cabin altitude which is too low, thus leading to the problem with the pressure differential. For example, if you plan to fly at rated ceiling of 25000 feet, pr ocedure calls for setting 1000 feet higher, so you'd be setting the Carenado con troller to a flight altitude of 26000 ft / cabin altitude around 6000 feet . . . . Problem is, cabin altitude of 6000 feet only equates to a flight altitude of abo ut 20000 feet, not the 26000 it should be pressurized for. Once the correct altitude is selected, a possible secondary problem is the rate. If you climb at the spec rate (2000 - 2500 ft/min), that's going to be much fas ter than the default pressure change rate setting. Gotta dial the rate arrow unt il it's around 5 to 6 o'clock. (Cross-check the rate indicator dial and correct as needed to match your climb rate). In simulations, this is only a temporary problem since, as long as the controlle r is set correctly, the pressurization system will "catch up" and the light will go out. But, management will prevent the light's illuminating in the first plac e and will more closely match correct procedures. Same thing can occur during descent. This system does require management -- can' t just be "set and forget." (However, you can set the initial altitude when stil l on the ground, since the pressurization [hypothetically] doesn't start until t he wheels leave the ground.) The controller should look something like this based upon information in the air craft manual: Name: controller.png Views: 326 Size: 55.3 KB So, ignore the aircraft altitude on the controller and set the controller cabin altitude according to the following table. (1000 feet added to the flight altitu de based on standard proceedure), which will result in a pressure differential j ust under 5.0 (1900D's cabin is rated for 5.1). Actual Altitude Cabin Altitude 11000 600 12000 1350 13000 2000 14000 2750 15000 3400 16000 4100 17000 4800 18000 5300 19000 6100 20000 6700 21000 7250 22000 8000 23000 8600 24000 9250 25000 9750