hello everyone and welcome to the channel I'm Emanuel I'm an airline pilot and today we are finally going to have a look at the turbine Duke yes the turbine Duke now many of you have been asking why I didn't choose it as the first black Square Duke preview and as a matter of fact I would have loved to do that but I tried to record the Piston ones first to get a little bit more familiar with the aircraft and to be totally honest the Piston ukes did seem like the more interesting plane to me as the piston engine simulation is just more complex than the turbine engine just due to the nature of the engine now black square is modeling both of them to very high degree and to very high detail but the piston engine simply is more complex in the real world as well now all of that set aside though I am currently recording this one from the hotel on a layover so if you're wondering why it took me so long to get you guys the turbine Duke then there you have it I uh trag record it something went wrong during the recording and I had to um go to work then so ultimately I'm sitting in the hotel here recording this one on my gaming laptop so I do have a little bit of limited Hardware available here I'm only using my thrustmaster abos stick together with my thrust Master Boeing throttles for this one on my gaming laptop on the hotel internet so if certain things don't go as right during the recording as you are used to from my channel then there you've got the reason why nonetheless I wanted you guys to be able to have a look at the turbine Duke and get my opinion on that one as well so let's go right into it now the first thing many of you will probably notice and that might probably seem a little bit strange if we go inside the airplane is that the turbine Duke is actually slower than the Piston Dukes you can see that our speed indicator maxes out at 200 knots compared to 235 knots that you've got on the Piston y now why is that well that's actually a quite simple answer for that and the answer is simply that there are different certification standards for turboprop aircraft than there are for piston aircraft and for that reason the maximum speed as well as the maximum altitude of the turbine Duke are lower than those of the Piston Dukes now the Piston Duke flies 235 knots maximum and flat level 300 the turbine Duke on the other hand side goes 200 knots indicated and flight level 28 maximum now nonetheless we got to keep in mind that due to the true as speed effect and the effect that those engines simply generate more power at higher altitude the turbine Duke still goes a little bit faster when compared with the Piston Duke now the Piston Duke goes approximately 250 knots to as speed the turbine Duke goes about 290 knots true air speed so it does fly faster in terms of true air speed at flight Level 240 that is than the Pistons even though the Pistons can go to a higher indicated air speed now let's go ahead and start with a quick walk around of the airplane before we're going to take it flying now the main thing that I have already been showing in the background here actually is the engines now the turbine duuke is fitted with the pt6 a engines so the let's say most common turbo prop engines that you can find and there are a couple of differences in the operation compared to for example the king air or the TBM 850 but we're going to go over those in this video apart from that it is also fitted with winglets as you can see over here and finally it is also of course fitted with a pressure cabin now something that I once again want to point out here is the lovely feature of being able to edit the aircraft registration so I changed this one to a custom one Oscar EO Delta Victor Romeo and the repainter can choose in the config files where exactly that registration is going to show now the manual includes details as to where exactly it is positioned but for example you are able to position it on the uh winglets of the pr right down here you're able to position it somewhere across here and even on the tail if I'm not mistaken so that's a pretty pretty cool feature okay okay then going to the inside we've got our cockpit you will notice that instruments are a little bit different from the Piston Duke over here we've got slightly different instrumentations for the starters and the fuel pumps the engine instrumentation is of course quite a bit different and we've got an engine monitor over here compared to the computer that you've got on the other airplane and generally the turbine Duke is just a little bit more modern now we'll go over a couple of those systems in a few moments but first some topics of animations you can open the baggage door by clicking on the door key and that just puts the key up to the ADI which I really like bringing it right on top of the main instruments which blocks out the view over there and thus makes it really obvious that you still have forgotten something now obviously you can also just see it in front but it is very good practice for general aviation pilot to put your keys on the instruments so that you don't accidentally forget a door now going to the back of the plane then obviously we do have our cabin door right over here and this is what it looks like and well that is about it let's go ahead and close the door once again if we can find the door handle that is and if we cannot find the door handle here we go now perfect okay so here it is and down here well let's see do not pull while the cabin is pressurized okay so that's pulled that's in perfect should be fine okay so that much about our door we also have the ability to fold out the table if we have a look at the back over here and this is what it looks like okay perfect and that is our turbine Duke cabin now a couple of General words about the turbine Duke here the turbine Duke is a modification of the original Factory Duke from 1974 that is modeled in this airplane the turbine engines have been added in the aftermath and in general it's uh quite a modified airplane that we've got over here you can see we've got things like digital fuel gauges digital um electrical system indicators we've we do have some different fire extinguishers down here and of course being a black Square aircraft we can also choose between many different radio setups for example we can include the gtn 750 and 650 or a combination of any of those that you see on screen screen here we can choose between the PMS 50 and the TDS and just to show you what it looks like we are just about changing the setup over here give it a small moment and now we've got the gtn units in here now personally I'm pretty much of a fan of the um 530 and 430 unit in this airplane because it kind of just adds to the charm of flying an airplane of this day and age so that is what we are going to be using today all right apart from that you can to do a couple of um options over here like having an unrestricted beta range showing the beta annunciators those are going to be right up here on the prop gauges we'll talk about those in a few moments when we start taxiing and well you can choose to load the plane with the trucks and caros deployed show copilot from the inside that one we're actually going to turn on hello there Welcome to our aircraft and um that good stuffff okay so in terms of payloads we're just going to go for gallons today we'll also add a passenger in the back one in the front and we're going to load up the fuel here let's take 100 gallons each side and make sure that our exterior elements are not displayed just to give