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  1. Aircraft Release : Boeing 727 Series Study v2 by FlyJSim Every developer has a long list of features and ideas to incorporate into their X-Plane aircraft project. Many items on the list are essential, but many are just great features that will enhance the final aircraft to the buying purchasers and are not essential to the overall flying and operation of the aircraft. But to develop and refine those ideas can take time, and then there is the constantly evolving evolution of the simulator itself that can render even the most up to date aircraft, out of date within only a year of its release. So there is usually a compromise in not only features but in the amount of time a developer can need to devote their considerable time to release the aircraft to not only get a return on their investment, but to be also current to the market forces around them. Spend too long developing an aircraft can bring out substantial problems in that the development cycle which will be slower than the ever changing ideas and constant revision of the simulator can mean constantly redoing already done work that is already out of date. Known as "being behind the ball" it then becomes a fight to release the aircraft in any sort of condition to meet the current markets demands or to just simply give the whole project away as a lost cause. So a first release aircraft is always a compromise between quality and time, and then a flurry of updates can follow to rectify and major issues and even add in a few more promised features. Over a few years the developer can refine and update the aircraft to keep the aircraft in the current condition as required by the new features and new versions of the simulator. Then after many years a complete new version with many ideas and a load more new features can be added in to give even the very best aircraft a new lease of life and add a bit of new shine on an old fuselage. The bonus is that the developer has had the extra time to do the work without the pressures of a first release and can be more thorough in the refinements and new ideas and create an even more better aircraft (or scenery) in its second release without losing the original release's best attributes and features. FlyJSIm Boeing 727 Series v2 The FlyJSIm Boeing 727 Series has been around X-Plane since just before a few days before Christmas in 2012. This classic aircraft of a classic 60's icon is certainly one of the best aircraft in X-Plane, certainly the very best 60's airliner you can fly in the current simulator bar none. In simulator terms you could note it as old, but certainly it is not out of date with the constant updates keeping it current. I never kept a log on how many hours I have spent in the office of FlyJSIm's B727, a lot, substantial and mostly far too many hours to count over the years. In value of return of pleasure to the dollar it is off the chart in the direction of how do you measure the return of giving up a large part of your life to fly on a computer... The B727 gives a lot to make all that time worthwhile and give you the many returns of huge amounts of flying satisfaction. Okay, so I like the B727 a lot. I like it a far more better now because now it has been released as totally new version as in Version 2 (v2) and a quoted "Study" Series, and that means a lot of new features and even more refinement for an aircraft already a best in the simulator. There are three versions in the Original -100 (short fuselage) then the most popular version in the -200Adv (Advanced) and the most current flying version in the -200F - Freighter. And all of these three aircraft versions come with the FlyJSim series v2 package, the single purchase version aircraft have been dropped. Externally there are no changes to the v2 of the B727 Series There is still not in v2 any ground equipment, engine covers, chocks or tags or other external options, WYSIWYG. So if you like your operations equipment (like I do) then I recommend to use JARDesign's excellent Ground Handling Deluxe plugin that has a great B727 set included in the plugin's default sets. Another feature not included in v2 is the internal cabin or cargo floor for the freighter. Both features have been promised for years but are still not included in the package. Most users will note that "I don't need a cabin, I fly from the front and I don't care what is in the rear". But I think that is a pretty old fashioned view today. I have spent many hours replaying my flights from a passenger seat and enjoying my (excellent!) piloting skills and just enjoying the views, ditto in flying freighters and loading and unloading the cargo is all a big part of my simulation timeline and the B727 has a large list of cargo routes I can fly with. But I don't use this aircraft because at the end of the flight all you can do is shut the aircraft down and walk away from a sealed hull, there is no fun in that. In the early days after the original release the aircraft was noted as quite heavy in frame-rate, and the cabin would have added in too much frameweight. That is also not a consideration anymore with 4gb graphic cards and superpowerful processors. The cabin and freighter features for the B727 Series have been again noted as coming, but I feel the aircraft will not be totally complete until they are (finally if ever) installed. In 2012 the cockpit of FlyJSIm's B727 was a revelation of brilliant design. And still today it has that huge "wow" factor in every single time you see that cockpit for your next flight. The design work is still here and still simply exceptional, breathtaking in its scope and usability, and now updated in v2 to an even better and higher quality texture feel and detail. Beauty is there to behold, with the complex engineers station, the metal mechanical mechanisms of the levers and throttles of the throttle quadrant, the radio and overhead panels and the almost "put it in a museum for 3d art" with those exquisite chairs. For v2 you would at first glance have to look really hard to see if it was anything different, but it is and with a lot of new features. The differences between v1 and v2 are not apparent until you put the aircraft actually side by side, and then you realise how much change there actually really is in the new v2 cockpit. Original Release Version v2 Release Version The menus have been expanded by two more extra tabs (left screen). VCard and WnB (Weight and Balances) are the same but the "options" is not "OP" anymore and has been expanded. INS (for the CIVA popup) is still there, but there are now two new tabs for "Maintenance" and "Checklist". The excellent 'in real time update" vRef VCard's is a great feature of the FJS B727/B732 and has EPR and Trim targets added. So is the Weights and Balances (WnB) manger (right) which was a pioneer of this sort of visual aircraft loading and settings page, still the best and easy to use. A note on using the WnB set up in that it is important to get your CoG (centre of Gravity) correct. You can't adjust the CoG in the X-Plane "Weight and Balances" menu later or at all, and get it wrong and the aircraft feels badly balanced (as it should) and makes landings almost impossible. So take your time and get that CoG right at the start for a perfect flight. FMC Choices The biggest new v2 feature is on the pedestal... Original Release Version v2 Release Version The v1 (original) pedestal was a pretty blank affair. You can have the same look in v2 if you want that and fly VOR point to point only. In the "Options" menu tab there is now a new selection for three different FMC or Navigation options. No NAV Option 3D CIVA INS 3D XFMC FMS No NAV Option 3D CIVA INS So the "No NAV Option gives you a pretty blank panel and more so than in the v1, as also the pedestal is missing now the FLT DIR (Flight Director) panels on the lower sections, as they have been moved to the glareshield. CIVA: (Delco Carousel IV-A Inertial Navigation System. Nicknamed "CIVA") was available in v1 and is an extra addon that costs US$10. In v2 you still have to pay for the CIVA addon, but it is now fitted directly into the pedestal of where it looks very good. It still popups with