hello everyone and welcome to the channel I'm Emanuel I'm an Alan pilot and we can finally have our first look at the Dukes from Black Square you guys know that I'm a huge fan of black square product and thus I'm really happy to have the opportunity to show you the Dukes life and in action now before we start I would like to thank just flight very much for offering me a preview version of The Dukes so thank you so much for that and now let's get right into it I had quite a hard time deciding which version to show you first as there will be three different Dukes available two in one package and then one in the other with a bundle available including all of them as well but let's start slowly so which versions are available in the first package we've got the Piston dukes and the Piston Duke package consists of the Duke and the Grand Duke now the Grand Duke is a modification to the original 1974 Duke that is the standard aircraft in the package and the Grand Duke adds things like Wing Lads and modifications to the turbocharger making the airplane overall a little bit faster and just enhancing the performance a little bit the other version that's available is the turbine Duke and the turbine Duke is a turbo version of the Duke providing even better performing engines and overall beautiful flight model now all three come with the typical features of black Square aircraft like hot swappable radios like very in-depth engine electrical air conditioning and so on systems what a special though is that this is only the second aircraft ignoring the velocity XL this is only the second aircraft from black square that they have modeled on a completely individual basis so not on the basis of a stand up Ma a flight simulator model this means in turn that we get things like opening doors and a bit more Fidelity so with all of that out of the way let's go ahead and have a quick look around our Grand Duke that we're sitting in over here now the Grand Duke as I mentioned is a modification to the original aircraft it's quite unbelievable how many modifications there are available to this airplane now you might be asking yourself why there are so many modifications available to the Dukes well the answer to that is quite simple the Dukes were not all that popular when they first hit the market at the end of the 1960s as they were meant for an airplane somewhere in the transition between the Barons and the king rc90 and only about 600 of them were produced while the baron and the King Air combined produced over 10,000 examples of the airplane now nonetheless the Dukes are some of the most performing twin engine piston aircraft and for that reason they are hugely popular with those who do have the honor of awning one nowadays and even 40 years after the production of the Duke has ended there are still people coming up with modifications to the airplane Etc to get them a little bit more performant and so on so that really shows those who own the plane really love it now going into what we have available I already showed you quick tour around the outside model but let's go into a little bit more details here things like looking into some of the engine details or looking into some of the model details down here close to the landing gear is really really showing us how much they put into the appline it's a beautiful model it's not the most detailed I've ever seen but it is certainly beautiful and it does the job precisely just look at the level of detailing on the modeling of the lights here for example it's very hard to even spot any pogan in place so really good modeling throughout all right then let's go inside though and have a look at what we can find over there all right and here we are on the inside of the Duke now as you can see it's uh rather tiny cabin here with only four seats available in the back and then we've got two seats in the front so six in total now the first thing that's worth noting over here is the background color of the panel over here now what you see is over here is a panel colored in basically the same color all over but there are a lot of variations available and depending on the Livery that you choose the um background of the color is going to change between Woods Fabric and so on so it's really cool how they've done that also new is a system for people creating liveries where they can dynamically place the registration of the airplane in several different places I can really recommend you to look out for that as liveries start becoming available shortly after the release and you will see how the registration of the airplane will be custom so you can just change it in your flat simulated settings but then again will will be placeable on several different places of the aircraft by The Livery creators and that is a really awesome system okay so let's just go inside then and we're going to take a seat here on the uh pilot seat of the airplane so here we are and we're going to have a look into a couple of the features available so first of all we're going to start with the tablet you can see that on the options page over here we can select a combination of several different avionic as we see them fit so for example we can just go for standard radios here swap that out does take a little moment and here we are now we've got the stunard radio package or we can go for the gtn 750 gtn 650 or a lot of possible combinations enhancing the previous combination capabilities that the airplane had for example we can can just go for secondary GTM 650 we can choose between the TDS or the PMS 50 and like that we can just fit our entire appline that's really really cool now today I am going to opt for the gns 530 and 430 series because they kind of nicely fit the entire atmosphere of the airplane if you ask me I just I just really like these looks apart from that we have options here like Cloud strope effect like um load the airplan with the c and chalks deployed if we do that then we just have to remove manually now we can also show the co- pilet from the inside then we've got our co- pilet available in the cockpit over here and there's an option for v um monitor all when com 1 and two is selected all right so that much about the options then what's also new is a payload page so over here we can now change our payload live and on the fly like for example here let's go ahead and fill the uh fuel up completely down here we also got our center of gravity information and here we can also do things like placing shocks placing P covers engine covers and we can even connect external power and an engine heater more on the engine heater a little bit later but if we just go outside and a quick look at what we got now then we can see chocks in place covers in place and something I really do like is how the covers actually react live to the wind so in order to start up the engines there is a little bit of a couple of Tricks involved under certain situations and well this way you can easily determine where the wind comes from the Same by the way goes for the flag that you've got on the engine covers over here so really cool little feature okay so let's just go back inside and we're going to remove all of those again we are going to place a couple of passengers in our airplane we'll just load it up all the way okay draway 3,60 and the maximum weight is 3,175 so we're good to go like this okay so with that we now had a look at all the different um options we have here now the next thing we have on the tablet is monitors for several different systems such as the uh engines over here then we've got the electrical system where you can really