you an idea of what they look like let's just bring all of these good things up so connecting the external power automatically um Powers the airplane up let's have a look at what all of that looks like real quick so that you guys can get an idea so that is our external power unit right over here and if you do say that it looks a little bit like a vacuum cleaner then I do generally agree with you though it does better things and it's probably more expensive than one apart from that we do have our engine covers in place right over here and we have our pedo covers in place right down here now something that I really like in this airplane is that the PTO covers actually do respond to the wind that you have around so you can see that we've got a rather strong headwind right now so that is pretty pretty cool I do like that also we do have our chocks in position over here and rest assured if you do forget them then you will face the consequences but today I'm not really keen on demonstrating to you how the um ped covers may block our a speed indicators so let's just about forget about that and we are going to remove those straight away again okay those are just a couple of the cool things that we've got available on this airplane apart from that in the tablet we can also have a look at our general engine conditioning operation on both engines of the electrical system the cabin and we can also trigger our failures over here which is quite cool now today I will turn those off but you can basically do all your settings over here and you've got abilities like um having an engine fail based on the meantime between failures so for example over here you're going to get an engine failure every like 8,000 hours or an engine fire every 30,000 flight hours of course that doesn't mean that the engine is going to fail exactly after 8,000 hours but it means that you've got a chance that if you do a flight with a length of 1 hour then your chance is 1 to 8,000 that you're actually going to have an engine failure so quite a cool model that you have over here something that I'm missing that I would really love to see add it in the tablet is navigraph integration so that I can get my flight plan and my charts right in the co Coit because right now well we don't have the charts on the cockpits so we do need to use them from an external source which is a little bit unfortunate would have loved to show you those inside the cockpit but well so be it okay so now let's get away with those and have a quick look over the cockpit and some of the differences between the turbine and the Piston Dukes from the turbine starting down here you can see that instead of cow flaps we have oil doors which can be used to cool the oil and you've got thece deflectors which basically deflect um not just remaining remains of ice but also dirt Etc so this is quite cool when you're operating on unpaved surfaces like the turbine you can well today we don't really plan to do that today we are going to operate on paved surfaces only but nonetheless if you were going over grass Etc then these would not just deflect eyes but also dirt and what I really like about the um efb over here so that you can actually see those in action so down here the inertial separator that's basically what the I deflect doors over here are you can you will be able to see that door coming down and then you've got the air entering down here and it actually shows you how much dirt there is entering that's really really cool you can see that over here on the foreign object debris intensity as well so you really get an awesome idea of what the airplane is about by um looking at the tablet occasionally okay then so let's put that away then and have a continued look at the differences between the two types so you can see over here that we've got a rather different electrical panel down here you've got fuel pumps both primary and auxiliary then you've got the starter and the generator switch basically in one switch and above that you've got the ignition which has an automatic mode available as well and Generator resets all separate buttons over here then you do have two batteries in this aircraft so you can select between the two or both and then one of the biggest differences obviously are the engine instruments which are of course tailored to the turbine engines with the torque being the primary reference and you also got Master caution panels right up here where you get all the different system light indicators now apart from that going down then we do have our engine monitor which is different on the turbine version than it is on the Piston version and finally our fire extinguishes down here apart from that well the rest of the aircraft is mostly the same couple differences in the layout like down here got different gauges and well we are going to have a look at all of those as we go ahead and fly the airplane now let's have a look at what we are going to fly then so first of all let's close up over here remove those control locks thank you and the AR door is already closed awesome okay so what are we going to do then we're currently standing at PEX bagani airport which is one of the balcon updates airports that we got with the um world update balcons and from here we're going to fly onto clarenford which is going to be a quick 35 to 40 minute flight in which we can demonstrate some of the airplane's capabilities most importantly the awesome climb capabilities of the turbine Duke now let's go right into it again and let's start with our procedures so we're going to start with the normal checklist here so pre flat checklist pre inspection complete control locks removed seats and seat belts fastened cabin door laed north package or latched Park and Brake is down here and set so landing gear down electrical switches are off engine and avionic switches off oxygen pressure between 18 sorry between, 1550 and 18850 that's right in the middle very good okay circuit breakers over here are in again this is what it looks like when one is popped so you're looking basically for that white stripe on the side of it but they're all in today okay supplemental bleed a is off C pressure open all static and normal CO2 detector test environmental modes off flaps up power levers flight idle propeller levers high RPM condition levers are cut off trims centered down here and the fuel is fuel selectors are on free flat check is complete all right then let's go ahead and start up our engines so we start down here with the beatm light which is coming on the Battery Master is coming on and we are just quickly going to check both batteries so we do have the voltage indication right down here so this is battery number one and over to battery number two which is Al also showing 25 volts awesome so we just stay on uh both batteries over here okay then next up we're going to check the ignition and you will see the warning come up over here as I turn it on so for that we're going to turn the ignition AO observe it come on and then ignition on okay same thing on the other end side you can observe it come up over here so ignition Auto it works perfect and ignition on so next up we test our fuel pumps so just listen out and we can observe the fuel flow down here as well Wing pump works o pumps works perfect and the same on the other IDE perfect okay and off again now let's go ahead with the engine start there is a slight difference in the startup of the engine on the turbine Duke compared to other PT 6s that you've got on other arra mostly that normally on the