the menu INS tab (only the popup was available in v1) and for the US$10 investment you can use it in FlyJSim's Boeing 732 as well. So it is a worthwhile investment. X-FMC: The third NAV option is now you can use X-FMC Project's Flight Management System in the B727. It is free to download (but I think a small donation would be nice), and again it is well intergrated into the upper pedestal. A popup is available as well using the F9 key, which is slightly annoying as it conflicts with a few X-Plane settings I use. It uses the NAVIGRAPH or Aerosoft NavDataPro (VasFMC and KLN90B) files and can be updated (with a fee) to the latest data packs. As FMC's go, the X-FMC is not too bad, and a good choice for the Boeing 727. I struggled with locking in the DEP (Departure) airport (KRSW) and associated SID's and had to settle for just a waypoint departure pattern, and the landing STAR had to be adjusted on arrival as it went from the last waypoint directly to the runway, but not to the correct runway angle, so I had to readjust the approach waypoints for to work correctly. But as the FJS B727 does not have a Navigation screen to use, then there is a handy popup screen that shows you your route and for planning. The popup is a bit basic, and not very detailed and in need of a better version of the idea. but it is far better than setting up the system blind. As an FMC it is very good considering the diverse of selection of aircraft it has to be used with. You do get all the performance settings, thrust-limits and takeoff and landing prefs. Climb, Cruise and Descent pages, and a great PROG (Progress) pages and Radio setting page. So why an FMC is a 60's era aircraft? Well many of these 60's era aircraft are still flying if mostly in a cargo role, so a modern FMC is not out of place on a modern B727 flightdeck. Maintenance Another new feature is the "Maintenance" tab. This feature covers the maintenance of your B727. It covers the airframe, the three engines and the APU (Auxiliary Power Unit). It is powerful as well because this B727 is not a modern efficient aircraft, it comes with it's 1960's design and wear. Noted is "if you push the engines to the limit, you may have them catch on fire, or just get damaged a bit more than usual; Engine oil now gets burnt off, and you will need to refill this every now and then; Tail strikes on takeoff may induce pressure loss; exceeding flap and gear speed may lead to jams or collapses; Over exciting the engine or apu generators can lead to them failing; over pressurizing or excessive speed or g-force can lead to airframe damage". The maintenance feature is not however a random failure system (like the annoying X-Plane failures) but a progressive in use, wear and tear programme to make the aircraft more realistic in service or with constant use and flying hours. And yes it works with my landing at KDFW (Dallas Fort Worth) I had to contend with a broken left flap system. A quick look at my maintenance sheet told me it needed fixing before my return flight to KRSW, but only on the ground. You can leave the issues to pile up if they don't create a flight risk, but all will have to be attended to at one point or another. The active maintenance feature can be turned off in the "options' panel. Checklist Last new tab is the "Checklist" feature. 60's aircraft require a lot of procedures, and FJS aircraft are renowned for their depth and procedural starts from cold. So this feature is very welcome to help out with the workload, it pops out and is very easy to navigate. You can also modify or add into the checklist with 32 pages available which is a really great idea to adopt the lists and notes to your own preferences. Overhead One of the biggest visual changes in the cockpit is on the "Overhead" (OVHD) panel. Original Release Version v2 Release Version Nine extra items have been added onto the OVHD, and also note the new two spotlights either side. Areas included are: FLT Control Warning test and speaker grill (left). Flight recorder (test), Compass, VHF NAV - Compass (1), Vertical Gyro, Cargo Fire (centre). Compass (2) and Microphone Monitor (right). The "Autobrake" function now has a (working) RTO selection and the standby compass at the lower section of the OVHD panel can also now be stowed upwards if required. Pushback has been moved from the "OPS" (options) panel to the "Ground Crew Call" button on the OVHD panel like on the FJS B732. Auto and Manual options are still available with a "Ghost" feature to show you where the aircraft will be positioned after the auto function is completed, there is no physical pushback truck. A note is required in that the pushback truck will not turn if the hydraulic systems of the aircraft are not pressurized, or if the engines are not running. Original Release Version Yoke v2 Release Version Yoke A twice look back at the B727 Yokes reveals that they are quite basic and even look unfinished. In v2 the Yokes from the FJS B732 have been installed and look more the part. Most of the already excellent engineers panel is still the same, except for the addition of a radio panel on the lower left and the Radio panels have also been added to each side lower panel by the Pilot and First Officer. The workings of the engineers panel has had however a lot of attention starting with the Pneumatic and Engine start system which has been totally overhauled. Engines start now require sufficient bleed air to turn the turbine. This now works similar to the 732 Update. Cross bleed starts are also now possible and the brakes do also require hydraulic pressure to work effectively and rate of pressure depends on gear wear and tear. The Electrical system has been overhauled as well. The electrical system now works more closer to the real thing, requiring more effort on the users part to make it work as it really should. Power consumption is now closer to the real Boeing 727 power use as well, and the APU can’t now run everything. Bus ties are also no longer tied together. External power and air simulation has been added, but no external cart (I use the Ground Handling Deluxe unit), As noted the FLT DIR (Flight Director) panel has been moved up to the glareshield. This is now the same as the FJS B732, but the quirks remain. The awkward Autopilot (AP) panel behind the throttle quadrant is still needed to select certain functions that are accessible on the glareshield unit? The Nav Selector unit won't work for certain positions like Auto/GS or APP which is really annoying on approach finals. And the Pitch Command knob is still slightly quirky to use until you work out that holding down the manipulator to turn it will over or under pitch the dial (the issue is the time for the knob to respond to a command, so you hold it down and then the slow delay finally clicks in and you are well down or round the dial). The trick is just to do one click or several clicks at a time and not hold it down, but it is messy to use effectively, it drove me nuts on the B732 as well. The fire panel has had some attention with the new engine fire warning cutout button and fire test feature to the glareshield, there also has been added a APU fire test system as well. Engine fire suppression system also now works as it does in a real aircraft. The original cockpit was even in the first instance stupendously good for detail, can you make it even better? well yes... ... as most of the finer details have been redone or many items replaced as used on the FJS 732. Window bolts, updated cockpit glass items to look better, and the standby ADI now has glass. Wipers park correctly, Clock stop watch feature and cockpit sounds have all been updated to include all switches and knob sounds. Knob manipulators are now duel action with both half-moon and arrow (each-way) functions. But I found the half-moon functionality a bit slow and why do you need two actions for the same thing? The original arrows quick movement was very practical and worked just fine and still does. Lighting The lighting has had in v2 a work over as well. Very good before it is outstandingly brilliant now. You had that great collection of eleven dials and switches (four more dials and a dome switch are on the engineers