v1.1 Update Details
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So the Dukes are now updated and v1.1 is live. You can head to your account to and redownload to get the latest version and for anyone buying from this moment on, you'll immediately be fully up to date. The update has gone to third party stores today so hopefully they'll get the update live soon too. For those waiting to buy from the Marketplace, we're now in a position where we'll aim to be submitting next week so all being well a release on the MP w/c 24th June looks a possibility.
Here's the link to the Changelogs:
Turbine version: https://support.justflight.com/support/solutions/articles/17000140895-black-square-turbine-duke-msfs-changelog
Piston version: https://support.justflight.com/support/solutions/articles/17000140915-black-square-piston-duke-msfs-changelog
And for completeness sake here are the lists too:
Piston Duke
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.
• In addition to correcting turbocharger critical altitude and improving performance beyond it, the severity of the turbocharger’s overly-rich mixture falloff curve was reduced, thanks to new performance options available in the configuration files. As a result, you can expect that engine performance will now degrade slowly as you climb beyond the critical altitude with an overly rich mixture. Combustion should not cease, so long as you maintain full throttle while climbing up to the service ceiling; however, a significant reduction of throttle at those altitudes may still result in a total loss of power.
• 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.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/29287. 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.
• 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.
• 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.
• 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 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.
• 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 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.Turbine Duke
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. -
V Voice of Reason pinned this topic on
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I would like to say a big thank you to Black Square for updating a product that was already excellent. It is so good that this developer does not forget about customers as soon as they have bought a product. We all know of some big name developers who are extremely bad at updates, even for serious issues. But in this case we have a developer who has quickly updated the aircraft after listening to feedback.
That is excellent customer service. I wish that some other companies would take note.
Jerry
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I am extremely disappointed that they haven't fixed the missing left side oil cooler door. Something this obvious should have been at the top of the list.
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@CXDriver227 wow, really? Could you post a reference where this was pointed out and ignored? Haven't heard of this one before.
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@dherrero, the initial release for some people was v1.0, which is the most logical version numbering so the update is referred as v1.1 to make it easier.
However, on JustFlight, the actual file name and version is v0.1.1
v0.1.1 is the official label, v1.1 is just a misuse of language -
The autopilot only works correctly with certain avionics package choices and not with others
I get the message about either updating the GTN avionics and or reinstalling the Duke turbine
. I'm definitely on SU 15
"This instrument has been disabled due to a bug introduced into the WT GNS 530/430 in Simulator Update 14 (SU14).
When SU15 is released, reinstall this aircraft and click the option for SU15.
Users on SU15 Beta, or those who have already patched their WT GNS, may reinstall immediately to use this instrument. -
You're saying that you get that message on the GNS 540/430 right now? That message was removed completely from v1.1 of the Dukes, and can be bypassed by selecting the correct installer option in v1.0. If you have v1.1 installed and you're still getting that message, then try uninstalling the aircraft completely and reinstalling, just in case the installer missed updating the files somehow. If you still receive that message, then there is something truly strange going on, and I can send you to Just Flight support to look further into the problem. If that's not what you're seeing and I misunderstood, please feel free to explain some more.
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@Black-Square I'll check today to see if I'm still on an older version of the Duke Turbine. If so and updating doesn't help then I'll update the avionics packages.
"Why is the autopilot behaving strangely, not changing modes,
showing HDG/NAV simultaneously, or not capturing altitudes?
This is indicative of GPS addon incompatibility. Please make sure that you have updated all
the avionics packages that you are using, including the TDS GTNxi 750, the PMS50 GTN 750,
and the WT GNS 530, and that you do not have any outdated packages, such as the original
PMS50 GNS 530 modification.
No additional packages should be required for the autopilot to work correctly with the
various GPS choices. The product is tested with ONLY the TDS GTNxi 750, the freeware
PMS50 GTN 750, and the free WT GNS 530 marketplace package installed. Please see the
“Third Party Navigation & GPS Systems'' section of this manual for more information" -
@Black-Square version 1.1 was installed on June 14th so I'm uninstalling and downloading now to re-install. Do you expect I'll need to look for GNS updates also?
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After re-installing if I choose 530 (650 secondary) the AP is ok but the top avionics unit shows the error message. With 750-650 AP is not ok ( shows go around button for no apparent reason etc)
With either KLN90B or KX 155B the screen looks right and the AP works.
I've been mostly a VFR pilot who uses AP a lot, so if AP works I could live with the error message,but if I begin to explore IFR it wouldn't be great.Two screen shots here:
[https://drive.google.com/drive/folders/1Hhnu7_ukIsDrBFrl_j4_5FM_wcP86Qcv?usp=sharing](link url)