pt6 you turn the um conditionally on at 13% NG now on this one we wait until we're at least at 15 but better until it has stabilized above that and only then we're going to turn on the um condition lever now at 52% we disengage the starter and the igniter and we do observe temperatures less than 10 190° so basically we're looking for a less than the red arrow down here we can temporarily exceed this one over here during the engine start and that is acceptable okay then let's give it a go we're going to start with the rightand engine so the engine power lever are an idle starter on SO gas generator starts rotating prop starts rotating we're looking for at least an NG of 15 but we'll let it stabilize above if we can and this is looking good okay condition Le goes on [Music] the Hat wind really keeps the engine cool during start that's nice okay looking good so we're at 52% St can come off and the generator can come on so emper is observed we do observe normal instrument indications and going over here we also have oil pressure perfect okay so battery voltage is below 120 that's looking good then let's go ahead and start the left engine starter coming on engine's rising and that is looking good so we're past 15% let's wait until it stabilizes looking good and conditionally we on okay having an eye on the engine instruments but those are pretty much looking good oil pressure is observed as well and we're past 52% generator is coming on okay awesome and the ignition is coming off so battery temperatures below 140 that's looking good we have our amperage obser res serve very good then we can continue with the after start checklist so lights M light is coming on weather radar is on standby okay then avionics on Main inverter on and our engine is powering up we'll also power up the transponder over here so we can cancel the master warning at the master caution quick check over over the indicators over here that is all expected looking good and we're going to fly IFR so SC 2000 can come in we'll keep it on standby for now well might as well just turn it on already doesn't really matter too much our gns is starting up slowly okay that is looking good then we can go ahead with our Naf setup so there are no published sits over here therefore it is just going to be visual departure start over here so Lima Hotel papa papa is where we are currently standing here we go PX Pagani airport so first way point is going to be VAP Victor Echo Bravo alpha lima from there we proceed towards bed Bravo Echo Delta scar X-ray and from there towards kilof Fox Chango which is Clen for V already and we take the v in Austria and finally our destination is going to be Lima Oscar whiskey kilo plagen F enter okay so our flly plan is in now we just got to wait until the system has acquired all the satellites so that we can get going and here we go okay so we'll go here and here that is looking good 1 to 28 is already active and 1 to 3 five no we want one to 1.5 here we go that's easier listen to both radios transmitting and one looking good and that should be our setup most be completed we prepare the elapse timer down on the ADF and that's it we don't need arcanus 81 it's a nice system to have but we don't really need it today okay excellent so cabin temperature mode we'll switch it into Auto it's 27° maybe can start cooling a little bit okay so first track 266 like that and then we are mostly set up now field elevation is 651 ft so let's just go ahead and dve all that in down here in the alter meters looking good all right perfect so with that we are pretty much ready to go so tck light can come on and then let's go ahead and get the airplane taxiing a little cavard over here on the taxi I am doing this all with the thrust Master AAL stick including the twist axis because I don't have rubber pedals with me in um the layover in my hotel over here of course so if it does take a little um if it does look a little bit Twitchy how I'm taxiing the airplane then that's the reason why also quick look down here we can see the oil temperature is getting really warm already so if we already go ahead and open those oil doors then that is going to start cooling a little bit again so do keep an eye on that okay break is released you can see the airplane does taxi nicely so first things first let's get it out of here okay brake check it's working just about fine caveat here again due to um using the thrust Master stick I only have full brakes or no brakes but you can control the speed pretty nicely by use of the beta range so if you just pull the engines down into the Beta range that does really help getting a taxi speed under control in standard idle they do taxi pretty fast but with the beta range we can actually keep it under control rather nicely so those red dots that you can see down here those are basically the beta range indicators that we had available optionally in the in the uh tablet earlier on okay so reaching Runway let's go ahead and stop it right over here please that was a good stop okay so park and break is set then let's go ahead with our runup checklist okay so first of all engines just shine of the beta range like that okay run up checklist P set announce test and consider so the lights are all working and everything that's visible over here is considered and expected remote Compass so we show Z was that 058 something the likes and 058 something the likes there slight and aligned fuel selectors on cross feed here they are fuel pumps on okay next up we are going to test our engin so power Le for 250 RPMs so a little bit hard to find youe on this but we will be getting there that looks good to me okay then propeller Governor test left side RPMs Dro to 2,000 perfect let's go and right side is also working perfect okay then power laas 2,190 [Music] RPMs that's a bit too much much here we go this is looking good okay then exercise left propeller down to, 1500 looking good and the same on the right side okay and next up fire detector test that's located up here and you can see that we've got the engine fire warnings on both sides and the detector down here is working as well and let go of the switch again okay then so next up let's do the left generator reset button push we can see the amps are going down and on the right hand side they're going up and we are going to do the same on the right hand generator working perfectly okay then so power lever down to [Music] idle I just accidentally put them all the way into the Beta range still got to get used to that a little bit okay here we go so par Le an idle the oil doors are open already and we can clearly observe very effect over here the oil temperature has really dropped quite a bit okay then next up ice deflectors coming on this is going to take a little while now but you can see how the light went out immediately and now it takes a little while until the um other light goes on okay instrument air is in the green range down here and the sources or the um Source failure lights are not illuminated perfect okay then we can go ahead and test our cabin pressurization system so the cockpit window is closed so cabin altitudes field elevation about 650 and that's pretty much what we see up here as well 650 no differential pressure now we're going to set the elevation to 1,000 below that so minus 650 round about okay test mode we observe the cabin is descending and back to normal okay then now we can set our first plant cruising altitude which is going to be 24,000 ft that is where the plane flies the fastest we get the true air speed