station), and the choice of red or white illumination aspects. Add in two fully animated reading spotlights and life in the dark does not get any better than this. You can change around with the huge range of various lighting conditions that can satisfy even the most dissenting pilot of low lighting judgement conditions, but remember to fly the aircraft as you can become seriously distracted with all the lighting knob tuning. Approach and landings are more impressive in the confines of the lighting in the Boeing, It is a wonderful place to fly at night. External lighting is very good, with a nice tail illumination, great navigation, strobe and beacon lights. Ground and landing illumination is excellent... with four main landing lights in outboard and inboard. The outboard lights however require a flap setting of at least 5º to work through the front leading edge spoilers. Side left and right runway turnoff lights, single taxi light (swivels with front gear direction) and wing lighting are all excellent for ground manoeuvres and taxiway work. X-Plane lighting is a bit too large, bright and blobby for my tastes at the moment, but that effect is not to bad here. Only note on the lighting is that the tail illumination lights from some angles shine through the tail? KRSW (South West Florida) to KDFW (Dallas Fort Worth) Time to put the v2 Boeing 727-200adv into service, with the Delta route from RSW to DFW. If starting the B727 from cold it is a very complex and procedural task, add in the route planning of the X-FMC or CIVA (only nine waypoints) then you will need a fair bit of time for pre-flight planning and setup. The new checklists really help here in setting up the aircraft, but it is a study aircraft if you want to understand all the detailed systems and controls... but that is the attraction of the aircraft, so you wouldn't want it any other way. The complex and excellent flap animations still bewilder and amaze you every time you pull another notch of the (noisy) flap lever. The tyres have had a retread and new textures as well in v2 and they look all the better for it. The ground handling and braking system has been changed in v2 and that makes the Boeing easier and more realistic while moving around on the ground and while taxiing. The great vRef speed bug settings feature is still there for takeoff and landings, the text is now however in blue. External ground sounds were always excellent, but put on full power and you can hear those JT8D engines roar. You can adjust the internal cockpit sounds and the external sounds via the "options" menu, I thought the JT8D engines were a bit loud for a cockpit so far forward of the rear engine mounting positions, and so I adjusted them down a little, but they are very good. Of any of the heavy aircraft in X-Plane then the FJS Boeing 727 is I think one of the most manual hand's on aircraft to fly. The cockpit work load is high and you are constantly working every aspect of the flying. No engine management systems here, so you are the hands on adjustment to keep those JT8D engines in working order and under their operating parameters... if not they let go, in a big plume of smoke and with a severe loss of power. Flying with the X-FMC does not take away that 60's feel. In fact it is quite good and saves you a lot of time in VOR hunting. Two progress pages are both very good (both shown side by side), and gives you a lot of information that is not available with the CIVA or blank setting. I found the digital speed in TAS very helpful in finding the exact speed with the throttles, because in the past with the analog panel instrument you tend to hunt the speed, in once going too fast and then too slow with the throttles, with the digital digit I was able to find the exact speed and hold it by the more minor adjustments with the throttle. I found you also become more aware of the speed vs weight vs fuel burn factor in that the aircraft need less power for more speed as the fuel load is burnt off, in an engine management system aircraft this is of course done automatically for you, but here you notice it in an increase of speed and so you need to constantly over a period adjust the throttles manually to compensate for the fuel rate burn. Only minor gripe in flying the FJS B727, is in replay mode... you get this annoying initializing loading alert box throughout all your replays, it was there in v1 and is still there in v2, and while replaying a takeoff or landing and it covers over parts of the instruments and it really sticks out at night... annoying. With that high T-Tail the B727 is a sensitive aircraft on approach and landing. With 30º flap is the highest you dare to go without stalling the aircraft out of the air with all that drag, dropping the gear then creates more drag, but the v2 aircraft feels better than the original on approach and with a not so "on the limit" feeling than you had before, you seem to have more room to flex and find a balance. It is still a "hard days work" in flying and landing the aircraft, so let us not kid ourselves or get too far from the fact that you have to be "on your game" and use your skills to get it perfectly right... ... but then that is the huge attraction of flying the Boeing 727, it is a real hand's on aircraft to fly and fly really well. Liveries Noted here are the liveries with the series package for all versions -100, -200Adv and the Freighter. On the X-Plane.Org there is a huge selection of FJS B727 liveries available (mostly for the -200Adv version) as is this Delta version as shown here in this review, so there is no shortage of choice selection. All liveries here are of really great quality except the M-Star which I don't care for. B727-100 Most -100 liveries (six) are all Retro themed, but all are very good, and new inclusion with every version is the FJS brand house livery which is very nice. B727-200Adv There are five liveries with the -200Adv. The Alaska is excellent, but I am not sure about the over saturated coloured M-Star? Freighter - F All the usual cargo suspects in FedEx, DHL and UPS are all represented, with FJS doing their own parcel delivery service now. Summary How do you make a "classic" even better, well release a new version with a lot of new great features and don't mess with the important areas you have got right in the first place and refined over the years... and that is what you have here in this new v2 release of the FlyJSim Boeing 727 Series. Quirks are few, but today's aircraft have to be more rounded in what they deliver for their purchase, you do expect ground support (in 3d objects) and a cabin (freight floor) in this price range, as simulator users flying aircraft now do more than just sitting in the left front seat, it is a complex and complete simulation experience that you want from block to startup to taxi to takeoff to cruise to landing to taxi to shutdown to block and you want to load and unload the aircraft as well, yes the FJS B727 does certainly deliver more than this, but externally on the ramp you can't do much with the aircraft. As this is a new version and not an update, there is special price of US$10 to upgrade to Version 2 if you have the original v1 aircraft. Single aircraft package's can be upgraded for US$25 but will get all the versions as part of the upgrade package. The "Study' aspect to the title is that "to operate the 727 from startup to shutdown just like a real 727 captain, and making this model the only study sim of a 727 in X-Plane". And that notes the very deep systems and operations that you get here with this aircraft, so the aircraft is not for complete novices and "Study" is the right word if you want really fly this Boeing really well. It does require a discipline and fine flying skills to get from this aircraft the huge return it can deliver. But as a simulation and one of the most iconic aircraft of the 60's and even ever, the FJS Boeing 727 is an amazing experience and does deliver that "Best of" in X-Plane Simulation. The second release of the Boeing 727 Series is not only to bring the aircraft up to date and to the same high quality as FJS's excellent Boeing 732 TwinJet, but to also to add in more features and refines the aircraft