Rob, Are there plans to correct the ASI Green Arc?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!) This post has been edited by zfehr: 06 March 2011 - 04:38 PM Thanks,Les Parson

Hi Les,There are plans to update everything discussed here...eventually.Rob - RealAir

In the case of the turbine duke the chances of damaging the engine by exceeding red line limits is not likely. The reason is because the Duke engine is Flat rated (I keep reading Derated but it is actually Flat rated). The -35 engine is actually a 750 HP engine. When you redline the torques and prop rpm on the duke you are only pushing about 530HP which is far from the engines limit. Chances are the airframe on the duke is limited to this reduced HP hence the need to Flat rate the engines. I used to fly the king air 100 with the garrett -10 engines. The airframe was limited to 715 HP but then engines were capable of 1000HP. This gave you full power at just about every take off scenario you can think of and nice cool engines on take off too.

Ah, ok. The -50 on the Dash-7 was also flat rated. Nevertheless we had quite a few engine and reduction gear failures due to prolonged ops at take off power out of INN.

Hi fellow simmers,I have two questions concerning the Turbine Duke and would appreciate any input, before I buy it.1.) As I've read in numerous forums, it seems to be quite hard to replicate a turbine airplane in FSX due to flaws in the native FSX-code. While I am sure that RealAir did an marvelous job on the interior and exterior of the airplane, I wonder how good they really managed to simulate the engine behaviour of the Duke. It was already acknowledged that the engines of the Turbine Duke in FSX take a little bit longer to start-up then they do in real-life. Are there any more inaccuracies that anyone has come across compared to the real thing? E.g. faulty spool-up time or missmatching flight characteristics? Or is the Turbine Duke otherwise rather spot-on concerning the engines and handling?2.) Now, here comes my second question: As a happy customer of the great Piston Duke, I wonder if we finally have the chance to assign keystrokes to particular operations? It's a little bit sad that in the older Duke I can't use keystrokes to fully operate the landing lights, for example - sure, I can press the standard key for landing lights, but this only operates one landing light of the two and thus I still have to mouseclick the corresponding button in the cockpit nonetheless. (The reason I'm asking is not that I prefer keystrokes over mouseclicks, rather I want to assign keystrokes to a joystick and operate the cockpit this way.)Thanks a bunch!Robin

1) Rob from RealAir has already mentioned some inequalities in the modelling of the Duke turbines. For example, spool-up time takes a little longer than is realistic to counteract rpm overspeed issues. I believe the RealAir team plans to release a patch to correct much of this. Otherwise, the sounds are brilliant. It is a pleasure to fly by hand as well. Despite its flaws it's probably one of the top two turbines available for FS.2) FSX already lets you assign key commands for functions.. But anything RealAir specific there is nothing provided..

1) Rob from RealAir has already mentioned some inequalities in the modelling of the Duke turbines. For example, spool-up time takes a little longer than is realistic to counteract rpm overspeed issues. I believe the RealAir team plans to release a patch to correct much of this. Otherwise, the sounds are brilliant. It is a pleasure to fly by hand as well. Despite its flaws it's probably one of the top two turbines available for FS.2) FSX already lets you assign key commands for functions.. But anything RealAir specific there is nothing provided..

What I would like to see is when you put the props in feather they make that Swooshing sound while they remain in feather.

1) Rob from RealAir has already mentioned some inequalities in the modelling of the Duke turbines. For example, spool-up time takes a little longer than is realistic to counteract rpm overspeed issues. I believe the RealAir team plans to release a patch to correct much of this. Otherwise, the sounds are brilliant. It is a pleasure to fly by hand as well. Despite its flaws it's probably one of the top two turbines available for FS.2) FSX already lets you assign key commands for functions.. But anything RealAir specific there is nothing provided..

Just flew back home, (KPAE), with ASE and my Trackir. AWESOME! I don't know of a free-turbine model that comes close. Push the prop levers forward and she slows down and you can still control your descent on final. The flight model is real predictable and she floats if you are a little hot over the threshold. You fly her right to touchdown, something I never had to do with the DA Cheyenne. I would just get the rate of descent correct and the airspeed within 10 knots and flare. Nailed it every time. Now I need to really fly. She's a winner in my book.Kdub

I think that was brilliant thinking on your part. I find that flying the Duke is FAR more interesting knowing that an engine failure can be induced through poor management of the engines rather just as a random occurance.Eric

+1K

2) FSX already lets you assign key commands for functions.. But anything RealAir specific there is nothing provided..

At least the Cowl Flaps (piston) or Oil Cooler Doors (Turbine) will work with some lua commands, thanks to FSUIPC. See here. http://forum.simflight.com/topic/65201-lua-file-cowl-flaps-switches-duke-b60-solved/So, if one would investigate a bit, there might be some more to come.

Overall, a thoroughly excellent GA Aircraft - arguably the best after-market payware GA aircraft for FSX. Having said that, there are a couple of minor disappointments for me. One, the prop pitch doesn't actually alter! Unlike the Kodiak Quest or many of the Carenado aircraft, there is visibly nothing to see when moving the pitch levers (engine OFF of course). Secondly, the sound transition from "reverse" to idle is harsh. Minor details, but if Rob from RealAir is monitoring this thread - ideas for SP1 perhaps? Otherwise - I'M LOVIN IT!