and it is also about the altitude that you can reach without having to exceed a cabin altitude of 10,000 ft so you can see over here that around about 25,000 is where cin altitude is equal to 10,000 okay so that is looking good next up we test our anti- I system and we're going to switch all the anti ises on one by one and then observe that the um system load up here is going to react accordingly so we'll start with the propeller heat that is going to come on and now we just press the uh ground heat test and you can see how we are immediately getting the load over here and over here okay let go of that again drop heat back off windshield di observe a huge load on the generators here and we can see the voltage indication here as well okay back off and now we do all the separate anti and switches and each of them should have an effect over here and they do perfect and and back off again okay so next up we test the um di boots we do have the indicator for that um right up here so have a look at that and we go first into the manual note and you can immediately observe how we do get a d pressure should end up between 15 and 20 psi down there goes to 15 perfect okay let go the switch again now we're going to do a single cycle down here that should should go between 15 and 20 as well and it does perfect okay with that our anti ising system is checked next up we check the auto pilot so pitm goes on down here justest the electrical trim trim switches on the Yol operating just fine and now we are going to test the autopilot itself our heading back is set to something about 30° to the left over here and now let's go ahead and switch on the autopilot switch you can see see how it reacts immediately now we do the same on the other side reacts immediately perfect okay and the switch goes off again that's it all righty now next up we check the flaps put them all down we can see how they are driving looking good and flap back into the approach setting which is the one we're going to use for our takeoff okay so the window is closed we only have expected annunciators that's our ice deflection doors that are open over here that's expected as well oil door open is expected as well and then first clear altitude let's just put it to something about 6,000 or so and that should be good and with that we are pretty much done okay awesome so lights are coming on strob light recognition light Landing light and then that leave us all full forward perfect so breaks off P heat on let's go ahead and line up little bit of beta range here in order to keep the speed under the control and here we are okay so small word on the take of itself then we're going to put our power levers to a torque of 1260 so 1,260 if it ends up a little bit less than that don't worry the plane has so much power available we just want to avoid overt talking it now from there on release make sure the it stays less than 8 um 5° which is what we got over here rotate and retract the flaps at 120 and then we can climb at about 130 knots that should work pretty well now in gentle speeds rotation is at 102 knots and the best rate of climb speed is at0 and the same goes for a single engine operation so that's pretty much what we want to look out for okay so transponder on weather radar on even though I don't really expect to see too much today and then we can start our 11s T down here as well and with that we are good to go and one more which is down here okay take off I keep holding the brakes as I'm setting my thrust you will see in a moment [Music] why okay power is set brake release quite a bit of right hand um ya movement which is due to the wind coming directly from the right okay and we do need to add some Aeron to avoid the plane tipping over rotate okay positive climb gear up so speed 120 flaps up and keep the speed approach here that's looking good okay so let's start the right hand turn and you can see how beautifully it flies you really climb very very well really don't know what to say about that rate of climb here 3 and 1 half th000 ft a minute the turbine Duke is just completely overpowered okay let's put the FL director on we'll just align the heading block over here get it into a stable position altitude selector up towards 10,000 already here we go this is looking good okay the plane is pretty much stable now autopilot on little jerk through the control column here but now that it's stable thing is climbing just about fine so just like the Piston dues the turbine uke doeses not have a vertical speed or indicated air speed hold mode but using the um Pitch thumb wheel and the attitude mode you can control it pretty nicely okay so with all of that out of the way let's go into the end route climb so that's going to be propell us at 2,19 RPMs which is the default high setting and the power leels are going to 12200 ft-lb and then we just got to keep it there throughout our flight okay so that's power set we will occasionally have to increase our power lever setting a little bit as we climb up into um less dense air therefore there is less pressure on the propeller leading to the direct result of the torque decreasing with altitude as you can already observe over here it's a turbo prop so we don't need to lean it and with that we're pretty much set up for our flight so let's climb it all the way up towards 24,000 like that and we have passed our transition altitude so set done at 10113 and 1013 roughly passing level 96 now checked okay so let's pitch it down a little bit here and let's fly direct to our first Waypoint vile so vile direct enter activate and now GPS is selected up here that's important for the plane to actually follow the command and this is looking good now we are climbing to a higher altitude and that means that our cabin is slowly pressurizing however the chine Duke has a little bit of a problem and that is if you just keep it climbing at the best rate of climb possible then your cabin is eventually or your out is eventually going to P so quick that the cabin cannot keep up with it you can see how the differential pressure is already slowly getting towards the maximum here as our cabin is climbing so in other words the airplane can out climb its cabin pretty easily for that reason we could climb at 120 which is the best rate to climb which gets us almost 3,000 ft a minute over here but in order to not overload the uh cabin we got to pitch it down a little bit here using the pitch wheel so that our cabin has a chance of actually following up let's do something like 1500 ft a minute or so that is going to nicely increase our air speed over here but that's really necessary in order to um avoid exceeding the capabilities of our pressure cabin of course as speed increases so does the lift over the wings so your vertical speed starts going up again so you might have to um Pitch it down a little bit with a pitch wheel every now and then as you can see now our um differential pressure is still Rising a little bit so we might have to pitch down a little bit further in a few moments I just want to let the plane accelerate a little bit to let it show its true capabilities here okay so very nice and high altitude here so let's go ahead Turn The Landing lights off can also turn the recognition lights off so we put the switch back into the beacon position and we probably don't need the AR deflection doors here anymore as well quick look at our oil temperatures which are nicely within limits as well so we can close that oil cooling door as well that should reduce a little bit of drag give us even