to a higher degree, it goes far past that initial feature list and goals with set out with the original version. In every area the B727 is certainly far better, with better sounds, better sharper quality, better flying, more systems and more features... The FlyJSim Boeing 727 Series was really good before, now in this new version it is up to date.... and certainly it is an X-Plane classic that deserves to be in anyone's top aircraft list in the simulator. _____________________________________________________________________________________ The Version 2 Boeing 727 Series Study by FlyJSim is NOW available! from the X-Plane.Org Store here : 727 Series Study v2 Your Price: $60.00 The v2 upgrade is however not free but it is an pay upgrade and the deal is for those who bought the complete original 727 Series package, it will be only a mere $10 USD to upgrade to v2. Or for those who only bought the cheaper single packages of the 727 Series, it will be only $25 dollars to upgrade but you will get all versions as part of the package. Features in Version 2: In this 727 package you have the choice between three different navigation systems: (There is a easy option in the menu to select your system of choice) 3D X-FMC - For modern FMC Navigation 3D CIVA - The original inertial Navigation system installed on many 727 and early airliners (optional) Standard VOR-NDB Navigation The Complete Series includes not one but all three versions of the 727 : 727-100 - Airliner short version 727-200Adv - Airliner Long version 727-200F - Freighter Features: Detailed exterior model which comes with details textures and a full set of animated surfaces Detailed 3D cockpit with hundreds of animations, high rez textures, and night lighting Simulation of all major systems including: Detailed Electric system: Electrical, Bleed air, Air conditioning, Pressurization Fuel Pumps and fuel heating Hydraulic systems, including A and B Braking system with dependency on hydraulic pressure Exterior and interior lighting WX radar - Sperry SP-150 Block V autopilot Engine fire suppression system - Anti Ice System Radio stack including Com 1/2 Nav 1/2 and ADF 1/2 Comprehensive Menu system: Weight and Balance Manager allows you to change the weights for PAX, Cargo and fuel, with dynamic effect on CG Vcard popup showing dynamic Vspeeds for landing and takeoff Options menu popup Navigation selections, various display options Pushback manager Maintenance Menu Shows you the state of the aircraft and repairs needed Checklist and notes Requirements: X-Plane 10.40+ (any edition) - running in 64 bit mode Windows, MAC or Linux - 64 bit Operating System Minimum: 1+ GB of VRAM, 2Gb+ VRAM Recommended. Current version: 2.0 (Last updated June 22nd 2016) X-PlaneReviews covered the original aircraft in a special profile of the aircraft and flying the FJS B727. Aircraft Profile : Boeing 727 Series by FlyJSim (Part One) Aircraft Profile : Boeing 727 Series by FlyJSim (Part Two) "Flying the Boeing 727" FJS - 727 Series - Support forum FJS - 727 Series - Developer Site _____________________________________________________________________________________ Installation and documents: Download for the B727 Series is 639.80meg and the unzipped file is deposited in the "Heavy Metal" X-Plane folder at 1.08gb. The plugin for the X-FMC GPS systen can be downloaded (Free) here: X-FMC Project The plugin for the CIVA Navigation System addon that costs US$10 is here: CIVA Navigation System The X-FMC comes with an installer that puts the correct files into your X-Plane Plugins folder. The CIVA - XCIVA plugin is installed in the aircraft's plugin folder (same place for the B732 version as well) and is required to be registered via the X-Plane plugin menu. Documents: There are three items included in the documentation - All are excellent : FJS-727 SeriesChecklistandProceduresManual (67pages) FJS-727 SeriesManouversManual (9Pages) FJS-727 SeriesSystemsManual (55pages) ______________________________________________________________ Review by Stephen Dutton 23rd June 2016 Copyright©2016: X-PlaneReviews Review System Specifications: Computer System: Windows - Intel Core i7 6700K CPU 4.00GHz / 64bit - 8 Gb single 1067 Mhz DDR4 2133 - GeForce GTX 980/SSE2 - Samsung Evo 512gb SSD Software: - Windows 10 - X-Plane 10 Global ver 10.45 Addons: Saitek x52 Pro system Joystick and Throttle : Sound - Bose Soundlink Mini : JARDesign Ground Handling Deluxe plugin Scenery or Aircraft - KRSW - South West Florida Intl by Aerosoft (KRSW - SouthWest Florida Intl - X-Plane.OrgStore) - US$24.95 - KDFW - Dallas Fort Worth - American Country by Tom Curtis (KDFW-Dallas/Ft. Worth X-Plane.OrgStore) - US$24.95
  2. News! - Update Coming Soon - Boeing 727 Series v2.0 by FlyJSIm Hands up those who love the FJS Boeing 727 Series! Yes a room full of hands... The FJS B727 Series is a brilliant aircraft and yes it is in my best of top ten (certainly the best 60's era aircraft in X-Plane) and the accolade after accolade for this aircraft is well deserved. So what is the FJS B727's secret? There is something special about the B727 that is hard to explain, intimacy and a deep connection to the systems make this a flying machine like no other, many a flight has left me with a big smile on my face and with a good feeling in my soul for days... I certainly love this aircraft. Last year FlyJSim started an upgrade to the aircraft called version v2.0. And has now announced the upgrades features, it is extensive (but still no cabin or opening doors?) upgrade and the focus is on the aircraft's FMC or Flight Guidance systems, now you will have 3 nav options, non/VOR, XFMC, and CIVA, which can be switched in the options menu, the CIVA was available before on the B727 but not intergrated into the pedestal of which it is now like on FJS's Boeing 732. Another major addition in v2 is the inclusion of a persistent maintenance and failure system. You got a taste of this in the original release version in that if you flew those Pratt & Whitney JT8D-1's hard then you suffered the consequences and the consequences were not good. That idea has been expanded and I'll let Jack note the new changes: "The system is based around user induced failures. If you fly the aircraft wrong, or not perform maintenance every several flights, you may run into issues. I want to stay away from completely random failures as we can all admit; they aren’t that fun. Some things you may run into are: if you push the engines to the limit, you may have them catch on fire, or just get damaged a bit more than usual; Engine oil now gets burnt off, and you will need to refill this every now and then; Tail strikes on takeoff may induce pressure loss; exceeding flap and gear speed may lead to jams or collapses; Over exciting the engine or apu generators can lead to them failing; over pressurizing or excessive speed or g-force can lead to airframe damage. Just to name a few." Sounds like fun... you bet. Other large changes include: • New cockpit panels and textures adjusted, adding better textures for knobs, etc, and fixing for gauge clarity. • Electrical system overhauled. The electrical system now works closer to the real thing, requiring more effort on your part to make it work. Power consumption is now close to the real bird as well, the APU can’t run everything. Bus ties are no longer tied together. • Pneumatic and Engine start system overhauled. Engines start requires sufficient bleed air to turn the turbine. This works similar to the 732 Update. Cross bleed starts are also now possible. • All manipulators updated to work how they do in the 732, which is now my standard for cockpit manipulation. • Auto Pushback system implemented with the ability to see where you will push to. • Cockpit sounds updated to include switches and knob sounds as well as many more. • New Systems including, radio panels, instrument gyro switching system, comparator system, flight director system, 3d CIVA, 3d XFMC, and GPWS system. • Complete overhaul of the cockpit lighting system. All lights are now available. There are a lot of lighting options. This makes flying at night so much fun. And other minor updates to the aircraft are: • No more 2d mode, with 2d default fmc, this