and functions as engine anti-icing.
● Added more easily accessible L:Vars in AnalogCaravan.xml for cockpit builders and 3rd
party product integration.

71
Bug Fixes:
● RANDOM GEOGRAPHICALLY SPECIFIC CRASH TO DESKTOP (CTD) FIXED: Special

thanks to forum user Nicotine70 for volunteering the countless hours required to isolate this
bug. A note to other developers: Apparently, MSFS does not play well with the Simulation
Variable “WINDSHIELD WIND VELOCITY”. Although it is documented in the SDK, it is not
used anywhere in the vanilla codebase. There are several suitable alternatives for this
value, such as “RELATIVE WIND VELOCITY BODY Z”.
● KAP140 Altitude Holding and Capture modes reliability improved.
● Torque bloom calculations were causing artificially limited torque at high dynamic pressures.
This is now fixed, and has improved fuel flow and climb rate at high altitudes.
● Improved Ng calculation to reduce startup lag.
● Fixed possible CTD with the new failure system when over ten failures were active at once.
This is unrelated to CTD’s experienced with any aircraft while running Sim Update 10 Beta,
or the “WINDSHIELD WIND VELOCITY” bug noted above.
● Exterior camera HUD correctly displays engine power setting and flap setting degrees.
● Improved variable choices for more accurate access to underlying free turbine simulation.
● GNS and GTN volume knobs now turn GPS power on and off.
● Fixed incorrect ITT variable for cockpit builders (L:BKSQ_CARAVAN_ITT).
● Fuel Flow adjusted and in-cockpit gauge now shows correct value.
● Improved Ng calculation again. Now includes secondary injectors on startup, and scales
more accurately at low idle.
● Higher quality grunge texture (scratches & fingerprints) on windshield.
● Improved font and spacing on KDI572 DME unit.
● Fixed photocell texture on all avionics bezels.
● Added missing button press sounds to navigation source select buttons.
● Added missing sounds for radio knob pulling/pushing.
● Added missing sound and animation for GTN 750 push buttons.
● Manual updated with all new features.
v1.3 - Autopilot
New Features:
● New custom implementation of the KAP140 Autopilot. The previously recommended mod
presented an incompatibility with the TDS GTN 750 after Sim Update 10 that resulted in
modes getting stuck, and altitude hold mode failing to maintain altitude. No autopilot mod is
required or recommended for the Analog Caravan any more. Existing autopilot mods
installed in the Community folder can remain installed without affecting the Analog Caravan.
Instructions on adding the 3rd party KAP140 mod have been removed from this manual.
See the updated KAP 140 Autopilot section of this manual for instructions on use.

72
● Battery voltage drop now simulated. Large DC loads will pull down voltage.
● Altitude alerting tone when 1000ft remaining until altitude, and when leaving 200ft safe
boundary around selected altitude.
● Original software architecture from v1.1 has been restored until MSFS exe.xml bug is fixed.
● Millibar setting window added to both altimeters.
● All Bendix/King radios now have 3D modeled knobs to match new aircraft releases.
● Equipment screenshots updated in the manual to reflect current appearances.
Bug Fixes:
● KR87 timer fixed. Press the set/reset push-button to cycle through “Start > Stop > Reset”.
● Missing KR87 tuning knob pull animation added.
● Autopilot knob animations corrected to fix broken default code.
● WTT mod implementation main panel autopilot annunciators corrected.
● Fixed screen flickering when adjusting interior lighting intensity. Note for developers: this
may have had something to do with the cycle time of the Coherent environment.
● Default passenger loading reset to crew-only. Vestigial from aerodynamics testing.
● Trim wheel neutral position “TD” marking correct to “TO” to correct inherited default decal.
● Decision height indicator brightness adjusted.
● One more photocell texture fixed.
● Manual updated with all new features.