more climb performance okay so you can see we are slowly approaching the limits of our pressure cabin here so let's pitch it down a little bit we can see the C climbs at about 800 ft a minute here 8 to 900 so we just put our airplane to the same um the same position then it should work rather nicely okay so that um differential pressure should be arrested there you did get our warnings for the um oil doors but we'll just keep in closed keep an eye on the instruments and see how they are going to behave as you can see now lovely indicated air speed here 190 knots which is just much faster than what the Piston you can do and this is really where the effect of the turbine engine really starts coming into um into play over here now the pist dukee is certified to fly faster than the turbine Duke but the turbine Duke can just power you through where the Piston Duke would simply still be climbing at 110 knots for the best rate of climb while the turbine you you got to limit the rate of climb and thus you get the higher indicated air speed just in order to keep your pressure cabin under control that's quite cool if you ask me okay so with that we're in the air our speed is looking good let let's have a look at what the oil temperatures are doing looking very good as well perfect okay so it's not all that far to our destination anymore but for now let's keep monitoring it in the climb make sure that the airplane is performing as expected we should stay beneath those clouds I would say probably okay and that's really about it so that we're nicely in the air one small mistake I did there on the take off should have turned the air conditioning mode off our left left it in Auto well so be it now as we're climbing into the higher altitudes our aircraft might start getting some problems keeping the cabin temperature under control you can see it's already down to 19 it will probably get a little bit colder even as we climb up so we will have to start dealing with that in a few moments now both of you who watched my video on the uh piston huk I did a little bit of explanation as to how the um system works and how you can nonetheless still warm the cabin up now in the turbine H those things do work a little bit different so in the um turbine huk you've got much better control over the um you've got much better control over the cabin temperatures but still got to go into a somewhat similar system so unlike the reciprocating engine version of the aircraft the combustion heater does not provide any heating to the aircraft and will never be activated by the temperature controller the heater has been disabled because it is not certified for youth with jet aircraft fuel as opposed to Aviation fuels all Heating in the aircraft is accomplished by the P3 engine bleed air so things do work a little bit different the bleed air is heated by compression and by being in proximity to the engine's combustion chamber for more information you can have a look into the environmental stimulation and control section of the product manual which I can really recommend you to do just to get a good idea of how your aircraft works and of all the stuff that is actually simulated now can also have a nice look at it right down here where we can see how the engine operates in action so basically got the engine intake down here this is the inertial separator you can see right now that the um switch is in the off position it's completely open and there is no air being exhausted down here so everything goes right into the engine now bleed air can come from uh straight over here as well down here is the P3 duct you can see that over here the um bleeder is taken and being fat right into the cabin now if you do have a look at the cabin itself can see that nicely over here as well on the graphics okay so let's just about put that way again 2,000 ft to go airplane is still performing Pretty nicely we do need to keep an eye on our instruments but we can see the temperature is dropping already and so is the talk but our Frost leevers are at the full forward position as you can see there is no further forward on these okay looking down at our cabin the differential pressure is almost at the maximum over here basically as we said it cabin rate of climb is slowly reduced because we are approaching our Target altitude and that matches what we are doing over here as well okay very nice so overall airplane is performing Pretty nicely 1,000 to go canceling the alt alert so in terms of the weather radar that thing is um basically more or less working within the boundaries of of um what Microsoft flat simulator can do so it does suffer from all the limitations that msfs has but at least it gives you some sort of a weather indication if there is anything ahead now let's go ahead and turn the um P3 air on down here so that we can get our cabin temperature on the control again you can see it went down to 13° already which is basically the lowest that the airplane or which rather is um due to the fact that the air we had previously was simply not sufficient in order to keep our engine or our cabin under control as the outside temperature is getting less and less with increasing altitude okay so we reach a cring level 24,000 took us 13 minutes to get up here and well that is not because of insufficient engine performance simply because of the cabin altitude which couldn't keep up and that is actually what it normally looks like when flying the turbine Duke okay so can just about put our sun visors in place they are rather hard to operate here they are very very nitpicky in your controls you can see how little I am moving my mouse and how big of a response I'm getting but here we go maybe that is something that they can um put a little bit of work into so our indicated air speed is almost reaching the maximum over here so might just as well go ahead and um do something about our power setting the normal Cruise power is um 2,000 RPMs at roughly a torque of 1,000 so let's go ahead and do just that you can see how we are pushing almost to the righted line over here already so what I would really appreciate would be if we had the ability to handle both um FR leevers at the same time unfortunately we don't have that right now but you can really fine tune them nicely using the mouse wheel as you can see so let's get him somewhere to 2,000 RPMs like so and well our power levers can basically stay at maximum then and that should give us a true air of approximately 290 LS a little bit less than that let's go ahead and have a look at what our true a speed actually is we could either use the um conventional dials on our speed indicator over here or we just use our engine front monitor over here you can get a little bit of lovely data as well so air data let's go down a couple pages so hit it TR has spe 285 knots and approximately this level two 40 level 250 that is where you get the highest true air speed out of the plane if you go up to flight level 280 then you can still do 290 knots but the highest you can get with maximum continuous power and remember this right now is normal Cruise power this is not even Max continuous the highest you can get is 292 knots true ass spe which is pretty fast for an airplane like this okay so let's see Force 281 should be our course now to the next wayp point and here we go so 11 minutes to go to the BX and then we can almost start planning our approach already for the approach itself we are filed directly to kilo Fox Tang of V are clar for Via wind at the moment is 220 at 10° 20 21° and um