This is a brilliant plane - for me it has brought back real pleasure to flight simming. Well it would 100% if I could nail the landings. At present all seems to go well with the approach using ref speed, 89, I think, full flaps, no trim, control by throttle. Power slowly to idle at runway threshold and ease back for a gentle nose up. This seems to result in a rather firm landing, or, as FSFK puts it, "Hard" - going on to describe my landing technique as "Poor". Apart from just ignoring FSFK, has anyone got any tips to improve my landings.Bud

This is a brilliant plane - for me it has brought back real pleasure to flight simming. Well it would 100% if I could nail the landings. At present all seems to go well with the approach using ref speed, 89, I think, full flaps, no trim, control by throttle. Power slowly to idle at runway threshold and ease back for a gentle nose up. This seems to result in a rather firm landing, or, as FSFK puts it, "Hard" - going on to describe my landing technique as "Poor". Apart from just ignoring FSFK, has anyone got any tips to improve my landings.Bud

I think you are coming in too slow. Stay at blueline until you start your roundout.

This is a brilliant plane - for me it has brought back real pleasure to flight simming. Well it would 100% if I could nail the landings. At present all seems to go well with the approach using ref speed, 89, I think, full flaps, no trim, control by throttle. Power slowly to idle at runway threshold and ease back for a gentle nose up. This seems to result in a rather firm landing, or, as FSFK puts it, "Hard" - going on to describe my landing technique as "Poor". Apart from just ignoring FSFK, has anyone got any tips to improve my landings.Bud

I agree with Geofa. I used to teach multi-engine in the RW. In those "daze" we taught blue line (Vyse) until you approach the threshold. We did that in case one lost an engine. Blue line is the speed you want on one engine. You might also try half flaps (unless you need full due to a short runway).

I agree with Geofa. I used to teach multi-engine in the RW. In those "daze" we taught blue line (Vyse) until you approach the threshold. We did that in case one lost an engine. Blue line is the speed you want on one engine. You might also try half flaps (unless you need full due to a short runway).

I have been flying the Duke a lot, and unlike Bud, I have never had anything but 'greased landings' in this bird. I find it to be one of, if not the easiest aircraft for me to nail on approach, and landing. A pure joy. Not sure what it is, but even if I have overcompensated with my aileron input on final, I can get this aircraft re-lined up fairly easily with only rudder input.After reading Geof's earlier posts, I try not to land with any more than one or two notches of flaps max, and am typically coming upon the threshold at 95-100 knots, but crossing at a minimum of 90. Although, not following Geof's real world technique of zero flaps, I have made a decision to make a my approaches faster that I may have thought would be correct. I also consciously use the the landing gear as a way to slow the aircrfat down after turning to final vs flaps.

When I was flying Cessna 172's in real life, the stall horn always went off just as I was about to touch down. Is it the same way for multi-engine aircraft like the Duke?

I have been flying the Duke a lot, and unlike Bud, I have never had anything but 'greased landings' in this bird. I find it to be one of, if not the easiest aircraft for me to nail on approach, and landing. A pure joy. Not sure what it is, but even if I have overcompensated with my aileron input on final, I can get this aircraft re-lined up fairly easily with only rudder input.After reading Geof's earlier posts, I try not to land with any more than one or two notches of flaps max, and am typically coming upon the threshold at 95-100 knots, but crossing at a minimum of 90. Although, not following Geof's real world technique of zero flaps, I have made a decision to make a my approaches faster that I may have thought would be correct. I also consciously use the the landing gear as a way to slow the aircrfat down after turning to final vs flaps.

Whoops-I think there is a mis understanding. I don't put down flaps until I have the runway made on an instrument approach.Once I have the runway I do-and I usually use full.On a vfr approach I usually do standard-10 degrees at the 45, 20 a little later , and full on short final.As mentioned-you want to maintain blue line in case an engine goes out until you have the runway made-except on a short field where you would do what the poh recommends.

After reading Geof's earlier posts, I try not to land with any more than one or two notches of flaps max, and am typically coming upon the threshold at 95-100 knots, but crossing at a minimum of 90. Although, not following Geof's real world technique of zero flaps, I have made a decision to make a my approaches faster that I may have thought would be correct. I also consciously use the the landing gear as a way to slow the aircrfat down after turning to final vs flaps.

You're confusing landing with taking off ;)

Whoops-I think there is a mis understanding. I don't put down flaps until I have the runway made on an instrument approach.Once I have the runway I do-and I usually use full.On a vfr approach I usually do standard-10 degrees at the 45, 20 a little later , and full on short final.

I stand corrected Goef.Regardless, I have not used full flaps on this puppy yet, only getting to the second notch on short, and landing and stopping without issue.I've been flying my downwind and base patterns at about 120-130, hitting 10 degrees only once I am lined up on final, drop the gear, and 'wala', I am on final at about 100 knots pretty quickly. About midway between FAF and MAP, I hit the next notch, and once again, am typically in the 90 knot range as I am near the threshold. I've never used full flaps yet.I am using one notch for take-off though.

When you say second notch do you mean approach flaps? The Duke only has flaps up, approach and fully down.

When you say second notch do you mean approach flaps? The Duke only has flaps up, approach and fully down.

Per my previous posts...Holy moly, do I feel stupid now....been flying this aircraft for the last few day, and am flying it now...looked down, and lo and behold, you are correct. Only two notches. And here I thought there was a third :( Just goes to show how you can fly 'by feel' most the time and miss stuff like this...

Many thanks Geof and Bill - absolutely correct, I was too slow. Blue line does it.Bud

I had a few hard landings too at first, but I must say the duke is BY FAR the best flying experience I have had in FSX so far. And that from someone who has flown exclusively the PDMG MD-11 since it came out. The reason, apart from the superbly modeled aircraft (thanks again!): I like being a bit faster and higher than the Cessnas and Mooneys of Carenado fame, but low enough to avoid all the problems of high-altitude scenery depiction and weather high up (sudden wind shifts). One sees so much more between FL120 and FL230, and ASA does a superb job with weather in that region. Also, I am exploring far more airports, smaller airfields, discover more, learn more about geography, etc. It's simply fantastic! Wish I had more time to fly now, but is Monday again .... :(Also, someone sent me an e-mail asking about Digital Aviation Cheyenne vs. Duke, but the mail bounces on reply. I'd hate to compare them, very much a similar experience, but the Duke is better on the frames and eyes, being native FSX.

"once I am lined up on final, drop the gear, and 'wala', I am on final at about 100 knots pretty quickly." You know it's 'Voila' don't you, not wala? Not trying to be too pedantic and no direspect :(

I also had a bit of a leaning curve with landing this excellent plane. One notch of flaps is the way I prefer, and after a few attempts at St Barts, I realized to ride the blue line as well, and since landings have been a pure joy.