see what's going on inside the airplane and then of course we can monitor the cabin and the um different systems available there and we've got a failure page P where we can now adjust failures and this is definitely quite useful when we compare it to the previous failure page we only had um fitted onto the weather radar so really nice and uh useful electronic flatback that we've gotten here now something that I would like to see added in a future version would obviously be an the ability to display navigraph charts and to download The Sim Reef operational flly plan as that would mean that we don't need a separate tablet in front of us anymore but I think for first efb there that's a pretty good start with all the options in there and I sure hope that we are going to see additions to that in the future now going over the cockpit of the Duke itself there's a couple of um nice things here you can see on the Hops meters that I have flown the um Grand Duke a little bit likewise I flown the um turbine Duke a bit and I just flew all of those dues for a little bit before starting to create the video because I want this to be somewhat of a new impression still and I don't want to have you know 50 hours when I'm creating the first look video and just go over the plane like oh yeah that's that that that that that no apart from that of course different panel depending on the layout of the aircraft the Piston Dukes over here feature typical piston engine controls like the magnetos you've got your engine instruments up here while on the turbine duuk you have them vertically over here with the master warning panel at the the top but we're going to have a look at the turbines in a separate video so you can be sure that you will not miss out on that the pl does have all the typical black Square features and by now even more like for example we can put our um flight control lock in place and a throttle lock in place as well it does of course have the EDM 760 engine monitor and well honestly just all of those lovely black Square features that we can possibly ask for Okay so we've done a lot of talking now but let's actually take a moment to think about what we're going to do so we are going to depart hurg over here on a quick IFR flight over to zild which should be in the region of about half an hour maximum now right now there is no sim profile available so I can't tell you exactly how long the flight is going to take but nonetheless we are surely not going to take too long for this 120 M flight now one cool feature that I just want to mention before we start here is the speed indicator and if you compare the Piston Duke with the turbine Duke then you will notice that the Piston Duke can actually fly quite a bit faster the turbine Duke maxes out at 200 knots while the Piston Duke goes to 235 knots now you might be wondering why that is because surely the Piston version of the airplane has to be slower than the turbine version right well you are right about that but the cool thing here is that due to differences in regulatory requirements a turbo prop needs different margins than a reciprocating engined airplane and therefore the Piston version is actually certified to fly faster than the turbine version however of course this only goes at low altitudes and especially in the where you can um let the plane accelerate that much obviously the turbine engines do produce a little bit more power to give you an idea of typical cruising speeds in the um different Dukes you generally reach highest true air speed around about flight Level 240 with those aircraft and the um standard Duke at level 240 and 75% power reaches approximately 20 134 knots through our speed the Grand Duke reaches about 250 and the turbine Duke goes up to about 2 90 knots of true air speed so that gives you an idea of some of the differences between the different aircraft there are also differences in all the handling speeds close to the ground like where you rotated where you've got your best rate of climb Etc so those all do play a roll all right so let's go ahead and close the door and then we are going to start powering the L up shall we so that's the door closed and we are going to take a seat on the captain seat over here and then we are going to go right for the um pre-flight procedures so the inspection is complete control locks can be removed seat and seat belt secured cabin door latched nose baggage door latched parking brake that's right down here set Landing get down electrical switches they are all off and in case you're wandering on the um exterior lights down here you can see that the beacon and the na lights have two positions each somewhat similar to the 737 so the middle position is actually the off position over here apart from that everything is off okay so engine and avionic switch is off oxygen pressure down here between 1550 and 18850 is looking good it's pretty much full more on that later okay circuit breakers on the other side over here are all in and just to show you what it would look like this is what a p CB looks like so that you know what you're actually looking for when you are going over those panels okay so circuit breakers are all in intercooler air off cabin pressure shut off is open aln static air is normal CO2 detector let's look at it right up here is tested as well and working so environmental mode is off flaps are up prop sync is off throttles are closed propellers and high RPM mixture is going wait a moment just got to synchronize my Hardware with my software so mixture going full Rich the trims are centered and the fuel selectors are both on awesome Okay cool so that's the pre-fl procedure complete let's go for the before starting engines okay so beacon on Battery Master on voltage is 23 volts minimum we're looking at about 25 over here that's good fuel quantities are full Okay C flops just going to hold them down here you can hear them driving that's quite cool and the same on the other inside okay so annunciators tested and consider fuel pressure is expected inverter is also expected and the generators as well okay then let's go ahead and test the fuel pumps so just listen to them as I'm running them for a moment okay awesome so the engine start procedure is going to vary significantly depending on the condition of the engine whether it's cold hot flooded Etc so we are seeing cold engines today so we can go over that now I can really recommend you to watch the engine start video from black Square themselves they really go into a lot of details and they explain a lot better than I can the end entirety of what's going on inside the engines you can see all of that on the electronic flight pack if you're interested now I'm a pilot not an engineer so I'm just going to um Stow that electronic flight back and carry out the procedures but I can really recommend you to have a look at those um videos on just flight's YouTube channel okay so we're going to start with our engine start then and we start with the right hand engine by running the pre- oiler what that does is first of all put that to right and we need it for 30 seconds so I'm going to start the timer down here the pre- oiler basically start to pump oil into the engine which is then later needed you can see the oil pressure rising over here and when you tip the needle of that glass for a bit then you can actually see it coming up a little bit better so that's a new feature as well that you can tip the glass of gauges and that is really done rather often in um those steam gauge aircraft to just you know make the gauge read a little bit more accurate okay preol is