q and H 101 so in terms of the approach itself the isas 2 right is going to be the easiest that we can do and is pretty much straight end so if we do plan that over the VR we need an altitude of 4,000 ft so let's just go ahead and um start planning that on oura so we're looking for 4,000 ft and we want to reach that let's say uh 2 miles before he Fox Tango and we'll plan a vertical speed profile of 2,000 ft a minute like so here we go begin descend in 11 minutes can also just quickly load the approach in so a has 2 a right via kilo foxer Tango load yes thank you and then we might as well clear this out and that's it perfect okay so pH enough page is still in 6 miles before not sure why it says that I want to be there 2 miles before like so okay looking awesome so we do have a little bit of high Terrain in the M area the MSA in our approach sector is 9,200 around the clf V so well a little bit of train but not too bad looking into the um radar minimum chart we're looking at minimum vectoring altitudes in the region of uh 8,600 at first then going down 6,700 and over the V becomes 4,000 then we might have to do one round in the holding over the v in order to lose a little bit of altitude but we will see about that when the time has come okay in the meantime this is pretty much how we get the airplane up quick look down here at the oil temperatures as we did close the oil door a bit earlier but as you can see everything is nice and stable now so the outline is doing a nice performance now a few words on the engine um TR monitor you can see you've got several different pages over here now the NF Pages do give you a little bit of information combined with the gns 530 unfortunately this does currently not work with the um TDS gtn XI which is a little bit of a Pity but not 100% sure as to how that can be solved nonetheless we do get some nice stuff here like distance to destination 100 naal miles estimated time and route 22 minutes but remember this is based on the um current true air speed and since we are basically flying maximum speed over here our true air speed well is um of course going to reduce so if it says 22 minutes on the TR monitor you can expect it to take a little bit longer than that so maybe something in the region of about um say 25 to a little bit longer something like that okay so ETA destination time form of local stuff like magnetic track ground speed magnetic variation you've got pretty much a lot of good stuff available right in here as you can see you know wind and the drift angle 4° to the left if we do look up here you can see that we are indeed correcting 4° to the left to make our um correct track over the ground as you can see really lots of good information down there fuel page as well well and finally we do have the m air data page where we get good stuff like um this one as I said earlier is my favorite here indicated air speed 200 so we are flying maximum speed possible and this is normal Cruise power this is not even maximum continuous thrust so pretty cool what the sampling can do TR speed 286 Marx 0.47 and this is pretty much all the information we've got available in here now finally on the engine front monitor page itself many of you are going to get indications like that you've actually got an exceedence over here and this is quite cool when during the takeoff you accidentally lose your control over the torque and it goes above the maximum of 1,260 when that happens the exceedence is going to be recorded on the TR monitor down here and this is quite cool as it does give you all the information you may need for your maintenance stuff now in general in terms of information that we do have available over here as you can see right now you've got the NG which is the one right from here the um gas generator RPMs basically mg is similar to M1 but you only have the single spool on this outline and then you've got the ittt down here also quite nice which is the same that you've got up here okay talk now this is quite cool this is your shaft horsepower so this is basically the horsepower that the engines are producing so you can see right now we're running at about 385 horsepowers of our engines that's pretty cool isn't it okay so over here that one's pretty nice as well that's when the next inspection is due and this is basically you need an inspection every 200 hours and this is just counting down based on the time that your engine has run now on my laptop I'm running a brand new installation of the Duke so you can see we've basically only done half an hour right now on our engines on my desktop of course I did a little bit more flying with it um already but the two obviously don't synchronize with one another now apart from that um what else do we have well a lot so this is pretty much all that the um engine TR monitor is offering you I'm going to go back to the a data page down here course I really like this indication here best do a message down there said course 280 that's probably link to um course number two since we are running um course one up here on um HS i1 and then down here we've got um GPS number two cou okay so quick look at the V page 5 minutes until we have to start our descent so might just use those 5 minutes for a little bit offer setup here so we've got um Final Approach course 283 frequency 1.1 that has automatically tuned itself and cl for V is going to be on 13.1 let's go ahead and set that up as well and on number two we can actually just about put that active so ireless frequency into here and then 13.1 into here and let's select that as well okay so G for VR is right over here does that look correct to us yeah that does okay and here it's calculated our um performance to get there so that's pretty cool minimum for the approach then is going to be 1,644 that's 200 radio so that is set down here already and in case of missed approach we climb on the 283 track to 7.6 G Oscar Echo kilo which is the um ILS itself all 16.7 Kil Fox tangle then turn left to kilo India locator and that is on frequency 313 we might just as well set that so frequency 3 13 and set that active back to the timer here we go El timer on use and then we can select adf1 up here and we're going to keep this on VR2 for our CL put V okay so without our setup is pretty much completed and that's mostly it now in case you're interested we also do have a couple of nice functions monitor uh simulated on our transponder here so you've got the standard pressure altitude indicator which is what ATC sees how high you are then you got the fly timer which is based on your um wheels off the ground so that's the reason why you've got a difference between the indication on the fly Tim here and the elapse timer down here then going on we do have our temperature and density altitude we do have our standard countdowns so count up or countdown if you use the countdown function through the um cursor over here you can pre- select a specific time you want which can be quite useful when you are for example flying a holding where you got to time your um in outo La manually and well that is the um different functions that we have aail a on our transponder over here I'm not going to go into the ks 81 an of computer over here because let's just face it I did a rather extensive use of it already in my video featuring the uh Stand Out piston view so if you're interested do have a look at that well so let's go outside a little bit and enjoy the beautiful looks of our tur [Music] and welcome to the drone camera man this is looking [Music] strange and of course