Just bought RA Turbine Duke yesterday, went through the docs and flew a few dozens of T&Gs in it.

I'd like to know how to properly manage the throttle and propeller at take off, particularly in a closed pattern around an airfield, that can be quite different from a normal departure to another airport. At full throttle the plane leaps above the pattern altitude in a couple of seconds, propeller pitch works/feels different. Also, I can't get used to the turbine spool-time (unless something is wrong here), it's the most inertial I've ever flown. How to properly manage and control the throttles, taking the very long spool and throttle down times?

 

Thanks,

Dirk.

It's a PT6 so it's not the most responsive engine in the world, although the turbine modelling in FSX (which the RA Duke uses) is a lot slower than it's real world counter part.

 

For flying circuits, one would simply keep the prop full fine (max RPM). You've got enough on your plate, and with the aircraft wizzing through the circuit so fast, it's one less thing to worry about. You'll play with the prop for cruise climb/cruise portions of the flight. For circuits, it's not really necessary to bring the prop back during the downwind leg. You'll end up putting it full fine for landing anyways.

 

You'll get the hang of the turbine lag. Extend your downwind legs and give yourself a couple nice really long 10-15 mile finals. Play with different power/flap combinations and soon you'll get used to the attitudes and power required. Look outside! Set what you think is a good power, and set your attitude to get your approach. Adjust and re-adust both power and attitude until you find that good combination. Yes you'll be all over the place for a bit, but soon you'll get a hang of it. Make a mental note of your typical approach torque and you'll have a good reference for future approaches. The turbine Duke is a ridiculous rocket so don't be afraid of going around and trying again quickly.

 

With time, you'll work with the rounda-bout reference torque and vary it for wind/weight/loading...all sorts of things! It will take ya no time!

 

Fly the airplane! Use your cues (engine sound, attitude etc.) and don't fixate on that VSI. You'll quickly learn to be ahead of the airplane, and that laggy PT6 won't bother you much after that!

Do I need to throttle down engines right after the take off? Or normally it'd be at 300-400ft agl?

 

Excellent tutorial, Hughton.

 

Thank you, very much appreciated.

 

Dirk.

Do I need to throttle down engines right after the take off? Or normally it'd be at 300-400ft agl?

 

Excellent tutorial, Hughton.

 

Thank you, very much appreciated.

 

Dirk.

 

I'm curious about this too. I find if I want to hit the 300 ktas max cruise I have to run with full throttle, maybe just a tad below. I'm wondering where the throttle should be in real life during climb/cruise.

 

I've gotten the hang of landings down pretty well--took a bit of practice but I find if I don't overfocus on the instruments, and just look visually at what the Duke is doing, I can get it down where I want it to be.

 

John

Turboprop patterns are normally flown 1500AGL. Since it's larger and faster than your usual cessna 172, your typical pattern would be about 3-5 miles from the airport.

 

As far as the T duke goes - yes it's powerful... all I do is throttle back right after departure to almost idle (before the gear warning sounds - the base of the lever near the "L" in throttle) and that's almost the power setting I need on downwind. Abeam the numbers I pull power to idle (before gear warning sounds) drop the gear (when speed allows), which slows the plane down, on base I'll descend half way, and on final I lose the rest of the altitude. I prefer not to drop flaps in a bank but the Duke can handle flap deployment on the base - one notch. On final (approach speed I use blue line) I drop the last notch and cross the thold at just around red line...

 

Depending on weather/temp you'll have to manage your power on base/final - sometimes almost idle works for me others I'm carrying some power on base...

 

Also I keep my turns limited to 30 degrees of bank in the pattern environment. One thing to note... if you turn crosswind while climbing at 30 deg bank, you've got to widen out a little on your downwind because your base turn will probably be a bit faster than your initial crosswind turn...

For Pat work I limit TQ to 900-950, no flaps, on a medium airport... stay at that TQ until you reach Pat Alt, and back it off to 500 TQ... Leave props full forward. Down Wind, back off to 350 TQ, wait until base to drop one flap, and gear. Fuel condition levers full forward on final. Keep TQ @ 350-450. At or just below 100 IAS, full flaps.. keep TQ at 350-450. With Turbines, you "fly to land", in that you have power on/set until almost touch down.. Because the spool up lags, this will save your &@($* if you have to do a go around. About 15 to 20 feet before touch down, cut to idle, flare. Nose wheel contact, flaps up, full reverse. @ 40 IAS, reverse off- condition levers low idle.