73
Credits
Analog Caravan Nicholas Cyganski
Publishing Just Flight
Manual Nicholas Cyganski
Testing Just Flight Testing Team
Dedication
My second aircraft for Microsoft Flight Simulator is dedicated to John A. Orr, a close family
friend, and the man without whom I would likely only have had a small fraction of the adventures
and experiences in aviation that I have been fortunate enough to have. Soon after getting my
pilot’s license, John was willing to share fractional ownership of his Piper Warrior with me,
potentially risking disaster by letting a newly minted pilot enjoy the freedoms of aircraft
ownership. Rather than obsessing over my every move, John taught by example, and I credit
him with many of my safe flying strategies. Going far beyond the role of a pilot mentor, John
introduced me to all aspects of aircraft ownership, which I’ve done my best to pass onto others
since. As an increasing number of flight schools become disinterested in renting their aircraft,
most new pilots find themselves with the ability to fly, but suddenly without anything to fly,
lacking a personal introduction to aircraft ownership. My other influences, to whom several of
my products are now dedicated, have inspired me to pursue certain skills in life, but John
inspired me to be generous with those skills and resources, and to share them with the next
generation of pilots, engineers, and software developers.
Copyright
©2022 Nicholas C. Cyganski. All rights reserved. All trademarks and brand names are
trademarks or registered trademarks of the respective owners and their use herein does not
imply any association or endorsement by any third party.

74
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“Virtual Aircraft. Real Engineering.

Installation, Updates & Support 14

Black Square - Analog Caravan User Guide (2022)

Cockpit & System Guide 21

Black Square - Analog Caravan User Guide (2022)

Environmental Simulation & Controls 44

Overview Electrical Schematic 52

Using the KNS-80 RNAV Navigation System 53

Black Square - Analog Caravan User Guide (2022)

Abnormal & Emergency Checklists 63

Tips on Operation within MSFS & Limitations 65

More Information on Operation 66

Frequently Asked Questions 67

Black Square - Analog Caravan User Guide (2022)

Black Square - Analog Caravan User Guide (2022)

Black Square - Analog Caravan User Guide (2022)

● Hideable yokes, adjustable sun visors, and other cockpit aesthetics

Black Square - Analog Caravan User Guide (2022)

● Completely intractable electrical system with 12 buses and 90 circuits

● Crew/Passenger oxygen system that depletes according to pressure altitude, passenger

Black Square - Analog Caravan User Guide (2022)

Engine 675 SHP (496 kW) Pratt & Whitney PT6A-114A

Propeller 4-Blade McCauley, Constant Speed, Full-Feathering, Reversible,

Approved Fuel Grades JET A (ASTM-D1666)

Fuel Capacity Total Capacity: 335.6 U.S. Gallons

Black Square - Analog Caravan User Guide (2022)

Black Square - Analog Caravan User Guide (2022)

Using External Power:

Black Square - Analog Caravan User Guide (2022)

Black Square - Analog Caravan User Guide (2022)

1. Click on the ‘Account’ tab on the Just Flight website.

Installing the PMS GTN 750

For the Windows Store install:

For the Steam install:

Black Square - Analog Caravan User Guide (2022)

For the Custom install:

For example, you may have set:

Installing the PMS GNS 430/530

TDS GTNxi 750 Integration

Black Square - Analog Caravan User Guide (2022)

1. Click on ‘World Map’.

Control Panel -> Programs and Features

Black Square - Analog Caravan User Guide (2022)

Liveries & Exterior Mods

Black Square - Analog Caravan User Guide (2022)

Within the above folder, you will find “bksq-aircraft-analogcaravan-livery-example”. This

Black Square - Analog Caravan User Guide (2022)

9. The final step is dragging your layout.json file on top of the

Black Square - Analog Caravan User Guide (2022)

Black Square - Analog Caravan User Guide (2022)

Quartz Analog Chronometer

Black Square - Analog Caravan User Guide (2022)

Black Square - Analog Caravan User Guide (2022)

Black Square - Analog Caravan User Guide (2022)

Black Square - Analog Caravan User Guide (2022)

Black Square - Analog Caravan User Guide (2022)

Black Square - Analog Caravan User Guide (2022)

Black Square - Analog Caravan User Guide (2022)

Black Square - Analog Caravan User Guide (2022)