The Turbine Duke is a lovely plane, but I still prefer to fly the standard Duke. It's more controllable, with quick response to engine power changes.

Overall, a thoroughly excellent GA Aircraft - arguably the best after-market payware GA aircraft for FSX. Having said that, there are a couple of minor disappointments for me. One, the prop pitch doesn't actually alter! Unlike the Kodiak Quest or many of the Carenado aircraft, there is visibly nothing to see when moving the pitch levers (engine OFF of course). Secondly, the sound transition from "reverse" to idle is harsh. Minor details, but if Rob from RealAir is monitoring this thread - ideas for SP1 perhaps? Otherwise - I'M LOVIN IT!

The movement you see in the propellors of aircraft with their engins off when you move the pitch levers is actually an error of the sim. The only time you will see this in real life is if you are in a piston aircraft is if they have unfeathering accumulators. Most props require oil pressure to work the mechanism that changes blade angle. RealAir actually has what you would see done correctly.

The movement you see in the propellors of aircraft with their engins off when you move the pitch levers is actually an error of the sim. The only time you will see this in real life is if you are in a piston aircraft is if they have unfeathering accumulators. Most props require oil pressure to work the mechanism that changes blade angle. RealAir actually has what you would see done correctly.

Not sure eaxctly what u mean by the last comment but if I remember correctly this is not implemented correctly in the turbine Duke.

Not sure eaxctly what u mean by the last comment but if I remember correctly this is not implemented correctly in the turbine Duke.

What you see from outside (spot view) and inside the cockpit in the RealAir Duke is what you would see with the actual aircraft. Here is a shot of the real N157JT parked at KUAO when I flew it:Notice the propellors are feathered, they were shut down properly for a PT-6 so that they won't allow the wind to turn them and potentially damage the internal components since there wouldn't be any oil pressure. You can go inside and move those prop levers all you want and there will be no change to what you see looking at the props. When you go through the startup checklist you move the prop levers forward to fine pitch and even with the starters engaged there still is not sufficient oil pressure to move the props out of feather. As they light up and the engine comes to life the oil pressure comes up and you will hear that the props have gone to fine pitch, this will be long after you could have visibly seen the props change their setting. Older applications of the PT-6 ie King Airs with the PT-6-20 didn't have working oil pressure gauges till the power inverters were on (after engine start) and the only way you knew there was oil pressure on startup was the props moving out of feather by their sound. When you shut these engines down the prop levers are moved into the feather position and as they spin down to the point of being visible you will see them in the feathered position. I am not sure what simmers are perceiving as incorrect with RealAir's depiction of this, it is visibly correct.

What you see from outside (spot view) and inside the cockpit in the RealAir Duke is what you would see with the actual aircraft. Here is a shot of the real N157JT parked at KUAO when I flew it:Notice the propellors are feathered, they were shut down properly for a PT-6 so that they won't allow the wind to turn them and potentially damage the internal components since there wouldn't be any oil pressure. You can go inside and move those prop levers all you want and there will be no change to what you see looking at the props. When you go through the startup checklist you move the prop levers forward to fine pitch and even with the starters engaged there still is not sufficient oil pressure to move the props out of feather. As they light up and the engine comes to life the oil pressure comes up and you will hear that the props have gone to fine pitch, this will be long after you could have visibly seen the props change their setting. Older applications of the PT-6 ie King Airs with the PT-6-20 didn't have working oil pressure gauges till the power inverters were on (after engine start) and the only way you knew there was oil pressure on startup was the props moving out of feather by their sound. When you shut these engines down the prop levers are moved into the feather position and as they spin down to the point of being visible you will see them in the feathered position. I am not sure what simmers are perceiving as incorrect with RealAir's depiction of this, it is visibly correct.

A while back (a few years actually) we did simulate prop movement on the ground, with engines off. Then from our own experience and feedback, we realised this is generally wrong. It might look fancy, but without oil pressure to the prop angle mechanism, the props cannot change angle until or unless the engines are started and the props are revolving. Maybe there are aircraft which can by direct mechanical action twist while not moving but I don't know of any.It is quite easy to implement in FSX. But not right for the Turbine Duke.Rob - RealAir

Oh I see what you mean., Zane. What I was referring to was after the engines are shut down on the duke, you can move the prop levers into fine pitch and the props will move with it.But when you refer to the pt6 being shut down properly because the engines are feathered, the pt6 has no choice but to go into feather when you shut down the engines. Sure they will spin longer on shutdown but will eventually go into feather even with the props in full fine pitch. I don't think this is simulated in the duke.

Oh I see what you mean., Zane. What I was referring to was after the engines are shut down on the duke, you can move the prop levers into fine pitch and the props will move with it.But when you refer to the pt6 being shut down properly because the engines are feathered, the pt6 has no choice but to go into feather when you shut down the engines. Sure they will spin longer on shutdown but will eventually go into feather even with the props in full fine pitch. I don't think this is simulated in the duke.

You could shut the real engines down with the props in fine pitch but this would be done for purposes of maintenance, you would not want to leave this type of engine that way on the ground for the reasons of free wheeling in the wind with no oil pressure. You could also encounter a linkage failure which would also cause this to happen but why would that get simulated? There are some other turboprop engine/propellor combinations that do get shut down with the props in fine (its actually flat) pitch, the Garrett engines in the Cheyenne 400 with those huge composite props comes to mind.