looking forward to the new pduke.  my only other twin piston is the 337 so there's a spot in my hangar for another great twin.

 

also, this should be the final installment of tduke texture mods: screw heads on the vc pillars. 

 

http://library.avsim.net/search.php?SearchTerm=tduke_vc_v2.1.zip&CatID=root&Go=Search

 

 

 

 

 

 

 

 

 

Ah...so it's advisory. "that makes even a novice IFR pilot look like a pro"...LOL. I did notice that the Y and Z versions of the approaches (though, completely the same) had vastly different minimums so I guess if you have the +V guidance it affords you the much lower minimums?

 

Nope.  From the point of view of the published approaches, there is no such thing as LNAV+V.   They're non-precision LNAV approaches.

 

Don't have those plates in front of my right now, but if I recall, the difference is in climb capabilities for the missed approach.  If you can't climb at a certain rate, you have to use the higher minimum version which offers a lower climb gradient on the missed.  That's a very common difference in Y and Z approaches that otherwise look nearly identical.

 

 

 

Just to be clear, I did wait until the HSI had the GS indications before selecting APP.

 

OK, but you also mentioned that you hit AP as you turned onto the final approach course.  I've flown a lot of these, and normally you wouldn't see a GS indication until well established.  These two things don't seem to jibe.  If you fly the approach as published and wait as described, vertical guidance does work on the autopilot.  Even with the LNAV+V indication, though I'm not sure I'd fly these coupled.

 

 

 

Do you know if the GNS530 works for RNP approaches with RNP minumums?

 

No, they do not.  RNP approaches are special approaches requiring specific equipment and training.

 

Scott

OK, but you also mentioned that you hit AP as you turned onto the final approach course.  I've flown a lot of these, and normally you wouldn't see a GS indication until well established.  These two things don't seem to jibe.  If you fly the approach as published and wait as described, vertical guidance does work on the autopilot.  Even with the LNAV+V indication, though I'm not sure I'd fly these coupled.

 

Only quickly scanning this topic.  Did anyone mention that you must also be below the GS in order for the approach mode to acquire the V navigation.  I figure that with Gregg's experience he surely already knows this.  Mentioning it here for others reading the topic who may be less experienced.

Great news about Piston Duke! I'm another one who likes it more than the Turbine version.

Thanks for these mods but these multiple uploads are rather confusing.

Which packs does one need to have all the mods?

v1.0 + v2.0 + v2.1

or

v2.0 + v2.1

???

As a user I would have expected v2.1 to be the only one to d/l and that it contain all the mods.

Thanks for these mods but these multiple uploads are rather confusing.

Which packs does one need to have all the mods?

v1.0 + v2.0 + v2.1

or

v2.0 + v2.1

???

As a user I would have expected v2.1 to be the only one to d/l and that it contain all the mods.

 

v2.1 isn't cumulative to keep the download size small.

 

 

two choices:

 

v1.0 + v2.1 (screws to panel+pillars)

or

v2.0+v2.1 (screws to panel+pillars, placards)

All the numbers an V numbers is a little mess. As well as the text on AVsim library downloads.

Combined with the JPG numbering.

 

 

Avsim library:

 

VC.zip

VC_v2.zip

VC_V2.1.zip

 

 

Don't have those plates in front of my right now, but if I recall, the difference is in climb capabilities for the missed approach. If you can't climb at a certain rate, you have to use the higher minimum version which offers a lower climb gradient on the missed. That's a very common difference in Y and Z approaches that otherwise look nearly identical.

 

Ah...I see a note on the approach plate for the Z that says exactly that. 

 

 

 

OK, but you also mentioned that you hit AP as you turned onto the final approach course. I've flown a lot of these, and normally you wouldn't see a GS indication until well established. These two things don't seem to jibe. If you fly the approach as published and wait as described, vertical guidance does work on the autopilot. Even with the LNAV+V indication, though I'm not sure I'd fly these coupled.

 

I got the GS arrows on the HSI while I was still on dogleg.  I waited until I was a dot before final approach course before clicking APP.

 

But, the solution to the problem has a similar solution as the ILS.  Simple solution is to click NAV before clicking APP.  I tried a couple of approaches using a C182.  First one I did was the same...HDG straight to APP...I got an immediate nose dive.  I tried it again, this time selected NAV first and then APP.  This time it worked...disengaged ALT on its own and the approach was just gorgeous.  Tried the same thing on the Duke and it was perfect...ALT disengaged on its own and a beautiful approach.  So...lesson learned...before engaging any autopilot approach...always switch to NAV before clicking the APP button.  (And, LNAV+V should not be flown coupled).

Real men fly manual ... but seriously, both the Piston and Turbine Duke are great AC.  Took me a while to figure out the start procedure for the Turbine even when clearly stated in the PDF (use right mouse click to move condition levers independently after 12% Ng ... embarrassing at how many engines I blew up) ... the cabin tray however is seriously lacking ... no Vintage Scotch for my VIPs?

 

 

Real men fly manual ... but seriously, both the Piston and Turbine Duke are great AC.

 

Real men know ALL the chords and play both rhythm and lead  :rolleyes:

 

 

 

Simple solution is to click NAV before clicking APP.

.

 

Ah hah!  Good - glad you got it sorted.

 

Scott

I am thoroughly enjoying my "low and slow" VFR flight around the British Isles in the Turbine Duke. Since I have several hundred airfields and airports in my UK database (which will be visited in alphabetical order), the tour will be a long one! I am currently parked at EGSL Andrewsfield (just east of EGSS London Stansted), and my next stop will be the Archerfield Estate north east of Edinburgh (with quick stops at EGNJ Humberside and EGNT Newcastle along the way) B)

 

 

I am thoroughly enjoying my "low and slow" VFR flight around the British Isles

 

Turbine Duke isn't that slow 280-290 Kts cruise.  I do the same ... plan short routes (about 1 hour or so) and start from where I left off last time.  1000 ft to take-off and 900 ft to stop!!  Heck, I might even try some UK air fields.

 

 

Turbine Duke isn't that slow 280-290 Kts cruise.

 

Agreed - and it isn't that great low either, due to the airframe speed limitations and lack of low altitude efficiency.  You've got to get high for it to go fast and make any sort of economic sense.  Interesting how different perspectives can be, as from mine as a 100% GA flyer the T-Duke is one of my few High and Fast planes. :-)

 

Scott

Yeah true air speed is fun....  their Legacy smokes the T Duke basically under 10k...

The Turbine Duke may not be slow, but that's if you're flying it as you would in the real world. If you really want to fly "low and slow", you can get it down to 95 knots with flaps fully extended.