That looks like a flight I did out of KPSP ... the map view with all the red stuff to avoid.

 

And the airplane looks like the same one I have ......

 

It's a great ride!

<Deleted>

 

Can't get the quote function to work.

 

Hirdy

After reading all the positive comments in this thread, I just HAD to get this beauty - especially with the painless and perfect integration of the GTN 750.

 

I am extremely happy to say the least. I have to agree with many others here who have stated that this aircraft, with all the work that went into the "feel and sound" departments, gives an unparalleled sense of realism. Well done!

 

For what it's worth, I installed the aircraft into a virgin FSX-SE only system, and it works perfectly, as does the configuration app. I'm pretty sure that anyone installing to a truly "clean" SE system will have no difficulties. It is the dual FSX / FSX-SE users who are going to have issues.

Yes, I am sure most, if not all airports with NDB approaches also have GPS approaches with likely better minimums. I think the main reason to shoot an NDB approach still is for the sake of practice. It's an old skill, but still a relevant one I think. Come to think about it, I just flew the departure procedure for Nampa, ID (KMAN), it actually calls for holding on the nearby NDB until reaching a particular alt.

 

As I said, I prefer to have both and ADF and a separate DME, so we don't disagree in this.  I was just pointing out why the 750 makes an ADF mostly obsolete and an audio panel might not contain an option for monitoring one.  IRL, I might still want an ADF, but I certainly wouldn't hesitate to fly in a plane equipped with a pair of 750s that didn't include an ADF. 

 

BTW, the departure at Nampa should be perfectly legal to fly with GPS in lieu of the ADF.  As I understand the rules (and after a few searches I realize there's lots of confusion surrounding them) the only time you can't  use the GPS in lieu of an ADF is if the NDB in question is used to define the final approach course and there's no GPS overlay.  If the NDB is used in a departure or enroute segment or any other part of an approach (say, as part of the missed, or as an IAF or something similar) you're fine.  [Edit:  I also meant to add that the GPS can be used even if the NDB in question is out of service - a nice advantage.]

 

That said, I went through the 750's pilot's guide and note that the audio panel in the real thing does appear to support ADF monitoring, even if the trainer doesn't show the option.  So my whole argument is kinda moot anyway. :huh:

 

Scott

As I said, I prefer to have both and ADF and a separate DME, so we don't disagree in this.  I was just pointing out why the 750 makes an ADF mostly obsolete and an audio panel might not contain an option for monitoring one.  IRL, I might still want an ADF, but I certainly wouldn't hesitate to fly in a plane equipped with a pair of 750s that didn't include an ADF. 

 

BTW, the departure at Nampa should be perfectly legal to fly with GPS in lieu of the ADF.  As I understand the rules (and after a few searches I realize there's lots of confusion surrounding them) the only time you can't  use the GPS in lieu of an ADF is if the NDB in question is used to define the final approach course and there's no GPS overlay.  If the NDB is used in a departure or enroute segment or any other part of an approach (say, as part of the missed, or as an IAF or something similar) you're fine.  [Edit:  I also meant to add that the GPS can be used even if the NDB in question is out of service - a nice advantage.]

 

That said, I went through the 750's pilot's guide and note that the audio panel in the real thing does appear to support ADF monitoring, even if the trainer doesn't show the option.  So my whole argument is kinda moot anyway. :huh:

 

Scott

 

lol Yeah I can't imagine in this day and age what pilot would in hard IMC, for some reason on an NDB Approach equipped with something like a GTN 750 w NDB/GPS overlay actually choose the ADF for sole course guidance, unless for practice.  Alltho I am big about backing info sources up, ie always tuning navs to VORs along the route/IAPs, backing up the GPS course.   I never like seeing instruments inactive on a panel, if they can be tuned to something, they should.

 

Cheers

TJ

Well I've added the turbine to my turbo Duke after reading all the praise.

Wish I hadn't. It's a lot to pay for the same model with slightly different engine handling.

 

Having recommended Real Air products from the first SF260 for FS2004 I'll not be buying from them again as they join Carenado by using the simming community as cash cows.