 

leaving town: Set Cabin Alt. Oil doors full open, and leave it that way until shutdown. 1 notch flaps. Take off 1000 TQ. Positive rate, gear up. 500 feet, flaps up. Props to 2100 PRM. Maintain 1100-1200 TQ. At this point, your PAX are freaking out, as you should be able to maintain 2500-3000 FPM climbs, regardless of weight/winds. Monitor TQ and ITT. Never Red Line ITT. You'll have oil running down the side in no time if you do. You can do 2500 FPS all the way to 32,000, just increase throttle to maintain 1100-1200 TQ.

At final alt, pull props back to 2000 to 1900 PRMs. TQ 900 to 950. Watch airspeed. she can overspeed in the time it takes you to say "Hello!" FL280 is a good spot, but best speed is had at FL290-FL320. Bring Ox, as she will complain about cabin alt above FL260.

 

In all seriousness... this is a "well advanced pilot required" aircraft in the RW. The T-Duke is way, way,way over powered. It'll take some training to get used to.. but you wont want to fly anything else when your broke in.

You can do 2500 FPS all the way to 32,000

 

Cripes that's a quick climb :lol:

Cripes that's a quick climb :lol:

 

LOL, yeppers! And it will SPOIL you silly. Jump in a KingAir after a ride in a T-Duke.. and you'll be like... "Are we there yet?!"

 

 

Edit above "Keep TQ @ 350-450. At or just below 100 IAS" should read 120.

LOL, yeppers! And it will SPOIL you silly. Jump in a KingAir after a ride in a T-Duke.. and you'll be like... "Are we there yet?!"

 

 

Edit above "Keep TQ @ 350-450. At or just below 100 IAS" should read 120.

 

I bought Carenado's King Air just before buying the Turbine Duke and it flies like a truck compared to the T-Duke. I love both aircraft, but what a difference!

 

John

For Pat work I limit TQ to 900-950, no flaps, on a medium airport... stay at that TQ until you reach Pat Alt, and back it off to 500 TQ... Leave props full forward. Down Wind, back off to 350 TQ, wait until base to drop one flap, and gear. Fuel condition levers full forward on final. Keep TQ @ 350-450. At or just below 100 IAS, full flaps.. keep TQ at 350-450. With Turbines, you "fly to land", in that you have power on/set until almost touch down.. Because the spool up lags, this will save your &@($* if you have to do a go around. About 15 to 20 feet before touch down, cut to idle, flare. Nose wheel contact, flaps up, full reverse. @ 40 IAS, reverse off- condition levers low idle.

 

leaving town: Set Cabin Alt. Oil doors full open, and leave it that way until shutdown. 1 notch flaps. Take off 1000 TQ. Positive rate, gear up. 500 feet, flaps up. Props to 2100 PRM. Maintain 1100-1200 TQ. At this point, your PAX are freaking out, as you should be able to maintain 2500-3000 FPM climbs, regardless of weight/winds. Monitor TQ and ITT. Never Red Line ITT. You'll have oil running down the side in no time if you do. You can do 2500 FPS all the way to 32,000, just increase throttle to maintain 1100-1200 TQ.

At final alt, pull props back to 2000 to 1900 PRMs. TQ 900 to 950. Watch airspeed. she can overspeed in the time it takes you to say "Hello!" FL280 is a good spot, but best speed is had at FL290-FL320. Bring Ox, as she will complain about cabin alt above FL260.

 

In all seriousness... this is a "well advanced pilot required" aircraft in the RW. The T-Duke is way, way,way over powered. It'll take some training to get used to.. but you wont want to fly anything else when your broke in.

 

Saved in my T-Duke Flying Tips.doc

 

Thanks!

 

Dirk.

Guys, has anybody some custom EZDOK effects (RND, DHM, CR and curves) good for T-Duke?

Can't fly without them, but my current ones are too salient, made for lighter planes.

 

Thanks,

Dirk.

DanW has set up allot of cams for EZ including the T-Duke. You can dload the zip file directly from here:

 

https://dl.dropbox.c...ZCA Cameras.zip

 

The Avsim topic can be seen here:

 

http://forum.avsim.n.../page__hl__ezca

 

 

The zip includes an excellent "how to" PDF.

The Turbine Duke is an extreme aircraft with extreme capabilities that has more in common with a warbird than a GA aircraft. For some additional insight you might check out the following links:

 

http://www.royalturbine.com/

 

http://www.planeandpilotmag.com/aircraft/pilot-reports/general-pilot-reports/301-knots.html?tmpl=component&print=1

 

http://www.wingsmagazine.com/content/view/513/38/

 

 

 

 

Thank you, guys.

 

Dirk.

Unlike in Duke Turbine I can't find the 'Crossfill' option in Duke B60's config panel. Is there any special edit in a config file needed yet to crossfill between GNS530 and GNS430?

 

Thanks,

Dirk.