was silly. • Updated options menu. • V-CARD updated to change text to blue, and now shows EPR and Trim targets. EPR is set on the ED. • Added ability to set takeoff trim from the trim area, like in the 732 TwinJet. • Added map lights (map light simulator 2016! Woot! ). • Added Window bolts like in the 732. • Added 3 radio control panels, allowing you to listen to VORs, NDBs, etc. • Gyros set properly starting from cold and dark. • Added text for flight control test system on left overhead. • Added Mach airspeed and warning test switches, as well as over speed que to airspeed gauge. • Added yaw damper ground test switch and functionality. • Added engine fire warning cutout button and fire test feature. • Added APU fire test system. • Added cargo fire system to overhead. • Cockpit rolling dials updated to move correctly. • Added press-to-test feature to all annunciators. • EPR bugs now able to be set, and are set automatically when V-CARD is opened. • External power and air simulation added. • Tire textures updated. • Added text for the auto pack trip system, and yes auto pack trip system does work. • Wipers now park properly. • Spoiler now retracts proper if power applied. • Animated cooper vein, and limited rear air stair deployment to ground only. • Ground handling and brake system changed. The plane will now be a lot easier to taxi. • Standby pressurization mode added. • Added the 732’s yoke into the cockpit, which looks a lot better. • Engine labels now correct for each variant. • WnB disable option for FSE users. • Updated cockpit glass items to look better, and now the standby ADI has glass. • Clock stop watch feature added. • Flight director now works like in the 732. • Standby compass can now be stowed. • Autobrake system rewritten to include RTO. ____________________________________________________________ The v2 upgrade is however not free but it is an pay upgrade and the deal is for those who bought the complete 727 Series package, it will be only a mere $10 USD to upgrade to v2. For those who only bought the cheaper single packages of the 727 Series, it will be only $25 dollars to upgrade. X-PlaneReviews will of course do a full upgrade assessment for when the aircraft is released which is very soon, if not a just a week away. In the mean time if you want to catchup on the details of the original releases of the FJS B727 Series then checkout our two reviews that covered the package and features of the aircraft and the flying of the B727. Aircraft Profile : Boeing 727 Series by FlyJSim (Part One) Aircraft Profile : Boeing 727 Series by FlyJSim (Part Two) "Flying the Boeing 727" ____________________________________________________________ Stephen Dutton 9th June 2016 Copyright©2016: X-PlaneReviews
  3. Aircraft Update : Boeing 732 TwinJet by FlyJSim FlyJSim have done an update noted as Version 1.1508.1036 on the Boeing 732 TwinJet, and it is a very good and extensive one. FlyJSim's approach to aircraft is highly detailed and functional... you could even say complex. But I would prefer to say they have extensively developed systems and they are certainly some of the most immersion types of simulation you can fly in X-Plane. The focus is also on older aircraft in the Boeing 727 Series and this Boeing 737-200 TwinJet and the bombardier Dash Q400. The link between the aircraft is they are all very manual to fly in dials and throttle control and modern automation is rarely used and that makes the aircraft also extremely interesting and challenging to fly. The aircraft has had a lot of adjustments (Full Changelog below) but it is more than just a fix up of smaller details as new items have been added or original ideas have been updated. The menu system located on the lower left of your screen is excellent, as noted the aircraft is complex but FlyJSIm have been thoughtful in the way you can quickly set up the aircraft for flight and have a lot of data you require at your fingertips to not only get airborne quite quickly but to be able to fly at the performance boundaries in an visual way, the system is excellent in that case Menus are noted as - WnB (Weights and Balances) - V/Card - OP (Options) and INS (CIVA GPS optional). WnB (Weights and Balances) It is extremely easy to set up the weight, aircraft load in passenger and cargo and fuel load. All the information is there and easy to read or noted, and your center-of-gravity is also easily balanced and noted. In the update you can now disable the Weight and Balance system from changing X-Planes values for payload and CG. This was a request from FS-Economy users. V/Card I really love the V/Card visual menu on both the FlyJSim B732 and B727 Series aircraft, it is totally brilliant. When you set your aircraft weights and balances via the WnB menu it translates directly to the V/Card to give you your V speed references, your weights are also noted and updated on the V/Card to the current weight and fuel as you fly so you know exactly what the aircraft is in weight and can note that for takeoff and landing. The speed bugs automatically set to the vRef's required as well to make that perfect takeoff in speed and your landing speed is noted on the Landing tab. Another brilliant feature is that if you press the green zone on the trim setting indicator it will automatically set the trim to the weights and balance for takeoff. These few setting helpers can get you perfectly set up in a very short time, but also have the aircraft correct and ready for flight. There have been a few changes to the V/Card in the update including an added trim setting to the takeoff Vcard, the EPR setting on Vcard for takeoff now changes, which is used usually for hot and high takeoffs. When the Vcard is open to takeoff, the EPR bug on the engine display is updated for you if takeoff flaps are not set in the Vcard, it will now actually sync to your takeoff flaps when passing 80 kts during your takeoff roll to ensure you get the proper bugs and callouts for the V1/rotate. OP (Options) On the OP-Options Menu you can now disable Copilot Callouts if they get annoying and the HF wire from the fuselage to the tail can be hidden. Both the external APU (Auxiliary Power Unit) and start up (Engines) Air Cart can be accessed by the menu, but no physical units are shown outside which are now usually available for aircraft of this quality? INS (CIVA GPS optional) For the FlyJSim Boeing 727 Series and this Boeing 732 aircraft the Delco Carousel IV-A Inertial Navigation System, nicknamed "CIVA" can be purchased as an addon: CIVA Navigation System for $US10.00. it is basic navigation system that can give automatic navigation of up to 9 waypoints. (you can load X-Plane .fms plans) but it is quite a difficult beast to use, but also very authentic for navigation systems of the 60's and early 70's eras. It was installed in classic airliners like the Boeing 707 and 727, the Lockheed Tristar, the Douglas DC-10 and the Boeing 747-100 to -300 and a special variant, the Carousel IV-AC was also installed in the Concorde and used to cross the North Atlantic at supersonic speeds. But like I noted it is a bit of a bully to use, and personally I wasn't greatly supportive of the feature as it was just to time-consuming to program. (every Lat/Lon had to programmed in) That was then and this is now as there has been since a great plugin released to ease all the pain and make the navigation system more user friendly and far more easier to program. This is called the CIVA Helper plugin 1.10 by Yoyoz and it is a great piece if kit (You will need Sandy Barbour's Python interface installed) Another bonus also is that the xCIVA is now in this update actually installed on the lower part of the panel of the aircraft if you own the feature. The popup is still there if you need it, but somehow the 3d version is far better to use, and it looks sensational. (For the B727 Series pleeeese!) You can input a set of waypoints (fixes) or just cut and paste a route from a route planner and make up a flightplan in seconds, then just push the fix directly into the xCIVA, the great thing about this plugin is that you can select only the waypoints you want to make up the maximum of the nine allowed, you don't