it doesn't let me change that wow okay so I do have to say this does some what look cool but let's face it this is not really how we wanted to see our outline in action is it okay well next stop fing later then let's just go out of the drone camera and go into the standard outside view so here we got it that's what that's what our Duke looks like [Music] so there is several different liveries available that come with the product and most importantly it's not only the liveries that change but together with the liveries you also get a change in the look of the panel which is pretty cool if you ask me so approaching V profile okay that's 1,800 to go let's go ahead and start our descent so in order to start The Descent going to set that down a little bit let's say 10,000 at first just keeping in mind our MSA and now let's first reduce the power because well our speed is right at the maximum and we don't want to over speed it do we so let's go ahead and reduce power a little bit and now that the speed is coming down attitude hold pitch it down and off we go looking at roughly 2,000 ft a minute which we have nice and now we're just going to keep the speed here 190 looks pretty good to me so that we don't accidentally um over speed the airplane even though I do have a feeling that that could happen anyway the turbine Duke just has so much power available that's just beautiful that's just really really beautiful okay then descent checklist cabin altitude goal set to [Music] destination so let's get that to move down so clf for is located at 1,500 r444 so pretty much something like this okay so ignition Auto are off well I'm going to put it into Auto already so that we don't forget about them later on in the approach okay then oil doors closed ice deflectors as needed and well once we enter the icing conditions over there we might turn them on for now I'm just going to um keep them off all labels Reedus enter performance monitor ice protection as required dis injectors complete so we need about 1,800 ft a minute now that's roughly what the airplane is doing [Music] nice so weatherwise over in Claren for the latest is um few clouds in 5,000 wind 22010 21° q& 1 0 1 0 and I tell you what since we're basically already going down to an altitude at q& okay so that was a little bit too little I'd say here you go that should be roughly 1010 let's just see from the other side okay here we go q& H 10 and that's TR check passing 19,300 now cor slight slight difference between the two altimeters that's completely normal nothing to worry about okay so let's already talk a little bit about the approach itself and on the approach we basically are going to fly the approach mostly at 120 knots so that in case of a go around we are going to have the best performance that we can ask for however the minimum approach speed is going to be 96 and that is basically based upon the minimum control speed with the critical engine in operative the stall speed is quite a bit lower in clean configuration 80 knots in um flaps extended configuration 70 knots but we just really want to make sure that we do not ever end in a position where we have to fly go around with an engine failure below the minimum control speed for an engine an operative so 96 is the minimum we are going to fly and you can nicely see that speed on the speed indicator here as well with the red line below that you should not end up there of course when you're flaring the plane it's a different thing but in general as long as the possibility of go around exists don't get below that speed otherwise what what does that speed Define well quite easy the minimum control speed with the critical engine in operative defines that when you get below that and you're running your other engine at maximum continuous thrust you will just not be able to um keep the airplane going straight without applying excessive bank so I don't remember the exact number I do believe it's like 5° of Bank angle that's acceptable under these conditions but no more than that okay so apart from that couple of speeds that will become interesting for the approach you can see looking at the speed indicator that you've got the wide triangle here and that is your maximum approach flap extension speed and it is also the maximum landing gear operating speed so so the two of them are located right here at the same speed and then the White Band is indicating us the um maximum full flap extension speed even though and that's worth mentioning this one is indicating 135 due to the slightly different regulations regarding turbo proper aircraft it's actually 140 so there is 5 knots difference over here but let's face it those five knobs well are probably just a good safety margin but talk about safety margins the speed is slowly increasing here towards 200 so let's go ahead and reduce power a little bit further like that and it's coming back nicely now what I do really have to say about the turbine Dukes is that looking down here at the fuel gauges we started with 100 gallons of fuel on each Wing so you can see we've really burned quite a bit of fuel here already the takeoff and the initial climb just burned so much much but you can really see the fuel gauges go down pretty quickly on this airplane on the other hand side it is flying quite a good speed so it's still possible to cover quite a distance with the airplane in general when we're looking at the um performance charts when we're flying the airplane under normal Cruise power and at 28,000 ft remember you need oxygen when you go that high but when you uh do flly in 28,000 then you can cover about 800 and 50 nautical miles while when you're getting the airplane down to economy Cruise power which is a little bit less props 18800 talk about 1880 880 then you can reach a range Dr up up to 1,10 nautical miles at an altitude of 25,000 ft which gives you a true air speed of approximately 250 knots and finally if you're really looking to get your airplane if you're really looking to get your airplane maxed out then you can fly that maximum range Power which equals 250 RPMs 670 on the torque and art flight level 250 that gives you about 1,140 multical mile range okay we got 1,000 to go over here our vertical speed target has dropped a little bit already since we have been descending a little bit quicker than recommended now since we are currently not visual I'm just going to go onto heading slightly to the right over there in order to um keep ourselves in vmc and be able to continue our descent so let's make a right and turn here heading 330 as I don't want to descend below the MSA in uh in IMC over there okay then 8,400 is the minimum radar vectoring altitude let's go ahead and get down there attitude hold and Pitch down a little bit looking at about 1,300 fet a minute for our descent so let's get it right down there put have descended below 10,000 so recognition lights coming on landing and taxi lights coming on like so okay so we need about 1,300 ft a minute over here let's go ahead and keep an eye on our map just want to navigate the airplane kind of into the valley over here so that we don't have to fly over this and this is basically looking good already so let's go here oh what am I doing down there that place G Fox Tango direct two enter activate and and there okay we can continue our descent now now that we're in the valley let's go down to 4,000 ft like so track 274 is our Target and that is more or less the cause of the aax as well already so let's see we we are already receiving the ILS it seems 23 nautical