World Map
– New Features:
– Added support for Control Wheel Steering (CWS) or Vertical Sync autopilot mode. This allows the operator to hold a button on the yoke to momentarily disconnect the autopilot pitch servos while manually adjusting the aircraft’s pitch. Releasing the button will have the flight director resume pitch holding at this new pitch.
– CWS can be triggered with either L:var_PilotCws or L:var_CopilotCws. If you wish to use the native event “K:SYNC_FLIGHT_DIRECTOR_PITCH”, then you must also use the “Control AP Pitch with Hardware Events” tablet option. “K:SYNC_FLIGHT_DIRECTOR_PITCH” cannot be used when “Control AP Pitch with Hardware Events” is not selected.
– An option has been added to control the autopilot pitch knob with hardware controls. When “Control AP Pitch with Hardware Events” is selected on the options page of the tablet interface, “AP_PITCH_REF_INC_DN”, “AP_PITCH_REF_INC_UP”, and “AP_PITCH_REF_SET” can be used to adjust the autopilot’s pitch holding reference. The reference can also now be adjusted with L:var_PilotCws, L:var_CopilotCws or “K:SYNC_FLIGHT_DIRECTOR_PITCH” when using this option.
– The tablet can now be dragged around the cockpit while using legacy interaction mode, as opposed to lock mode.
– A persistent tablet option has been added for a static tablet position more comfortable for VR users. The option, titled “VR Tablet Static Position” will affix the tablet in a location farther away from the camera, obscuring as little instrumentation as possible.
– Added L:Var (L:var_PulseOxyPercent) for accessing the blood oxygen concentration from the tablet’s environmental systems interface.
– The aircraft’s ICAO designator was updated from BE60 to B60T, to differentiate it from the original reciprocating engine version of the aircraft for the purposes of air traffic control and 3rd party flight planning applications. For those who have already created profiles for this aircraft in career applications who do not wish to lose progress, change the line “icao_type_designator” line in the aircraft.cfg from “B60T” back to “BE60”.
– Although likely unnoticeable to many users, the Turbine Duke’s environmental heating system simulation was significantly improved to eliminate a bug, and create a more realistic simulation of bleed air valve regulated duct temperature.
– Bug Fixes:
– Several aerodynamics and engine performance adjustments were made to improve the accuracy of aircraft cruising speed, fuel burn, and range, particularly at high altitude. For a complete description of these efforts, see the forum post at https://community.justflight.com/post/29130. The performance tables have also been reformatted slightly to be easier to read, and more closely resemble the ones from the real aircraft’s flight operations manual.
– DME holding via the KDI 572R DME did not function due to several contributing factors.
– Fuel weight totals on the Turbine Duke’s tablet were incorrectly calculated as AVGAS, rather than JET-A, due to an incorrect configuration flag. Total fuel weight and the resultant estimated range of both aircraft were also less than expected due to an artificially created rounding error.
– Finally, there is a solution for the simulator’s internal rounding error when setting COM frequencies above ~134 MHz. These frequencies will now work properly with 3rd party air traffic control clients in all Black Square Aircraft. The source of this error was discovered to be within the simulator’s core code, but there is a workaround.
– The right landing light bulb would illuminate with the left landing light instead of the right.
– Newly triggered failures would fail to add themselves to the list of active failures on the tablet when the “Show Only Active Failures” option was selected.
– Under some circumstances, it was possible for the climate control systems to produce erroneous heating or cooling when flying into air masses of opposite temperature gradient.
– The copilot’s side localizer (for use with the KNS-81) could not be rotated through 360°, and could cause the RNAV selected course to exceed 360°.
– RNAV distance would wind up to 999.9nm when a valid DME station was tuned, but the aircraft was on the ground. This was due to interpolation added for autopilot control.
– The scaling of the gas generator RPM digital needle had accidentally inherited the scaling from the TBM 850.
– The Turbine Engine Trend Monitor could present impossible GPS coordinates due to rounding errors.
– The engine airstart checklist erroneously instructed operators to set the fuel selector on the secured engine to OFF instead of ON prior to attempting restart.
– The description of several audible warnings in the aircraft were updated to more clearly describe the ones in the final product.
– The surface deicing switch logic was corrected to allow a single L:Var (L:var_SurfaceDeiceSwitch) to control the switch position, and its action.
– Control surface trim deflections were corrected after confirming that elevator and rudder trim are servo, and aileron trim is anti-servo.
– A microscopic gap between the pilot’s subpanel and the windshield deicing voltmeter was eliminated.
– The COM 1 KX155 volume knob animation had a lower maximum position than the COM 2 KXX155.
– The optional winglet registration number color was not properly set by the configuration in the panel.cfg.
– Integral illumination removed from the brand label and power knob on the KLN90B.
– Single pixel mark removed from KLN90B integral lighting emissive texture.
– Integral illumination added to turbine rocker switches on left side panel.
– The pilot’s HSI and localizer will now display the correct To/From flags when the KLN90B is in OBS mode. You must also download the latest version of the KLN90B.
– Decision height annunciator light logic revised for persistent illumination below the decision height until below 20ft radar altitude.
– It was impossible to disable external power via the tablet switch on the ground when either the chocks or parking brake were deployed.
– The “Fuel Flow” circuit breaker failure was removed from the Turbine Duke, as it was accidentally carried over from the Piston Duke, and has no associated circuit.
– The placard on the copilot’s side wall previously displayed two redundant recommended approach speeds in both the Piston and Turbine Duke, while it was meant to display two different recommended approach speeds for the two aircraft, and one maximum recommended crosswind component.
– Corrected surface deicing description in the manual which retained language from the TBM 850 not applicable to the Dukes.
– Corrections to various input and output variables and events in the manual’s “Hardware Inputs & Outputs” section, including L:var_RNAV_CHECKMODE, and L:var_FlightDirectorVisible.
Black Square’s new tablet interface lets you configure all options, manage payload, control failures and monitor engines, electrical schematics and environmental control systems, all from within the simulator. The failure system allows for persistent wear, MTBF and scheduled failures for nearly every component in the aircraft. The Turbine Duke’s electrical system is the most accurate yet for Black Square, featuring a battery temperature monitor, over-voltage protection, over-current protection and AC inverters. The 3D gauges are modelled and coded to meticulously match their real-world counterparts, with reference to real-world manuals. No piece of equipment appears in a Black Square aircraft without a real-world unit as reference.
Radio navigation systems are available from several eras of the Duke’s history, so users can fly without GPS via a Bendix KNS-81 RNAV system or with the convenience of a Garmin GTN 750 (PMS50 or TDS). Other radio equipment includes KX-155 NAV/COM radios, KLN-90B, GTN 650, KR 87 ADF, KDI 572 DME, GTX 327 Transponder, Century IV Autopilot and a Bendix RDR1150XL Weather Radar.
A 160+ page manual provides instruction on all equipment and 56 in-game checklists with control/instrument highlighting are included for normal and emergency procedures. The Turbine Duke conversion incorporates the ‘Grand Duke’ performance package (winglets, vortex generators, strakes, extra fuel, increased speeds and increased MGTOW).
Three distinctive interiors and six paint schemes are included from three decades of flying.
Primarily analogue instrumentation augmented with modern radio navigation equipment is still the most common aircraft panel configuration in the world. Challenge your piloting skills by flying IFR to minimums with a fully analogue panel and no GPS. You’ll be amazed at the level of skill and proficiency you can achieve to conquer such adversity and how it will translate to all your other flying. You may also find the analogue instrumentation much easier to read with the limited number of pixels available on a computer monitor, and even more so in VR.