need the airport as your first fix but POS in "Position" to tell the xCIVA the current coordinate position of the aircraft. Zero numbers are not also allowed as the xCIVA will not accept them. Another bonus is that you can create a double flightplan with inputting the first nine into the system and then having nine or more ready to input as you fly along to compensate around the nine fix input barrier (like they did in the old days). You can also do a sort of Direct-To by jumping to a certain waypoint or diversion fix. So the helper plugin makes the xCIVA an everyday usable system so it is a well worth download and the new panel location really helps as well. Pushback The built in pushback feature has had a few changes as well. You select the pushback now by pushing the "GndCall" button on the overhead panel. And it appears as a popup menu. You now have two choices in Manual pushback, or Automatic pushback. Manual will allow you to steer the aircraft with your joystick or rudder pedals and the Auto mode pushback allows you to set the distance, tail turn and turn degree. You can also display a ghost of the aircraft as an estimate of the pushed back position on the ground. KOAK - Oakland Intl to KPDX - Portland Intl I flew the updated Boeing 732 from Oakland, San Francisco to Portland to have a look at MisterX's new scenery, I had the aircraft very heavy but only half-full of fuel for the relatively short hop to Oregon. I will be totally honest and admit I never was completely in love with the B737-200 from FlyJSIm, mainly because it was so overshadowed by the bigger more dramatic Boeing 727, of which I love more than I can explain. But with this update the aircraft and myself have had a more closer if more intimate relationship with each other. I feel I didn't use the aircraft in the right context enough to get the best return from it, but now we seemed to have reached an understanding of each other and will move on to the next level of getting to know each other more closely and intimately. I felt more at home and enjoyed the aircraft immensely this time. So was this the update or has X-Plane matured more to meet the combined goals of the aircraft and myself or just the xCIVA now working better that created a more better atmosphere. There is no doubt in the depth of the aircraft's systems and more have been added in a new Instrument Comparator system, the GPWS system, has new system sounds and functionality and the Compass/NAV/Vert Gryo switching system is also new. I also liked the new Trip/Date recorder system, which you can change to whatever you like, just hit the button and it saves it for you. I am still wishing on the B732 like with the Boeing 727 Series that the rear cabin would be completed and installed, and the doors would open (Other close users note the missing items to me as well), And although the cockpit is without doubt certainly one of the very best in X-Plane, It still feels a little empty back there. But as a pilots aircraft it is astounding in design and in performance, it uses the excellent Dreamfoil - DreamEngine & Turbine Sound Studio sounds. The B732 rumbles and it roars in that 1960's unhushkitted noise as those JT8D-15A engines pore out the power and dark smoke that bellows from that more less environmental period. New sounds have been added in here as well as all the switches, knobs, buttons all now have 3d positioned sounds, recorded from actual 737 panels and the click and tick just as they should. You can hear APU now as well in the background. I love the wizzing around Trim wheels on these aircraft and the sounds have now been realistically heightend, spoiler arm deploy sound for landing and spoiler deploy low rumble are also significant aural changes that sound great. You can adjust the external and internal sound volumes by the menu to enjoy the audio to the maximum. The basic Sperry 77 Autopilot is quite different from today's fully automated cockpits but excellent to use, so it gives you a totally different dimension to flying a heavy aircraft, Radio's are really good for flying VOR radials and NDB's which you heavily rely upon. The red line on the MAP display has been removed. I accept that it is not a realistic point on the aircraft, but its removal means you don't know if the xCIVA is running the right waypoints or if it is set correctly at all or even working... so do you need that red line back? This is the -200adv version of the 737 family and you can see the larger Boeing barrel size (six across seating with a single aisle) on the shorter fuselage length. But there is no doubt it is a nice looking aircraft and a pure Boeing. Nice details are the retracted undercarriage (FlyJSim always did amazing undercarriages) and the long tube almost rocket looking engine pods, a different era. The yaw damper was too sensitive in turbulence and has been adjusted so you can now keep it on. And you will noticed that the on the HDG and CRS display they now show values greater than 360 degrees. Cabin lighting now shows externally at night and park brake light, trim light, marker lights, Fire lights and some radio lights now work correctly. You get one blank white livery (there is a paintkit available) and five airline colours in WestJet (very modern) Aer Lingus, Air France. Aloha (old) and KLM. But you are not short of liveries and restricted to just these five, as there is 132 available on the X-Plane.Org site! It is a lot and all are very good, like this superbly nice DeltaExpress livery in this upgrade review. Portland Intl was now on approach and I was seriously impressed with MisterX's work, the scenery is simply excellent. The FlyJSIm Boeing 732 is certainly a very challenging aircraft to fly in X-Plane, it demands to fly it well a knowledge of its deep systems that are crafted to perfection and the aircraft requires time to really get the best performance on all levels out of it. You get those angled offset clamshell reverser doors which are very dramatic and the airbrakes are armed as noted on the panel, the before noted V/Card approach and landing speeds are excellent and the often neglected autobrake system has been better tuned now with proper deceleration rates and the aircraft feels better in that speed reduction phase. The door alignment has been done (I did it earlier anyway) so the airbridges (jetways) now connect correctly, but not here at Portland as they don't go lower but only sideways. Smart CoPilot features have been added to cater for that addon in the 3D CIVA is now synced and master controlled, and the files have been updated to this new version. And of course the most important item to be fixed is the PAX chime now bings when turned off as well, Thank god that has been done. Summary This update Version 1.1508.1036 is more than just an aircraft bug fix and clean up, there are a load of small but good new features in there, but the most significant thing is the aircraft really feels more complete and satisfying. You really can't put your finger on it, but like most upgrades when they come you realise that those items either didn't work or were missing, but there is still more going on here this time. Like I noted earlier, I never really felt totally comfortable in the aircraft and I could not put my finger on it, but certainly the B727 Series overshadowed it. Now I find the B732 TwinJet a lot more to my liking and I flew the aircraft more consistently, so maybe there was something more in there I was aware of but couldn't actually touch that has been ironed out. No ground vehicles or equipment like APU's and AirCart or pushback truck makes the aircraft look a little lonely now out there on the ramp, and no opening doors (so well done on FlyJSim's Dash Q400) makes it boring sitting at the gate, and you expect that now at this price range and features. But overwhelmingly is the sheer dynamics of the aircraft and THAT cockpit, that is with the FJS B727 an amazing design and certainly both are the best in X-Plane for 60's era heavy jet flying. They are both amazing places to be in, use and very different in the context that one (B727) is a three crew aircraft and this B732 is a more advanced two crew machine. So a very good update from