there we do have oil pressure over here or we rather had oil pressure over here 15 psi so right mixture is full Rich right propeller is on high RPMs right throttle is going full forward then we can run the Boost pump for between 5 and 8 seconds observe fuel flow over here greater than 50 lb per hour and that's it don't run it for too long otherwise you are going to flop the engine and now we can give it a go so throttle is going right down again open for about half an inch and then we can run the starter let's see what's going to happen now that sound that you heard there was the starter still being engaged with the engine running so you don't want to hear that okay so oil pressure is within the green Arc that's looking good and then we can check fuel pressure annunciator is out right generator is coming on we can observe well barely any load but you can see it's at zero down there while the other one is still in the negative and believe me as soon as we are going to turn on the starter of the left engine you will definitely see that load Rising okay so bath voltage is looking okay and engine instruments are checked obviously cylinder temperature needs to build oil temperature needs to build so we got to give a little bit of time for that so we can run the engine at about a, to 1,200 RPMs over here for the warmup let's bring it here that is looking good okay and finally the battery temperature is below 120 Fahrenheit which it is so then we can do the same thing for the left engine we start with a pre- Oiler 30 seconds start the timer down here and then we just give it a little while to um or 30 seconds in order to start pre- oiling or rather Distributing oil into the engine can see how the oil pressure is slowly rising over here sometimes just knocking that glass gets the needle up a little bit quicker okay about to reach 30 seconds here we go pre- Oiler is going off again so mix Shuffle R prop full forward and the left throttle goes to full now fuel boost is coming on looking for 5 to 8 seconds more than 50 lb per hour and we have that looking good okay let's give the starter a go and and this time I am going to hold it a bit longer so that you can hear what you're not supposed to hear so don't do what I'm doing right now okay this sound is what you don't want okay engine is running oil pressure is checked bring it up to 1, 2,200 looking good okay then excellent so left generator can come online F voltage is check pre- Oiler down here is off and the battery temperature is still below 140 fah Okay cool so with that our engines are running and well that's the start procedure so for the after start procedure fuel pumps should be on if the temperature is above 32 Centigrade it is not today lights as required basically let's turn the nap lights on okay weather radar is set into the off position and then we can switch on the inverter and the avionics Master Okay temp cabin temperature mode goes to automatic and we are going to lean the mixture a little bit over here like that okay transponder standby and weather radar can go to standby as well and that is our engine start basically completed okay then we'll just program our avionics and then we should be good to go at the same time you can see how the engines are nicely starting to heat up all the temp tempatures are okay already cylindered temperatures are slowly coming very good so since we're flying IFR we're going to use sore 2000 and we'll turn it on already so we'll just give it a few moments to start um searching for satellites but at the same time we can already start programming our uh flight right here so we're going from hambur insert that procedure select departure and we are looking at the runway 05 departer today with the acon 1 Charlie okay Romy 05 load that in and that is looking good okay so after Aon we are going to proceed direct to alip for the arrival so basically all we need is to insert our arrival airport here Z Echo Delta x-ray whiskey load that up procedure approach and we're going that's the wrong airport my friend so ax whiskey that's it ILS 32 via old Di and we're going to load that in yes thank you so what's the rooting looking like now so this is perfect awesome initial climb 5,000 ft on the sit over here and then in order to set up the gauges we're looking at a q& of one4 and that is not just going in on my side but also on the stand by instrument right down here there we go okay the gauge is automatically crossload down here so nothing we need to do on that however as is fully realistic they do not automatically turn the um CDI needle we got to do that ourselves okay we'll do the heading bu later since we still got to do a little bit of stuff with it in the runup and in the meantime this is how I like my setup one to 8 and 1 to 1.5 going into the radios and then we should be good to go in a few moments all right we'll transmit on com 1 we'll listen to com 1 and two and that's it forget anything just checking GPS is automatically selected GPS is also selected over here there's no conventional backup for this departure I think we're done okay perfect cabin temperature nicely at 23° Centigrade that should also match the outside temperature if I'm not mistaken let's see down here is our gauge yeah about 20° looking perfect okay very good so with that we are pretty much done setting our airplane up so let's go ahead and taxi out for 05 we are clear on the left side clear on the right side and just to be sure we go straight out and looks like we'll have to kill this gentlemen here well so taxi lights on parking breake off and off we go depending on the weight the plane may already roll with the engines just at 1,000 RPMs or you might need a bit of power okay brake trck looking good so we're clear on the left side and we clear on the right side so timer is already prepared for our takeoff timing so the plane does have quite a bit of tendency to roll to the right during taxi but that is normal actually remember where the wind is coming from that of course does play quite a role so there's one Airbus coming behind us we got to make sure that we are faster then oh and here's what you get for um here's what you get for being negligent on the taxi all right this is looking good now so you really need a constant ride Rudder in input can show you a little bit of that right down here where you can see how my pedals are deflected in order to keep me going now I'm going to take the intersection right over here that way we can get out of the way for anybody who's uh taxing behind us since the runup procedure does take a little bit of a time here okay and here we are so parking break is set taxi light can go off again and now let's go right into the runup procedure okay so parking break is set annunciators once again test because we want to make sure that no bulbs burned out and there is nothing illuminated perfect remote Compass we've got about 29 5 heading here and about 295 heading here that's perfect okay so fuel selector is going in cross feed fuel boost pumps on this is so that we can test that the cross feed actually works then mixture full rid props full forward and the throttle is going up for 2,000 RPMs now this is where you can slowly see how the turbocharger comes into operation my throttles or rather the RPMs do lack a little bit behind the throttles and here you can hear the turbocharger as well so setting 2,000 RPMs actually isn't that easy you're got to get a little bit familiar with how the airplane responds to your power inputs but here we go that's 2,000 so now we're going to exercise the propellers we're looking for a 300 RPM