Anyone see a bit of a lurch, during take off, just as the wheels leave the ground? Almost like a sudden stutter.

 

I must say though, I've just landed at Stornoway in Scotland during a storm, and the way the Duke handled was phenomenal!

That lurch is the torque, martin-w

I really have not noticed this kind of behavior at all. I'll try to look a little closer next time, but the Duke has been very smooth for me in regard to dynamics. The takeoff can be a little sudden given the speeds it can accumulate on the runway, but using less upward elevator trim or flaps on takeoff can help that transition. 

Smooth as silk, but I rarely pull back on the yoke (with most planes). I like a real gradual runup down the runway followed by a  gentle squeeze on the yoke to take up any slack. And with hands pretty much relaxed, I don't pull back with my arms. Kinda' like pulling a trigger, it flys itself off the runway for me. Just have to mind the redlines.

That lurch is the torque, martin-w

 

 

No, not the torque. It's as the wheels leave the ground, there's a sudden stutter. It suddenly jumps into the air a foot or so, rather than a smooth transition from ground to air.

 

I'm not heavy handed with the yoke or anything like that, just a gentle back pressure, and then hold it. When it does "unstick", it's sudden.

No, not the torque. It's as the wheels leave the ground, there's a sudden stutter. It suddenly jumps into the air a foot or so, rather than a smooth transition from ground to air.

 

I'm not heavy handed with the yoke or anything like that, just a gentle back pressure, and then hold it. When it does "unstick", it's sudden.

 

There are two possibilities here. One is that you have the fuselage vibration effects up quite high. The other is that you could wait a little longer and as Frank says let the Duke almost fly itself off. I did a few circuits this afternoon and deliberately didn't pull back. I barely nudged the stick and the Duke did exactly as Frank described, it just gently flew by itself, but you have to wait a little longer than 85-90 knots. Trim needs to be just right and this is down to experimentation, depending on payload.

No, not the torque. It's as the wheels leave the ground, there's a sudden stutter. It suddenly jumps into the air a foot or so, rather than a smooth transition from ground to air.

 

I'm not heavy handed with the yoke or anything like that, just a gentle back pressure, and then hold it. When it does "unstick", it's sudden.

 

One mistake I make (too often) is to forget changing Realism Settings in FSX, like say going from A2A 182 to the T-Duke and forgetting to change those settings.

 

Do you happen to have any other effects contributing programs like A2A AccuFeel, or Opus with the motional effects running simultaneously with the T-Duke?

 

 

It suddenly jumps into the air a foot or so, rather than a smooth transition from ground to air.

 

Check your trim

 

My load out is:

 

82% each side of fuel

 

p-225 cp 210 pax 110 pax 180 pax 145  bag 125

 

I take off with flaps one, INS ON,  TRQ 850 and not over 900.

 

Rotate at 90.

 

Thanks chaps. All effects are default. I'll experiment and see how it goes.

 

Edit: That seems to have done the trick lads. It was mostly the vibration settings. Toned them down a bit and it's better. HawkDsl's trim setting works better too.

Anybody know how much cold the Turbine Duke can handle?

I noticed a little thing using the GTN750.  The GTN's audio panel doesn't have an ADF speaker option.  This may simply be Garmin not including this functionality in the trainer since ADF's are more rare these days.  I don't know if the actual unit has audio panel aux inputs for things like ADFs.  In lieu of this, perhaps the RealAir ADF unit itself should have a clickable 'ID' feature via the volume knob on it or something.  

 

I know this is another minor issue, but unless the regs have changed, I am pretty sure continuous monitoring of an NDB's ID signal is required when using an NDB for navigation.

 

Cheers

TJ

 

 

I know this is another minor issue, but unless the regs have changed, I am pretty sure continuous monitoring of an NDB's ID signal is required when using an NDB for navigation.

 

I expect that it's because Garmin assumes you simply wouldn't have or use an ADF in a GTN750 equipped plane at all since the GPS can be used in lieu of an NDB making the monitoring requirement a moot point. 

 

Of course that begs the question of how you'd listen to the ballgame on your ADF as you grind across the countryside.  (In all seriousness, I have many fond memories of flights back home to Colorado from Kansas and Nebraska with that 50,000 watt "NDB" :rolleyes: known as 850 KOA tuned to a Bronco's game, while the needle pointed faithfully to the south end of Metro Denver.)

 

Scott

I expect that it's because Garmin assumes you simply wouldn't have or use an ADF in a GTN750 equipped plane at all since the GPS can be used in lieu of an NDB making the monitoring requirement a moot point. 

 

Of course that begs the question of how you'd listen to the ballgame on your ADF as you grind across the countryside.  (In all seriousness, I have many fond memories of flights back home to Colorado from Kansas and Nebraska with that 50,000 watt "NDB" :rolleyes: known as 850 KOA tuned to a Bronco's game, while the needle pointed faithfully to the south end of Metro Denver.)

 

Scott

 

 

Its been a while since I have shot IAPs in real life, but I always thought if you shoot a published NDB approach, your aircraft has to be equipped with an ADF, it cannot be substituted with a GPS.  Of course, any pilot would have the NDB approach from the GPS database set, but it can't officially be used for course guidance.  Hence the need to monitor the NDB signal.  I know NDB approaches are being phased out, but there are still a few around in the US, ie Key West - Marathon NDB-A for example.  

 

Cheers

TJ

 

 

Its been a while since I have shot IAPs in real life, but I always thought if you shoot a published NDB approach, your aircraft has to be equipped with an ADF, it cannot be substituted with a GPS.

 

Well, certainly anywhere there's an overlay approach you're OK, but while I thought that restriction was gone, I'm less sure now after a second look, so your Key West example may require an ADF. There are some caveats in any case, including the need to have a non-GPS approach available at your alternate, that the NDB must be in the database you have loaded and the database must be current - mostly common sense sorts of things. 

 

Looking at Key West, however, if you've got an IFR certified GPS on board I'm not sure why you'd even consider the NDB approach, as there are precision (LPV) GPS approaches to 9 and 27 available.   All of this assumes all is well with GPS, of course and with that in mind and being (quite literally) old school my preference would still be to have both DME and ADF as backups.

 

Scott

One mistake I make (too often) is to forget changing Realism Settings in FSX, like say going from A2A 182 to the T-Duke and forgetting to change those settings.

 

Do you happen to have any other effects contributing programs like A2A AccuFeel, or Opus with the motional effects running simultaneously with the T-Duke?

Why change the realism settings?