 

You can't have read the list of innovations, new features, sounds, custom effects, new model, new textures, new GTN integration etc etc. Here is a summary of the new features:

 

http://www.realairsimulations.com/duketv2/features.php?page=duketv2_features

 

Here is a list of updates, only one of which was a bug fix. The rest are all new:

 

http://www.realairsimulations.com/duketv2/updates.php?page=duketv2_updates

 

You ought to be careful flinging cliched phrases like "cash cow" around before researching a little. This update took us over ONE YEAR of full time development. Integrating the GTN gauges alone is a lot of work. We don't just shove it into the Duke like magic. I has to be carefully done and involves a complete redesign of the whole panel.

 

Yesterday my partner and I went out for a modest Thai meal. The bill was more than double the price of your upgrade. We consumed the meal in one hour and didn't get offered support for the next two years! Now the meal is digested we won't be able to "use it" for more than the hour we consumed it. We won't be emailing the restaurant about any issues. The meal took about half an hour to prepare and cook. The Duke took at least 2000 times longer. 

 

We have never exploited our customers. You did not have to purchase and no-one forced you. Our products are cheaper now in real terms than they were ten years ago when the complexity, bandwidth downloading them, website cost and other expenses and development time was often half what they amount to now.

 

We consider that you got pretty good value. If you don't find the new features to your liking please email me and I'm sure we can accomodate you. Thanks.

My only request is, please make taxi turns less sensitive.

 

Thanks.

Hi Jose,

 

Please email me and I will help you on this.

Well I've added the turbine to my turbo Duke after reading all the praise.

Wish I hadn't. It's a lot to pay for the same model with slightly different engine handling.

 

Having recommended Real Air products from the first SF260 for FS2004 I'll not be buying from them again as they join Carenado by using the simming community as cash cows.

Consider that a real-world 30 year old plus Duke airframe with turbo Lycomings will run about 200 Large (K). The Pratt -35's Rocket Turbine conversion is about 1 million thereby yielding close to state-of-the-art performance when comparing newer entrants like the Cessna C510 Mustang for a fraction of the price. Trading Piston for Turbine is like trading a mule for a stallion.

 

Les Parson

Thx Rob. PM sent.

I love all RealAir products and the team is great with support inquiries. Fantastic work on this beauty. 

lol Yeah I can't imagine in this day and age what pilot would in hard IMC, for some reason on an NDB Approach equipped with something like a GTN 750 w NDB/GPS overlay actually choose the ADF for sole course guidance, unless for practice. Alltho I am big about backing info sources up, ie always tuning navs to VORs along the route/IAPs, backing up the GPS course. I never like seeing instruments inactive on a panel, if they can be tuned to something, they should.

 

Cheers

TJ

I totally agree with you. Given an RNAV w/ LPV or ILS I'd rather have an ILS. Besides checking GPS signal strength buried deep in some menu, what guarantee is there of signal? But having gotten the GTN recently I noticed it has an incredibly handy feature that allows you to create a custom waypoint from the radial and distance of a VOR. It gave me total GPS guidance to any desolute bush airstrip and the best part is that it isn't limited by the signal strength and range of the VOR/NDB. It reminded me very much of airliner avionics in that it was okay using VORs as reference points if the frequency was out of range. But those airliner avionics will pick up whatever nav source is available for whatever kind of redundancy it can. To return to your completely valid point, the GTN is not that highly automated, it doesn't track multiple nav sources simultaneously, so as a pilot it couldn't hurt to tune the VOR on NAV 2 just to double check the gps instruments.

I have bought every RealAir release going back to the FS2004 SF260 and Scout packages (two of my favorite addons for FS2004), and will continue to do so.  Rob and Sean's work is always outstanding, their support is first rate, and their products always stand up well over time.  RealAir prices are always very fair, considering the immense amount of work that goes into each project and update.  Scout 2007 is still a first rate addon, tho I really hope a V2 of this package can be done.    

 

I think I can speak for quite a few here, that we would happily chip in for Legacy and P-Duke GTN upgrades so Rob can enjoy many more Thai dishes B)

 

Cheers

TJ

I'm in

 

ditto.

ditto.

 

Thanks guys. We really appreciate your support and kind comments!

 

Rob

 

 

Having recommended Real Air products from the first SF260 for FS2004 I'll not be buying from them again as they join Carenado by using the simming community as cash cows.

 

I know disappointment is a strong emotion... But that has to be one of the most bizarre statements I've ever seen on the internet.  I say that with all due respect, and mean no spite, but that seemed rather harsh!