drop on either side we'll start on the left that's 300 RP M 400 even and now we'll do the same on the right 300 RPMs okay next up we're going to check the magnetos we want to see 150 RPM drop maximum so start with the left engine onto the right Magneto that's about 130 it's okay back to both left Magneto 110 is also okay now let's just bring the right hand engine precisely back towards 2,000 here before we start the um check okay that's looking good so right engine right Magneto 120 RPM drop right engine left Magneto 120 RPM drop that's okay all right so instrument air is showing green with no red light if you had a red light down here either of the two um sources would be malfunctioning so then we check the generators left generator going off Note down here how it falls to zero the other one picks up the load left generator on same on the right generator and the same is observed down there okay great so next up we are going to check the um cabin pressurization system so engines up to 22,000 [Music] RPMs here we go 2 and 1 half th000 so cockpit window is closed cabin door is obviously closed as well so then cabin altitude goes on with field elevation that's looking good cabin rate of climb set to the 10:00 position cabin differential zero now let's set the cabin altitude to 1,000 below elevation set the switch to the test position and we can observe the cabin descending switch back to normal and the cabin is recovering okay so now we're going to set our first cleared altitude and since we plan to climb to 15,000 we're going to set just above 15,000 okay and cab pressurization mode normal then props back to 1500 okay that's roughly 1500 next up we're going to test the anti-icing system so we'll start with the propeller Heat going on on both sides and now the prop heat ground test can see how the prop amps are going up and we'll release that again looking good okay propeller Heat going back off now the windshield heat can observe how the generator load hugely increases and we see the windshield and uh D indicator over here as well turn that off next up we turn on those four and while I'm turning the switches on have a look at the generator loads which are going to increase okay looking good and then we can turn that stuff back off again okay then so next up we're going to check the D pressure and that gauge is hidden just behind the um prop levers but the good news is I can just turn it back a little bit to make that visible without affecting the RPMs too much okay so going to initiate a manual cycle over here and as you can see the DS pressure is rising and that's looking good okay and back off [Music] again and that's it okay so now let's go on to a single cycle we want to see the same thing pressure is going up again and pressure will be going back down again after it went into the 15 to uh 20 psi range okay that's looking good and now let's put those back forward again since we were never meant to um put them after okay so that's everything done that requires engine power so let's go back on to 1,000 to 1,200 RPMs something like that looking good next up we test the autopilot so first of all fuel selectors are going back into the uh on position then we turn the pitch trim the electric pitch trim on test that that is working can see how it's trimming down here up and down both of them are looking good next up we are going to set the heading bug first 30° right then 30° left and turn the flat director on over here can see how it's commanding the um turn and now we turn on the autopilot and observe how the Yol follows as you can see easy going and to turn it back off the autopilot disconnect button works as well second press removes flat director perfect and with that let's go ahead and set the heading Buck to the runway heading that's it okay excellent and the elevator trim is set into the takeoff range perfect next up we're going to check operation of the flaps so that's going to be Flaps in the approach position and Flaps in the down position nice how I can see the generator load increase every time the motor is driving the flaps okay I'm back into the approach position and we can observe that they are moving as well okay excellent so then the window is closed the alt meter is set initial climb is set takeoff heading is set panel lights are off and with that we are good to go so there is one aircraft on the approach over there we might just about wait until he has landed before we are going to line up how close is he actually can't really even tell okay I tell you what if we can't even see him yet then we are just going to line up so strop light on Beacon and recognition light on Taxi lights on so pedo install heaters are coming on clear on the left side clear on the right side so flaps are set everything is set up looking good to me transpond on weather radar on so ready got to set the thrust slowly in order not to over boost the engines timeing take off here the turbocharger coming to life here okay Power set my throttles are not at the forward stop by the way just to mention that okay and we are going to use the Aeron to keep the wings level that's featured on this airplane you can tip over if you do it wrong okay rotate positive climb tap the brakes gear up looking at about 125 knots for our best rate of climb here that is where we're going to accelerate to going through 110 flaps going up and then we can set climb power climb speed is reached so 35.5 in somewhere close to here prop RPMs 2750 which is somewhere around about here okay climb power set and that's it we're on the way beautiful can see a rate of climb roughly 1500 ft a minute over here but remember that we are almost at maximum takeoff weight as well so that does pretty much make sense it is a well climbing aircraft the gr uke a little bit quicker than the standard Duke and the turbine Duke well that one just goes in the region between 2 and 3,000 F feet per minute so depending on what you're up to choose your airplane wisely or just get the entire package now climbing initially at 5,000 we are going to climb a little bit further here 15,000 and I would say by now our traffic control would have identified us so let's just go ahead and set our altitude up to 15 now couple words on flat Dynamics here I am hand flying for a little bit for now because well it's just fun to do it and because autopilots are not the entire life of a pilot even though some people don't really believe it but overall I tend to say flat model is quite good so you can see it is reacting a little bit to the environment here small control inputs are all you need in order to move your aircraft same goes on the elevator you can barely see my moving here for um a given airplane response so it's rather sensitive on the elevator axis but it is very well controllable really have to say that if you're flying it at somewhat lower weights then it even is going to um climb at like 2 to 2 and 1/ 12,000 ft a minute so we are just really heavy today Max take of weight of course okay so let's go ahead and bring on the flat reor and we're going to switch this to nap mode over here on the Sentry 4 autopilot and before you turn on the autopilot try to make sure that you're more or less within the fly director otherwise it is going to jerk a little bit so let me show you that see that jerking left and right of the autopilot as it comes on Okay so transition altitude set stut St on Cross check passing flat level 55 now checked okay so now let's talk a little bit about autopilot controls you will see that it doesn't have all too many modes over here it for example does not have a vertical