You're supposed to disengage the A/P before minimums :)

No youtube videos yet :(

What are you looking for specifically?

I saw some BE60 and BE60T equipped with a weather radar on airliners.net.Rob/Sean, is it possible to add the rxp w500 in the future?

The 500 has only an 80 nautical mile range. At 300 knots, you would have about 16 minutes before you encounter the first weather that you detect on the screen. That isn't a lot of functionality. Would it really be worth RealAir's time and other resources to add this?KayDub

The 500 has only an 80 nautical mile range. At 300 knots, you would have about 16 minutes before you encounter the first weather that you detect on the screen. That isn't a lot of functionality. Would it really be worth RealAir's time and other resources to add this?KayDub

16 minutes is more than enough time to avoid a thunderstorm. Considering you only need to avoid them by 20 miles, that is more than enough lead way to alter course around them. Even with the bigger units that can scan out farther, you'll often keep then range down scaled for greater accuracy. I've zig-zagged around heavy precipitation with the scale set to 20 miles at jet speeds just fine.

I have the RXP 530 and dont understand both in sim and real world why I would also need a 430? Other than so I could use the 530 for terrain and the 430 for NAV. Or backup? Is there a obvious reason?-Ryan

I have the RXP 530 and dont understand both in sim a real world why I would also need a 430? Other than so I could use the 530 for terrain and the 430 for NAV. Or backup? Is there a obvious reason?-Ryan

You've named it: for backup and for displaying several screens at the same time.(for greater situational awareness)

16 minutes is more than enough time to avoid a thunderstorm. Considering you only need to avoid them by 20 miles, that is more than enough lead way to alter course around them. Even with the bigger units that can scan out farther, you'll often keep then range down scaled for greater accuracy. I've zig-zagged around heavy precipitation with the scale set to 20 miles at jet speeds just fine.

Hmmm. Now I want it in my Duke. In 3D, of course. I thought you would need more range so that you could vector yourself around.K

Does anyone have the turbine V Speeds?

Does anyone have the turbine V Speeds?

Vmc = 96ktsVr = 102ktsVx = 110ktsVy = 120ktsVfe = 134kts flaps 30 degrees, approach flaps of 15 degrees can be at 173ktsVle = 173ktsVne = 235kts 198kts, sorry the 235 value is for the piston version, turboprops get certified differentlyRecommended climb speed is 140kts and cruise climb is 175kts (which still yields a 2,000fpm climb rate!)

Edited March 6, 201115 yr by zfehr

Vmc = 96ktsVr = 102ktsVx = 110ktsVy = 120ktsVfe = 134kts flaps 30 degrees, approach flaps of 15 degrees can be at 173ktsVle = 173ktsVne = 235ktsRecommended climb speed is 140kts and cruise climb is 175kts (which still yields a 2,000fpm climb rate!)

THanks MAN!Do you have like performance charts for the Turbine Duke? or just the Manual like I have from the retailer?

THanks MAN!Do you have like performance charts for the Turbine Duke? or just the Manual like I have from the retailer?

I jotted these numbers down from the POH when I flew the plane a couple years ago. I have to buy the real plane to get the POH!

I jotted these numbers down from the POH when I flew the plane a couple years ago. I have to buy the real plane to get the POH!

I have a POH for the Duke, not the Turbine one though.

Vmc = 96ktsVr = 102ktsVx = 110ktsVy = 120ktsVfe = 134kts flaps 30 degrees, approach flaps of 15 degrees can be at 173ktsVle = 173ktsVne = 235kts 198kts, sorry the 235 value is for the piston version, turboprops get certified differentlyRecommended climb speed is 140kts and cruise climb is 175kts (which still yields a 2,000fpm climb rate!)

Incorrect VNE now corrected

So the IAS to "never exceed" (Vne) is only 198 knots? :Shocked:Don't get me wrong, I don't question your competence, zfehr, I'm just amazed.So the green arc range shows a too high value, or am I mixing things up here?I've stumbled upon this small issue (which is a note in my eyes, no flaw) when looking at the manual. It shows the cockpit of course, but the airspeed indicator is from the piston Duke, while the rest comes from this nice turbine of course. Development shots, I guess.Notice the yellow arc for example. Later in the manual, the final version joins in though.

Piston aircraft are certified differently and are allowed a margin between Vno and Vne which is the yellow arc and is for smooth air only. When a piston aircraft is converted to turbine as this one is you lose that yellow arc. We could get into more specific details as to the why but turbines are generally operated at higher altitudes where true air speed and aerodynamic flutter can become an issue.

And, from your statement (thanks again), should the green arc range (currently going up to 235) be revised or not? From my foolish perspective, I'd go for yes if the 198 Vne data is correct. Otherwise the red line will be interpreted as the save limit, being well above 198 knots IAS.