The only geared turbine I've had the pleasure to see the operation of in person has been a couple trips on a PC-12, which is a Pratt engine anyways :).

PC-12 is equipped with PT-6A and it is very much the free-turbine engine. Garrett turboprop engines are of the fixed-turbine (or also called geared) variety. These engines from pilot's point of view may have similar/identical controls but their operating characteristics will be slightly different, they are apparently also a lot noisier while idling.

PC-12 is equipped with PT-6A and it is very much the free-turbine engine. Garrett turboprop engines are of the fixed-turbine (or also called geared) variety. These engines from pilot's point of view may have similar/identical controls but their operating characteristics will be slightly different, they are apparently also a lot noisier while idling.

Ahh my understanding was that that is was a big -67 that was derated with a basic sorta gearing to slow the prop down.No worries though. I highly recommend everyone take a look at www.smartcockpit.com and look at the engines section in the J41's manual. It gave me a pretty good understanding of the engine management techniques one can expect in these funny Garrets.Patrick H

... that was derated with a basic sorta gearing to slow the prop down.

Actually de-rate on a turboprop has nothing to do with gearing of the prop. No matter if this is free or fixed turbine type there has to be a gear reduction to slow propeller down - turbine is typically spinning around 30,000 rpm and propeller should not be spinning faster than say 2400 rpm so it is obvious that some reduction gear is necessary. But power de-rate is something totally different and has to do with thermodynamic properties of the gas generator, typically de-rate is controlled by the electronic engine control. You found interesting documentation of the JS41.

Actually de-rate on a turboprop has nothing to do with gearing of the prop. No matter if this is free or fixed turbine type there has to be a gear reduction to slow propeller down - turbine is typically spinning around 30,000 rpm and propeller should not be spinning faster than say 2400 rpm so it is obvious that some reduction gear is necessary. But power de-rate is something totally different and has to do with thermodynamic properties of the gas generator, typically de-rate is controlled by the electronic engine control. You found interesting documentation of the JS41.

Hi,For those (like me) who need a reminder, I found the following definitions after a quick research on the net :In a "fixed" turbine the drive shaft is directly driven (via a reduction gear) by the turbine section of the engine. In a "free" turbine engine, there are actually two turbines, the first powering the compressor and the second, independend one powering the drive shaft. Hope this helps (it certainly helped me... :( )Bruno

...Only because I worry about zooming in and out and moving across the cockpit, but willing to learn so bring it on lol....

I only came across this recently despite plenty of FS experiance so I thought I would share it. Do you have a mouse with a scroll wheel? Pick any aircraft, (MD11 is very good) press F9 for virtual cockpit. Press the SPACE bar and move the mouse. With the space bar still pressed, use the scroll wheel.

PAX in cabin and a Dash(Hopefully the DH8-Q400)? ALL HAIL THE MIGHTY PMDG! :(

I go for this one too.. I actually am pretty sure this is the one since all the pilots I know that have flown dash love this one above the rest.I will add to what Bruno said that the easiest way to see that is walking to the airplane and pushing the blades with your hand, in a free engine they will turn freely as in fan and in a geared engine they will "stick", which remembers me that some engines require you to turn the blades just a few revolutions in order to prime the engine before a cold start.

We will not release an FS9 version of this product. Market data shows a decreasing trend on FS2004- so we have decided for this new product line to focus only on FSX- as this allows us the greatest opportunity to explore new technologies.

HI Robert,I'm not going to argue on the choice to offer only 3D panel, but I wonder where you took those "market data" you refer to, since another poll made by Airsimmer (a very active forum at the moment) seems to show the exact contrary.http://www.airsimmer.com/support/index.php?showtopic=581Cheers

HI Robert,I'm not going to argue on the choice to offer only 3D panel, but I wonder where you took those "market data" you refer to, since another poll made by Airsimmer (a very active forum at the moment) seems to show the exact contrary.http://www.airsimmer.com/support/index.php?showtopic=581Cheers

Lol, he took the market data from the sales of the MD-11, a much more accurate source than a poll on ANOTHER companies forum. And these polls represent only a small amount of total simmers.James

Lol, he took the market data from the sales of the MD-11, a much more accurate source than a poll on ANOTHER companies forum. And these polls represent only a small amount of total simmers.James

Well I'm one of those who bought the "combo" but use only the FS9 version (seldom the FSX). And the poll "on another site" is something to take into consideration anyway IMHO.

the first powering the compressor and the second, independent one powering the drive shaft.

correct, via reduction gear as well ...

Well I'm one of those who bought the "combo" but use only the FS9 version (seldom the FSX).

For a turboprop like this that spends most of its flight time below FL250 - FSX scenery looks so much better than FS9 scenery, little things like this add up and might have tipped the scale towards FSX only, add to it what they said that it is easier for them develop for FSX and these become purely business decision that are not unreasonable.

Robert,Could you speak to the possibility that a 2D popup will be available for select guages? Such as, perhaps, the FMS?Thank you.

Quick question: Will there be consequenses for engine mistreatment? Such as fire or failure due to hot start or overheating?

Quick question: Will there be consequenses for engine mistreatment? Such as fire or failure due to hot start or overheating?

This is an interesting question. It is hard to abuse engines that have any sort of electronic engine control unless you turn it off. I haven't checked what kind of FADEC/EEC this aircraft is equipped with and whether pilot has ability to bypass them. As to hot starts - I wonder if there is any predictable set of conditions or pilot's actions that could result in hot start, hot starts are really rare on modern engines, I recall reading somewhere that attempting to start engine with insufficient battery voltage may result in a hot start. Anyway, it will be interesting to find out what this simulation brings, does any previous turboprop simulation (say highly acclaimed Aeroworx's King Air?) offered a hot start?

This is an interesting question. It is hard to abuse engines that have any sort of electronic engine control unless you turn it off. I haven't checked what kind of FADEC/EEC this aircraft is equipped with and whether pilot has ability to bypass them. As to hot starts - I wonder if there is any predictable set of conditions or pilot's actions that could result in hot start, hot starts are really rare on modern engines, I recall reading somewhere that attempting to start engine with insufficient battery voltage may result in a hot start. Anyway, it will be interesting to find out what this simulation brings, does any previous turboprop simulation (say highly acclaimed Aeroworx's King Air?) offered a hot start?

I would love to hear about a few of the features that the new failure/maintenance module may incorporate. I know it's a work in progress that may or may not make it into the J41, but to hear what ideas PMDG would like to incorporate would be very cool.JB

This is an interesting question. It is hard to abuse engines that have any sort of electronic engine control unless you turn it off. I haven't checked what kind of FADEC/EEC this aircraft is equipped with and whether pilot has ability to bypass them. As to hot starts - I wonder if there is any predictable set of conditions or pilot's actions that could result in hot start, hot starts are really rare on modern engines, I recall reading somewhere that attempting to start engine with insufficient battery voltage may result in a hot start. Anyway, it will be interesting to find out what this simulation brings, does any previous turboprop simulation (say highly acclaimed Aeroworx's King Air?) offered a hot start?

The Aeroworx King Air offered hot starts. There were another failures aswell, i remember it included a maintenance facility to carry repairs. Engines and tires had a lifetime, you couldn