speed mode or an indicated air speed hold mode all it has in order to control your speed or your vertical speed is the pitch hold so basically the attitude hold that you see down here and this is what we're using so using the attitude wheel down here or click spot that you can find up here on the main controls I kind of like to prefer to do it through the attitude mode though you basically control the pitch of the airplane and that is going to control the resulting speed don't worry it sounds more complex than it really is now you will quickly get accustomed to that and you will figure that it is pretty easy to maintain a proper speed or a proper vertical speed always remember that you have pretty basic controls on your airplane and pitch and power equals performance so if you if you set the right pitch through here and you set the right power remember climb power 35.5 2750 if those are set you are going to be good for your uh speed as well so let's try to set 126 knots here we're going to pitch it up a tiny bit and see what's going to happen then we'll just try to stabilize the speed here at 126 knots so it's slowly coming down through 130 reaching 126 let's just put the thumb wheel down a little bit and then see what we're going to get overall this looks pretty good to me okay so before reaching 10,000 we do make sure that our pration system is working can see our cabin climbing a little bit here it's almost reached 4,000 ft already which is going going to be the um Target cabin altitude for a cruise at 15,000 so overall working pretty nicely now a couple of numbers Here For your airplane which might turn out interesting and obviously those do vary slightly between the different versions of the Duke so those are right now are for the Grand Duke the standard Duke has a little bit different speeds and the turbine Duke as well but for our Grand Duke over here a couple of numbers so the service ceiling of the airplane is flight level 300 or 30,000 ft on a single engine however that goes down to 15,100 and we might just experiment with that for a little bit later but for now let's just um take up those numbers you rotate at 76 knots and the best angle of climb speed is at 96 knots the best rate of climb at 126 for single engine that goes down to a best angle at 94 and best single engine rate of climb 118 and you might notice that you've got that little blue line up here on the gauge and that basically tells you the best single engine rate of climb speed so basically whenever you're flying single engine you shouldn't go below this blue line up there now you might be wondering didn't I just tell you 118 for the best single engine rate of climb I did the reason for the difference is that on the Grand Duke the speeds are a little bit higher because you've got more powerful engines therefore more lift is generated right over the wings where the engines are pushing air above the wings and that in turn means that the um speed is a little bit higher as well if an engine goes out now remember that the Grand Duke is a modification of the original Duke that means these speed indicator over here is still from the original du and well doing those modifications on the airplane doesn't allow you to change any of markings on the gauges right for that reason you'll still see the 112 knots on the blue line of the speed indicator over here compared to the and 16 sorry 118 on the Grand Duke small differences but always good to understand those as a pilot so we already went through 10,000 our cabin pressurization is looking good cabin altitude is 4,000 we can see the differential pressure is slowly building up to a maximum of 4.7 PSI if I'm not mistaken now going through 100 we can turn the recognition lights off and we can also turn the landing at the taxi lights off in order not to overuse our um gauges okay so you can see the turbo charger is doing its work nicely the manifold pressure is staying exactly where we set it and since we have a constant manifold pressure and a constant indicated air speed we also more or less get a constant vertical speed out of the airplane here that's normal that's how aircraft operating under turbocharge will usually work and you can see speed is pretty much nice and stable just varying a little bit with wind changes of course even though we only have an ADD ude hold function here and not a vertical speed hold function now what I really like with the Dukes is up here you only got the flight mode annunciator but they made it in a way that you don't have to constantly look down here in order to click your autopilot you can also just look up here and click it on here like if I wanted to go to uh heading select for example I can just click it here or Naf mode click it right back here that makes our life a little bit easier let's have a look from the out then to see and hear how it sounds [Music] [Applause] [Music] [Applause] [Music] [Applause] [Music] do note the effect on the beacon over there of the actual light moving that's looking pretty cool isn't [Applause] it okay so we got about 700 to go now our engine temperatures are nicely under control let's go ahead and close those cow flaps a little bit and see how the temperatures are going to behave obviously we got to use Cal flaps to keep the uh temperatures under control but for now okay reaching 15,000 altitud mode has engaged and we're leveling off nice okay so made it all the way up up to cruise and with that we are just going to close the um cow flaps completely in order to reduce the drag of the airplane looking good so boost pumps going off ped heat is on anyway windshield heat not required propeller heat not required surfice D is not required fuel ambulance 25 Gall maximum that's can see the um engines are running nice and smooth over here okay so we're going to start leaning in a few moments for now let's go ahead and set our cruise power so looking at about 32 in at 2500 RPMs [Music] here we go okay then couple of little tricks here for your leaning if you are lazy like I am then you can do your things quite easily now 32 in 2500 RPMs is going to be approximately um 65% power so on the gaau up here if you just reduce your mixture in order to get the fuel flow right inside that region you will typically be good to go so right in the middle of 65 easy going isn't it but let's be honest over here this is kind of cheating isn't it so if we want it with a little bit more details then obviously down here we can use our engine monitor for this and it's quite easy actually so I'm just putting my mixture fully forward again let's Al turn on Prop sying when that gauge down here isn't rotating anymore then the two engines half aligned which is basically the case right now so let's go ahead and start leaning for a little bit we'll start pulling back and watch the uh temperatures rise and eventually we are going to reach a peak [Music] and now it starts dropping again so we'll just put it right back to the peak and that's the very easy version of doing these things now there is a complete tutorial available on the EDM 760 engine monitor on YouTube so I'm not going to go into too many details about that and indeed I've just you know made my life a little bit easy here funnily enough this gives us quite a fuel flow range here in the region of about 55% power well just about the lower end of 65 it seems so as I mentioned you can just use the fuel flow gauge for that in order to make your lives easy now quick look over the engine instruments cylinder temperature is good oil temperatures are good and oil pressure is good as well weather radar something