miles to run altitude currently 7,000 above the ground in other words we are going pretty nice okay our plane you got to start a turn to the right in a few moments it's re intercepting the um Center Line that we've drawn over there but as long as we're in DMC I am completely fine with it we see the mountains then there are no danger looking out to the front already I think this might be the airport might be mistaken though so let's just keep going into that direction and see what we can find 4 miles to run going to be in 4,000 over the VR so our vertical speed is looking good speed is nicely under control over here q& H is set so with all of these conditions I would say we can slowly go ahead and start um with the approach TR list and that is seats on seat Bel secured cabin altitude differential pressure is looking good the cabin altitude is almost down already differential pressure is coming okay fuel selectors on let's also bring the armrest up here okay fuel imbalance 25 Gall maximum we don't have an imbalance at all recognition lights on P heat on windshield heat off propeller heat off and cabin temperature and mode off can so put those away now okay ignition a ice deflectors not needed off and standing by for the flaps okay so this is looking pretty awesome with that we are now fully set up to fly this approach 16 miles to run that's approaching vut profile why does this even know about a vut profile does the 430 actually have V thought it never did oh doesn't look like it huh well interesting [Music] quite a beautiful Lookout here isn't it [Music] okay then let's turn the ILS onto second radio I kind of hope to get some indications down here but looks like I don't well in that case let's do the easy way heading vlock V lock up here as well okay the two are coupled awesome and then just going to make sure that our Runway heading is set which is to a three like that we are just below the Glide that's perfect well and then approach is armed we do have glass capture and it looks like we have local other capture as [Music] well okay now we have altitude capture let's see what's going to happen with the Glide Lo mode okay right over at the V 4,000 ft is looking good and we're about to intercept the um Glide slope let's get the speed below 175 so that we can start our um flop extension okay here we go speed is looking good approach flops and gear down 160 knots it's perfectly fine for me on the approach initially let's just make sure that we don't get too slow over here and this is looking pretty good in total okay BL capture go around altitude 8,000 set so our engine instruments are looking good on both sides that's perfect we don't need the ice deflector door since we are approaching a paved Runway so that is nothing to worry about excellent okay so R is straight over there we got a vacate at the end so we will not really need to break R The Heading is set as well and a quick go around procedure review if we have to um climb on 283 track until 16.7 me kilof Fox Tango tell you what kilof fox Tango going into here then turn left to kilo India locator that's what we've got active on um on the NDB over here and then climb on 103 track to the VR then turn left back to the locator to 8,000 ft and hold okay so we are done with that now let's go ahead and start reducing to Final Approach speed noise mode on and the oil doors can go open already in preparation for ground Ops speed is reaching 140 Landing flaps and Lon checklist so cabin differential zero Wing pumps on propellers to 190 oil doors open flapped down Landing get down and locked Landing lights on and autopilot disconnect as needed Landing check list complete and just about on time for the 1,000 fot gate okay here we go autopilots off let's do a little bit of manual flight so my first landing of the Duke with the thrust master abas let's see how that's going to go at home I always used the Boe Yol for it as I found it a little bit strange to fly a plane like this with a side steti so little bit of wind effects here okay going below 120 knots Now power slightly coming off [Music] come on idle power I'm floating a bit too much well here we go okay then and we'll simply let it roll all right that was a pretty nice flight if you ask me 49 minutes so a little bit of brakes here and here we go okay vacating down into the Beta range in order to avoid it going too fast locate the rway get the complete airplane beyond the line and that is looking good okay then let's just stop it over here make sure that the brake is set and then we can do the after landing checklist okay ignition off oil doors closed ice detectors as needed we'll keep them off flops up okay cin altitude differential is zero cabin pressure cabin pressure M dump weather radar standby lights as desired ice protection all off cabin temperature and mode well 19° doeses look good to me so we don't need it okay and that's the after landing chapter is complete so let's taxi it all the way to the general aviation parking G which is basically going um straight out and then off to the left over here like that and then to the end towards the hangers over there so a little bit of beta range here that way we don't need to hit the brakes too much it's really nice if you look at the wind sock that we just had in front of us over there you can really feel the effect of that wind on the airplane during taxi it's really neat okay and then we can park it straight over here and here we are so park and break is set timing is looking good about an hour of time over here very nice right then so shut down checklist bot R set avionic switches off and electrical switches off I'm just going to keep the Beacon Light over here apart from that everything is off indeed okay soen generators [Music] are off power leevers are in here we go power leas are in idle repell us feather let's give him a little bit of time to actually get to the feather position and then come condition levere are going off all right wing pumps off when and G is below 10% so we'll just keep them running for a little bit [Music] okay left hand engine is getting below 10 right hand engine is getting below 10 so Wing pumps off Battery Master off battery selector set to One Park and brake release and control locks install so control locks are um hidden beyond the right hand seat so we just got to go over here into the options remove our co-pilot and here they are okay so they're in and then we can also set the trucks and our covers in place we're going to keep the engine covers off for a little bit because well it is just going to be a little bit pop there right now and with that we have completed our first flight in the turbine Duke so I do really hope that you enjoyed this one certainly I did and I just got to say the turbine Duke is my favorite of the three even though the engines are a little bit less complex of course than the propeller engines but I do really like the airplane in um total it's so much overpowered that's just really giving it an awesome feeling if you ask me completely overpowered aircraft but that just makes it so much fun to operate now I do hope that you like this one as well if you did be sure to let me know in the comments below and I'm very much looking forward to your feedback as always if you're up for more don't forget to like comment and subscribe and if you really like what I'm doing over here I would appreciate a small donation through the buy me coffee Link in the video description below thank you for watching and I'll see you all again right on the next one