FlyJSim to a now excellent period aircraft, for flying a early period classic jet Boeing airliner, you can't invest in any aircraft better than this and go back to fly in a period of a glorious jet age that will always be a classic period of aviation. Yes! the Boeing 732 TwinJet from FlyJSim update is now available from the new X-Plane.Org Store here : Boeing 732 TwinJet - Price is US$47.00 Current Version 1.1508.1036 is Aug 15 and if you have already purchased the 732 TwinJet then go to your X-Plane.Org Store account and upgrade now! _____________________________________________________________________________________ Features include: FlyJSim quality, including attention to detail and flight dynamics Realistic Sound engine provided by DreamEngine & Turbine Sound Studio sounds Detailed exterior Accurate replica of the 737-200adv Detailed textures Detailed animations - Wing flex Detailed lighting Superb Cockpit Interior Detailed 3D cockpit High resolution textures on panels Detailed cockpit lighting - Intuitive cockpit manipulation Systems Simulated Many custom systems have been coded to replicate the behavior of the real aircraft: Air system - Anti-Ice Autopilot(SP77) Com/Nav radios Electrical - Fire protection Hydraulics Fuel Warning systems Weather radar Other features: Realistic flight model Weight & Balance Manager Detailed manuals 6 liveries included - Designed by FlyJSim (Jack Skieczius and Joe Vermeulen) Developer Site: FlyJSim Dev Support : FlyJSim Support _____________________________________________________________________________________ Requirements X-Plane 10.30+ (any edition) - MAC, Windows, Linux - 1Gb+ dedicated VRAM Video Card - 10.20 or higher - 32 and 64 bit compatible. X-Plane 9 is not supported - Recommended: 1+ GB of VRAM, and 8+ GB of system memory Current version: Version 1.1508.1036 (Last updated August 17th 2015) _____________________________________________________________________________________Full Changelog:Bugs fixed: Fixed bug in APU bleed pressure staying around even if APU was turned off. PAX chimes now sound when turned off as well. Fixed Engine start sounds playing when no bleed pressure to start engines. Fixed BUSS typo. Fixed typos in options menu. Fixed issue where the Flight Director knob would not turn to approach mode. Fixed the stick shaker sound not playing with the system test. Fixed issue were aircraft would turn the wrong way when capturing the ILS. Spoilers now retract if throttle moved up for takeoff while in ground. Fixed issue with yaw damper being too sensitive in turbulence. You can now keep it on. Fixed door position for autogate. Fixed Gen drive temp issue where they were only shown if generator was attached to the bus. Added breakaway thrust so the plane will no longer roll forward with idle thrust at the gate or after pushback. Fixed APU fuel consumption, APU now takes fuel from the left tank. Fixed issue with APU sound playing when no fuel in left tank Fixed HDG and CRS displays from showing values greater than 360. Fixed some LIT texture bugs on the copilot side. Added text for the aft console FLOOR and PANEL lights. Map FMS red line removed from the weather radar. Fixed fuel valve closed lights. Now show as dim. Fixed Vertical gyros to be wound down on cold and dark properly Redid the autobrake system. Now should work properly, with proper deceleration rates.New Sounds Switches, knobs, buttons, etc, all now have 3d positioned sounds, recorded from actual 737 panels. Added APU sounds. Added Trim wheel sound, Added spoiler arm deploy sound for landing Added spoiler deploy low rumbleNew Systems added Added Instrument Comparator system Added GPWS system, with new system sounds and functionality Added Compass/NAV/Vert Gryo switching system Added Trip/Date recorder system. You can change these to whatever you like, hit button and it saves. Added Compass system panels. Changed graphics on cockpit voice recorder panel, including the test needle animation Added 3d CIVA panel for those who have CIVA installed on this aircraft. Added voice recorder test functionality(needle moves)New options - Added Option to disable Copilot Callouts Added option to disable the Weight and Balance system from changing X-Planes values for payload and CG. This is a fix for FS-Economy users. Added option to remove HF wire.Vcard changes Added trim setting to the takeoff Vcard EPR setting on Vcard for takeoff now changes, usually for hot and height takeoffs. When the Vcard is open to takeoff, the EPR bug on the engine display is updated for you. If takeoff flaps are not set in the Vcard, they will sync to your takeoff flaps when passing 80 kts during your takeoff roll to ensure you get the proper bugs and callout for V1/rotate New Pushback system Added Pushback popup system, activated by hitting the Gnd Call button on the center overhead. Gives option for Manual pushback, or automatic pushback. Auto Pushback allows you to set distance, tail turn, turn degree. Can display a ghost of the aircraft as an estimate of the pushed position.Cockpit light changes Added light glow to several annunciator lights in the cockpit, including the park brake light, trim light, marker lights, Fire lights and some radio lights.Exterior lighting Added cabin lighting to exteriorSmart Copilot Smart Copilot files updated to reflect system changes. With 3D CIVA, now synced. Master controlled. Update by Stephen Dutton 17th August 2015 Copyright©2015: X-PlaneReviews
  4. Aircraft Review : Boeing 732 TwinJet by FlyJSim Route: KDFW (Dallas Fort Worth) to MMUN (Cancun) The Boeing 732 TwinJet is the third major release from FlyJSim after the Bombardier Dash-8 and the Boeing 727 Series. Without doubt the Boeing 727 Series was the aircraft of the year for X-Plane in 2013 (It was released just before Christmas 2012) and this Baby Boeing is in a very similar if not a perfect compliment to the bigger Tri-Jet. The 8000th Boeing 737 has just been delivered and that makes it the most built Jetliner in history, But this Boeing 737-200 known as the B732 is very different and from another totally different era than the common -800NG series that dominates our skies today. First thing to note is which Boeing 737 is which. The launch aircraft that was rolled out on January 17, 1967 was the -100 version of which only 30 737-100s were ordered and delivered. Then there was the -200 version rolled only months after the -100 version June 29, 1967, and entered service in 1968 of which was an extended fuselage version of the -100. This aircraft and this aircraft released here by FlyJSim was successful at 991 sales (C-Cargo 104), but not straightaway as in fact In 1970, Boeing received only 37 orders and facing financial difficulties. Then after the cancellation of the Boeing Supersonic Transport and the scaling back of 747 production, enough funds were freed up to continue the project. Next was the Boeing 737 Classic -300/-400/-500 Series built between 1984 to 2000, 1,988 aircraft were delivered. The next version was the Boeing 737 Next Generation −600/-700/-800/-900 Series, commonly abbreviated as Boeing 737NG. which brings us up to the present day. 4,887 737NG aircraft have been delivered by the end of April 2014, with more than 6,700 ordered. In the future is the coming 737MAX and that aircraft is scheduled for first delivery in 2017. The Boeing 737 is a short- to medium-range twinjet narrow-body airliner. Originally developed as a shorter, lower-cost twin-engined airliner derived from Boeing's 707 and 727, the 737 it has developed into a family of nine passenger models with a capacity of 85 to 215 passengers. The 737 is Boeing's only narrow-body airliner now in production. The -200 seats 136 (maximum) and 97 (2-class, typical) and is powered by the Pratt & Whitney JT8D 14,500–17,400 lbf (64–77 kN) low-bypass (0.96 to 1) turbofan engine that is also in the Boeing 727. Performance : Maximum speed Mach 0.82 (544 mph, 876 km/h) - Cruising speed Mach 0.74 (485 mph, 780 km/h) - Maximum range, fully loaded 1,900–2,300 nmi (3,500–4,300 km; 2,200–2,600 mi) - Service Ceiling 35,000 ft (10,700 m) Weights: 69,800 lb (31,700 kg) empty : 128,100 lb (58,100 kg) Takeoff. FlyJSim Boeing 732 TwinJet This review has to be