like that and that's it already Okay so let's see how much speed we can actually do up here now so looking onto the temperature gauge we've got about -12° at 15,000 so if you now look at the top of the speed indicator that's - 12 over here and if we now rotate this to place 15,000 ft onto the- 12 somewhere like this you can see we're doing about 27 knots of true air speed over here and if I have a look at my performance chart which you can find in the product manual you can download that for free from the just flight website and we can see that using these power settings here we should get something about 2 17 and that's actually pretty much where we are so it's quite accurate so they didn't promise too much when they wrote on the the product page that the airplane can perform within 2% of the actual Pilots operating handbook manuals here obviously we are just cruising rather low here since we are doing a rather short flight so do keep that in mind but I am very positive that at different altitudes our power and uh pitch is going to be quite similar to the manual as well okay so that much about our setup up so our Duke is now in the air we are flying but it's not a very long flight so first of all let's go ahead and make a little direct here to hold it please I tell you what let's not do that because the working title gns sometimes has a tendency if a waypoint is twice in the route and you can see we've got alip as the intermediate fix but also as the M approach fix it sometimes tends to just sequence it onto the last one for that reason I have just changed my mind and I'm not going to fly direct all dip but of course you know the gns 530 you have all the options available there if you use the 750 even better even more options let's go for VF so the approach is going to start in 3,000 ft and we want to reach those yeah four miles before is looking good and that's going to be 4 miles before zota which I believe to be the top of descent okay then vertical speed profile let's just do, 1500 over here enter so we begin our descend in 6 [Music] minutes all right and now we can just use a little bit of the time we have available just to relax and enjoy the beautiful looks of our aircraft if you're flying during early morning or late evening you do have have sun visors available to you that you can move around like this and pretty much place them exactly as you want to sometimes they do seem to be a little jerky if you move your mouse quick but as you can see if you move it slowly then you can really place them pretty nicely in the uh main part of the panel apart from that if we just move to the uh back of the cab for a bit have a look at what we got over here there is the folding table available over here now let's go and Stow that [Music] again the obligatory headset plug of course because let's admit it these planes are pretty loud if we just enjoy the views over here that's really beautiful isn't it [Music] [Applause] [Music] [Applause] it's nice when when you're just watching the Aeron move just see it how small movements of the aun are actually needed in order to steer the airplane can barely see it at all all right and this is what your brand new wonderful traveling aircraft looks like nice level of detail down here in the cabin even if we zoom in a little bit you can start see being the pixels of the texture here but just look at the wood really good quality pretty much all around in the cabin okay then moving back to the front a little bit let's just have a look at the oxygen panel that we've got available down here so I told you earlier already that we can of course use this can turn the oxygen on over here and then you start using it up now be aware this is just for emergency cases so let's turn it off again because obviously by default our airplane is fully pressurized down here so we are not going to need any of those um any of those uh oxygen tubes by default now something that is worth pointing out as well is cabin temperature now you you can see you've got the cabin temperature gauge over here and right now the plane is nicely flying with 21° but if you go really high if you go all the way up to 30,000 ft then you might get into trouble with your heaters and the air conditioning system might just not be able to keep the cabin temperatures where they are now you you can do something about that if you go down here to the air temperature controls you can pull those out and then additional air from the engines is being directed over the turbochargers and of course turbochargers warm because they operate on exhaust air of the engine and therefore cabin air is going to be directed over those turbocharges thereby warming up and thereby helping the airplane to keep cabin temperatures now you got those little cabin temperature gauges right right up here telling you um if the cabin temperature is excessively low or excessively high and that is of course going toh give you a good indication in the real world those are of course not there because in the real world well you simply feel the temperature and when you start feeling uncomfortable you are going to change it now by default however you don't really want to use those um levers all the time because obviously the turble Chargers are operating on exhaust air that means no oxygen inside but carbon monoxide and if there is any leak obviously the chances of polluting your air with carbon monoxide are really going up quickly so for that reason we tend to not want to use those levers okay we're slowly approaching our top of descent here so let's go ahead and start start our descent we're going to go initially down to 10,000 and once again we do not have a vertical speed mode on the autopilot so all we're going to do is to switch it over to attitude and then we can use our thumb wheel over here to pitching the out plane over just do it nice and slow I'm just going to zoom out a bit so that you can see how the plane responds this is one notch of an input here and like that you can simply set your target pitch [Music] so as we start the descend be sure to turn your cabin altitude down to the Target Field elevation Z is located at0 ft so obviously we just turn it down to zero now for The Descent I'm simply going to keep my power right where it is the only thing that I will eventually have to do is to increase the um mixture a little bit but since we are turbocharged the manifold pressure is not going to change that means the mixture is not going to change and well that means much less problems for anyone okay we're just going to Stow those sunvisors here come on you can see they can be a little bit annoying here to get them to St correctly you got to be really careful with your mouse but I think this is looking good and this is looking good okay [Music] so this is where the Piston Dukes really shine above the turbine Dukes now in The Descent when you just keep your power you can see how the airplane easily goes to about a 230 knots and remember the turbine Duke maxes out below that now we actually have to reduce power in order not to over speed it also going to increase fuel flow a little bit here so that's looking good okay and this is pretty much how we can do these things now for a quick setup for our approach the ILS insult it's quite easy triple 1.5 is the frequency has already been autotuned what going to tune it in the second radio triple 1.5 Final Approach course 320 but we are only going to set this once we are um past alive once we actually start establishing ourselves on the Final Approach profile let's go ahead and oops see not you but you just sent