Hello Everyone, I've been searching for the the Beechcraft 1900 C flight POH/ flight manual on the net, but haven't been able to find it. There is a Flight Safety International edition somewhere, let me know if someone has a link I could use to download that file. Date Content; 24-Jul-2019: Welcome to the freshly updated Technical Publications web page. We have remodeled this site to provide you with a fresh new look and streamlined feel. The Set Up - This is Video 1 of 4 showing a complete flight from Halifax N.S. To Saint John N.B. I've added commentary and it's to show anyone who wants to learn this aircraft a fast way to set up. Except for obtaining the part number and ordering one from Beechcraft, I don't know where you might get one. Is there any specific question that I could help you answer? My guess is that you've been hired to fly one. If that's the case, and you want to study before class starts, you'll need a training manual and your company's own flight manual.

1. Beechcraft 1900d Flight Manual
2. Natops Flight Manual
3. Beechcraft B1900d

Performance of Carenado's B1900D

Carenado says its Beechcraft 1900D has 'Real behavior compared to the real airplane. Real weight and balance. Tested by real pilots.'

I tested its Beechcraft 1900D at Beech Factory Airport because that is where the 1900s were built. Elevation is 1,409 feet (430 meters), and its only runway (01/19) is 8,000 by 100 ft (2,440 by 31 m). As always, I used the aircraft's default weight and standard atmosphere with clear skies.

Weight and Balance: The gross weight of Carenado's Beechcraft 1900D is 15,455 pounds (7,010 kilograms), which is 90 percent of its rated maximum take-off weight. This gross weight consists of 4,526 lbs (2,053 kg) of fuel fuel, which is 100-percent capacity. Payload is two occupants at 190 lbs (86 kg) each for 380 lbs (172 kg).

Startup: Carenado's B1900 has three startup options that are chosen through a popup window: Cold-and-Dark turns all switches and systems to their 'off' positions, which then requires pilots to follow a thorough startup procedure. Ready-to-Taxi turns on all switches and system ready for taxiing. It cautions, however, that not all take-off procedures are performed and advises pilots to read the take-off procedures before taking off. That makes sense because the option says 'Ready to Taxi,' not 'Ready to Take Off.' No Action leaves the aircraft as is, which is the almost-ready-to-taxi MSFS default (altimeter, radios, autopilot, and similar devices must be set appropriately).

Taxiing: Taxiing in this aircraft is as easy as in the Super King Air 350. It accelerates, turns, decelerates, and stops as needed without resisting the pilot.

Taking Off: The Normal Procedures manual mentions flaps in several places but does not specify the needed amount. This aircraft has three flaps positions: 0 degrees, 17 degrees, and 35 degrees. I deflected flaps 17 degrees. Its only power recommendation is 'propeller 1700 RPM.' I advanced throttle fully. The propeller gauge went to 1,700, and the torque and temperature gauges stayed below their red lines. The manual also says to rotate at Vr (which is the V-speed abbreviation for rotation), but it doesn't say what that speed should be. It probably differs for various airport elevations and aircraft weights. At this airport and in this nearly full aircraft, rotation occurred at 100 knots and lift off at 110 knots.

Climbing: The manual says to climb at an 8-degree pitch and 160 knots up to 10,000 ft. At an 8-degree pitch, the aircraft accelerated to 165 knots and 2,500 feet per minute. I reduced power slightly until it climbed steadily at 160 knots, and vertical speed diminished to 2,000 FPM. The aircraft climbed steadily and effortlessly until reaching its specified cruising altitude of 25,000 feet (7,625 m). To test its ability, I continued climbing. It reached 30,000 ft (9,150 m) without struggling. Above 30,000 ft, however, it lost airspeed quickly. I did not push it above 32,000 ft.

Beechcraft 1900d Flight Manual

Cruising: The manual does not say much about cruising. At 15,000 ft (4,575 m), it cruised at 235 kias (approximately 265 ktas). At 25,000 ft (7,625 m), it cruised at 200 kias (250 ktas). Specified cruising speed is 282 knots.

Descending: When controlled by autopilot, this aircraft descended easily with simple power reductions. But its pitch problem described later made manual descents difficult.

Landing: The 'Before Landing' section of Carenado's Normal Procedures manual says flaps should be deflected 17 degrees. The 'Landing' section says flaps should be deflected 35 degrees, which is the maximum. The aircraft approached controllably at 100 knots with flaps at 17 degrees and 'finaled' at 90 knots with flaps at 35 degrees. It stalled and settled on the runway at 85 knots.

Natops Flight Manual

Stability: Holding a steady pitch in this aircraft while flying manually required gentle handling. Slight control pressures on the yoke induced dramatic up or down pitches. Since Carenado's other aircraft are usually accurate and stable, I found this aircraft's pitch behaviors difficult to believe. Upon revisiting the Payload menu, I saw the problem. Carenado's default payload consists only of the two pilots at 190 lbs each. All 16 passenger seats and the two cargo bays are empty in the Payload menu. By removing half the fuel, I was able to spread 2,263 lbs (1,026 kg) evenly throughout the cabin. The longitudinal sensitivity disappeared, and the aircraft handled normally thereafter.

Beechcraft B1900d

Overall: I found Carenado's Beechcraft 1900D a generally easy aircraft to handle after I spread weight evenly from fore to aft. It climbed, turned, held altitude, descended, and landed as expected from an aircraft of this size and weight.