down a 3,000 which is our platform altitude and then let's simply go for the um let's just get the q& online and the latest is one6 okay set q& [Music] H one6 cross check passing 10 point Sorry passing 9,600 now checked okay so let's get that vertical speed up a tiny bit here can see one notch can give us a change depending on the speed of course but generally you you can see the vertical speed is pretty well controllable overall it might turn people off a bit to hear that the plane doesn't have a vertical speed or an indicated air speed hold mode but as you can see it's pretty easy actually to uh steer this way the plane does what it is supposed to do that's the important thing here okay then below 10,000 we're going to turn the recognition lights on and we're going to turn the landing lights on well and the taxi light but that one's just going to um come up automatically when the landing light is uh sorry when the landing gear is being lowered okay so easy going up [Music] here you can see with minimal power changes our speed is really easy to control I do really like that about the Dukes so the weather and Z is currently 0806 that means on Runway 3 2 we we are going to have something like a 5 not tailone component but I much rather do the ILS here and accept that slide Tailwind than fly all the way [Music] around okay we're going to start our final turn in a few moments oh we'll let it turn in Mount on the GPS and once we established on the Final Approach track then I'm going to turn the um or to switch then I'm going to switch it over to VR navigation to capture the localizer so over there is our destination already Z is inside so R turn course 322 is slowly coming up here we go as for our minimum 200 radio is correct and with that we are pretty much set up to fly the [Music] approach okay then looking good our cabin altitude is down our um [Music] all the gauges are looking good the engines are performing nicely then let's go ahead and read the uh apprach checklist so seats and seat belt secured cabin altitude differential and climb is checked fuel selectors on imbalance monitored recognition lights on ped heers on windshield heat off propeller heat off cabin temperature and mode we can switch that off already so C flaps as required mix up for maximum power and approach flaps as soon as we um start slowing down so looking at the speed indicator we've got that little triangle here and that is the um maximum speed for landing gear extension and for approach flaps and then later on we've got the 135 up there for our Landing flaps but we want to make a fast approach today so I'm just keeping the speed for now I wait until we are level and then we are going to start reducing our air speed now it is turbocharged so we got to be a little bit careful when pulling off the power but don't worry about it you will see how that can be done pretty [Music] nicely okay leveling off and you can see it's already automatically changed to to localizer approach motor arms and captured and just look at how nicely our speed reduces when we are in level flight manifold pressure down to 15 no lower than [Music] that you can see works pretty nicely so speed is at 170 already so we could lower the first stage of flaps the Glide slobe is coming in and once we're a DOT and a half below the Glide we are going to get those flaps down okay so approach flaps gear down fuel boost pumps coming [Music] on let's not get too [Music] slow little bit of power is back in 120 knots is looking fine for the approach but as you can see speed reduction is no problem whatsoever within three or four nautical miles you can easily Lo lose all that speed okay BL [Music] capture and go on altitude 3000 [Music] set okay so in preparation for the land we've got zero differential pressure propellers thing can come off propellers we're going to keep them in 2500 here for noise abatement but we will later on on short final then increase to uh maximum RPMs so let's pull the power off a bit 25 in is going pretty well okay so with that all we need now is full flaps and then we are going to be good for our approach in preparation for a possible go around I am going to open the C [Music] flaps that is looking good [Music] okay flat [Music] full and that should slowly bring our speed back we're going to maintain those 118 knots until the short Final in case we get an engine failure that is going to make our life a lot easier and that's it so l checklist is complete then let's go ahead and do a little bit of manual flight again so press the autopilot disconnect knob once that means the flight director stays in view we could press it a second time that would remove the flly director from our view as [Music] well so quite a strong wind at the moment we're still doing 150 knots ground speed here [Music] [Music] I tell you what the wind seems to be stronger than forecast so let's level off in 800 and we're actually going to fly a circling approach onto the opposite Runway okay 800 ft circling altitude now of course we get rid of the flly director going to make it a circling to the [Music] [Music] north that Tailwind was just a little bit too strong here might just have been the easier option to go in circle still it was the the better option to fly the approach on the ILS instead of flying all the way around for the Anna approach I am fully convinced of that okay well look at that almost full power in order to maintain our speed and level flight here well I'll tell you what in that case we'll have to go to higher RPMs already let's do 2750 which is our climb [Music] RPM so down there is our Runway obviously we could just retract the notch of flaps here but I don't want to mess too much with the configuration now especially since on Bon we'd have to get them out again and since we're not so familiar with the airplane yet I just don't want to mess with it too much just when you're getting onto new aircraft you know make it as easy as possible for you okay that's a r down there we are going to have Tailwind on the Bas lag so make sure that we adjust the bank angle accordingly power looking good okay start on the base turn also starting a bit of a descent here least a tiny bit please 500 fpm is looking good and now we just going to see something in order not to overshoot completely here let's say our altitude is looking good right now can just keep it in the turn start descending a little bit more a little bit less power and here we go slight overshoot due to the Tailwind but that was anticipated but circling approach stable criteria 300 ft so and only small Corrections required so we are nicely on course [Music] okay looking good little bit of turbulence close to the ground here right back on the poppy power idle and decb touchdown so you can see we need quite a bit of Aeron in order to keep the wings level [Music] here okay and just slightly overshooting here but I tell you what we will easily be able to regain that in order to vacate via the crossing Runway and here we go welcome to Z so we are just going to make sure that we leave the crossing Runway as quickly as possible so let's just taxi it all the way up to the taxway at the end in order to vacate towards the general aviation terminal and that's it my friends so you could see the crosswind flight Dynamics here were quite interesting and that's actually feature of the Duke in that first of all you do need quite a bit of Aeron to keep the wings level and that's really realistic even on big airliners like the 737 that's really noticeable that you need a lot of Aeron in order to control your aim properly and on the Duke they actually do simulate that you can tip over if you don't do that and well I have a feeling that that is going to be a topic for a video at some point but let's not break our plane on the very first flight we do with it shall we okay entering the general aviation apron here so the one way sign you always go to the right when you're leaving the G apron you come over here when you're entering you come over here and we just get the entire airplane Off The Runway along like this and we just stop it over here for the after landing procedures okay here we go so parking breake is out then after landing so boost pumps off if the temperature is below 32° which it is then flaps going up we've got zero PSI differential pressure observed that means cap pressurization mode goes to dump weather radar can already go off transponder goes into Al off okay so lights as needed and we are going to make it strob light off Landing lights off then ice protection goes all off and cabin temperature and mode will'll just keep it off 18° is nice okay that's the after landing procedures complete then let's go ahead and taxi to the apron and we are going to shut it down and have some feedback over then so for the sceneries in use we had Sim Wings Hamburg now we're using fsdg vestan and the airplane is of course The Marvelous black Square Grand Duke okay we're going to park it right over here next to the fuel fields you can see that I really have to use a little bit of braking every now and then in order to keep us under control here okay that's jet A1 that's have gas right over here and here we are perfect yeah thank you we'll do that once we are shut down actually okay so tax light can come off let's go ahead and shut it down then so a parking breake is set the inverters going off avionics Masters going off fuel pumps are off electrical switches are basically all off as far as I can see the only thing we'll keep for now is the beacon of course so pitum off and the rest is off perfect okay so throttles close prop lever high RPM mixture cut off and that's it my friends okay so magnetos can go off then generators going off battery going off and when we remove our first officer from view for a moment oh show Coop pilot from the inside off then we can find our control locks right over here as well and that is it my friends that is the black Square Grand Duke now I will show you all the others over the course of the next couple of days as well probably next with the turbine Duke and then finally the standard Duke in any case what we can say already is that we have really gotten a beautiful new airplane for our simulator over here it's going to come in two packages costing just about €40 each if you buy them separately or 60 if you go for the combined package where all three versions are included the Piston Duke includes the standard and the Grand Duke that we have flown today and then you've got the turbine Duke which includes well the turbine Duke so great discount available if you buy them all in one package and when are they going to release well that is the big question and that question is luckily one that we can answer with a little caveat so basically they do plan to release it in the next couple of days that is between the searching my email as I'm looking for it that's between the uh 6th and the 9th of May so basically the week after I'm publishing this video but this will depend a little bit on what happens with the SIM update 15 as ideally they want to wait and release the airplane soon after the Sim update is being released but if there ends up to be a further lengthy delay they will probably still release it with a little disclaimer there so if we do have a look into why the original release was delayed a little bit compared to the original plan then here's a statement from black Square for you the Dukes have been delayed until the release of sim update 15 due to a buck introduced into the working title gns 530s hot swapping system with Sim update 14 from December 2020 3 this the included GPS package does have problems with Sim update 14 then but not with anyone on Sim update 15 beta now I'm on Sim update 15 beta so that should kind of solve the problem now the Dukes also incorporates the Sim update 15 ground handling and crosswind physics and the developer has not heard of any of the beta team testers complaining about how it feels in Sim update for 14 but again that is why they decided to wait as usual those aircraft are complex and require a healthy GPS add-on installation so please do not hesitate to ask for support if the plane comes out and you're on Sim update 14 with any problems or whenever the plane comes out and you've got any issues with the GPSs now with that in mind release between the 6th and the 9th of May so the week after I'm releasing this video and well if it does come out before Sim update 15 releases then just be aware there might be some potential problems with the GPS's and some of the flight Dynamics which are tailored for some of the improvements made with Sim update 15 but still seem to work fine in Sim update 14 in any case opting into the Microsoft flight simulator beta program anyone can do that so you can always get the SIM update 15 beta which I have used to create this video now finally what is my recommendation on the Dukes then should you get them or not well of course you should and honestly if you expected any different answer from myself here then well you didn't know myself you know that I'm a huge fan of the black Square aircraft and they have really outdone themselves once again creating an even better add-on than what they have released last the Dukes have marvelous performance they have a hugely complex electrical engine and so on simulation and now the efb even gives you the possibility to view some of those in action but as always if you just follow the checklists that are included in the manual then all that beautiful stuff is manageable is completely manageable so I from here on I hugely recommend you to watch those preview videos on the just flight Channel where they go into some detail about the engine simulation and other parts of the simulations but don't be overwhelmed by the complexity if you simply follow the procedures then you will be able to get on top of it all and fly the plane just like I did on this particular flight now huge recommendation over here personally I would recommend you to get the full combined package where you get the stunard the Grand Duke and the turbine Duke because the three planes just fly a bit different from one another they handle a bit different from one another and especially the turbo props are a huge lot of fun as well now contrary to what most people would expect the reciprocating engine version the Piston Duke in my opinion is more complex to handle than the turbo so the um turbine version but in my opinion just make up your um own mind about that I'm going to have a video on the turbine version in a few moments and until then all I would like to say is thank you so much for watching I do hope you enjoyed these also thanks again to just flight for providing me with a pre-release copy of the aircraft so that I can make these videos for you and finally if you are up for more don't forget to like the video and comment to let me know what you think about it and finally if you really love what I'm doing on this channel do become a subscriber and if you really want to support me I would appreciate a small donation through the buy me coffee Link in the video description below thank you for watching and see you all again on the next one