considered in if the user has flown the FlyJSim Boeing 727 series or not. If you have then the conversion to the B732 is quite straight forward and although the cockpits are arranged quite differently (The B727 has a third flight crew member in a Flight Engineer) the systems are organised and used is a similar way but for two engines on the B732 and not the three on the B727. If you are new to the FlyJSim Boeing aircraft then there is a bit of a learning curve to understand the various systems and procedures. The aircraft handle very differently as well, in mostly their age and the era that they flew in... There are no mod-cons on offer here. However like with our Aircraft Profile : Boeing 727 Series by FlyJSim (Part Two) "Flying the Boeing 727" we found a certain and if not more fulfilling and simplistic way to fly these aircraft and the B732 here is no exception. Looking into the cockpit of a cold (unpowered) B732 aircraft and the difference of the era compared to today's glass cockpit driven aircraft is quite a shock. How could you believe that these aircraft could and did transport millions of passengers with such naked little instrumentation, mostly from the navigation perspective. They did and they did the work very well and even today there are some aircraft still flying around up there still doing so. There are some great detailed cockpits in X-Plane today, but in both the B727 and here in the B732 the design is simply brilliant. Big clunky switchgear and almost to the touch flick switches, you are in cockpit heaven. The cockpit panel is all dials and gauges (sometimes known as clockwork cockpits) and the detail is simply overwhelming. You really do get the feel of the sixties style cockpit in perfect perspective. The chunky (and quite worn) Pilot and Co-Pilot yokes do take up a lot of the panel view, removed you can now see the instrumentation clearer. The standard six aircraft instruments are as they should be are front and centre. Very clear and easily readable. The Standard Six are - Artificial Horizon (sometimes known as the attitude indicator) with built in turn indicator, Heading with built in OBI, Compass, Vertical- Descent Speed, Altimeter and Speed (in knots and Mach speed). Then there are the back up instruments of Artificial Horizon, Altitude (spare), Radio Altitude, Clock (large) and the DME 2 - NAV 2 (distance) is also situated lower down. The compass allows for the VOR and NDB to be switched on two separate pointer needles, VOR 2 on the pilot's side and VOR1 on the Co-Pilot's side. The Co-Pilots set of instruments are very similar except they have the (outside) air-temperature, hydraulic Sys, Oil and Brake temperatures and the DME 1 - NAV 1 (distance) indicator. The landing gear lever is also on the right side of the panel. Centre stage of the panel are the main engine instrument sets of two engine dials covering "Engine Pressure Ratio" (EPR), N1, EXH (Exhaust) Temp, N2 (Percent RPM) and Fuel flow to each engine. Left of the main engine dials are the three fuel tank gauges, and to the right the twin Engine Oil - Pressure, Temp and tank quantity. Finally the Auto-brake selection switch is here as well. If you know the B727 panel you would feel right at home here as the differences are quite small, just twin dials instead of the three on the larger jet. The biggest difference of a few years of development between the Boeing 727 and the Boeing 737 is the "Sperry SP-77 (option version)" auto-pilot (A/P). In the B727 it was a very simplistic system set behind the pedestal. But here it is more of a modern version set out on the glareshield. Not quite the standard layout version we know today, as that A/P version was fitted to the later B737-200ADV. It is split between the F/D (Flight Director) on the left and the A/P (Auto Pilot) on the right. Still simplistic in nature, it was and is very powerful in operation as we will see in flight. Besides the change of position of the A/P to the glareshield. The removal of the Flight Engineer's station on the B727 also moved the aircraft's systems and operations to the now more familiar place on the overhead panel (OHP). looking over the panel quickly it hasn't really changed much since either on the subsequent B737's versions, and yet it would be very familiar to you as well as it was laid out on the B727 engineers station. Only now a few items have been made automated. They are however still grouped together in their various areas of systems (mostly in long tall sections) in hydraulics, boost fuel pump switches, electrical, APU, air-conditioning, de-ice, bleed and all the various lighting switches. The engine start is now the familiar GND-OFF-LOW IGN -FLT switches. The pedestal is almost identical to the B727 version except it is now for two engines and not three. In craftsman like work the pedestal can not really be bettered. It is sublime in detail and so real in operation you can't really believe it is only a computer generated image. in the cockpits 3d world it is realistic in every form. Besides the beautifully crafted throttle levers there is the speed-brakes (with auto), park brake, engine fuel flow idle/cutoff's levers, stab trim (electric) and flap indicators for the outbound and Inbound flaps (0º, 2º, 5º, 15º, 20º, 25º, 30º and 40º settings). The radio is set out behind the pedestal below the three red fire handles (two for engines and one for the APU) and is very easy in operation. Just set you frequencies and flick a switch to make one or the other active... how easy can that be. Comm's and (early digital!) transponder are set out here as well. Above the pedestal is an early weather radar that just shows the standard X-Plane weather images. Detailing on the rudder pedal's is to be admired. Like everything else here in the B732 cockpit they are extremely well crafted and designed. Missing from the radio panel however are the ADF knobs... they are both (one each side) situated high up besides the throttle part of the pedestal, and have a three way setting that is excellent and very easy to tune. Powering up the Boeing 732 TwinJet Nothing is more exciting than bringing a machine to life. Certainly with a flying machine, and the B732 is no exception. But first we have to set up the aircraft. There are four menu options on the middle-lower left of your screen - V/Card - WnB (Weights and Balances) - OP (Options) and INS. We will start with the "Weights and Balances" menu (manager). Here you can set all the aircraft's weights and fuel and passenger/cargo loads. And as you do so the system will calculate for you the correct number relating to the aircraft's status and also show you your CofG (Centre of Gravity). The important number is your "Max landing" number shown in red. Here I have made the aircraft quite heavy at 117988lbs but I have a fair distance to go so I will certainly be under the landing weight. Cleverly if you open the Vref menu (or V/Card) the Vref's are calculated for you correctly and so are the landing vRef's, note that if you change the flap degree the vRef will change as well to compensate... a more clever idea again. Another note is that the landing speed is incorrect at this point because the aircraft's weight is wrong, this will change as you burn off the fuel or the weight. The other Menu item is the "Options" card. Here you can set all your options in: Cold and Dark startup or Engines running (hot) and set the time to Zulu. Hide the yokes and set weights to Kg's and finally select if required the Ground Power and Air Cart (to start the engines). Views and sound adjustments can also be adjusted. Weights and fuel set we can now power up the aircraft. Battery on via the "battery switch", You know that this does give the aircraft power but not for very long. You do have the Ground Power and Air Cart in the options menu to use. I found that in many instances they don't work? or connect up to the aircraft, which is slightly annoying. You don't get a power cart or air cart either outside the aircraft which are now usually de rigueur with aircraft of this price category. Here at KDFW it does connect and you can connect up the power via the switch and turn the AC switch to GND/PWR. Another option is the APU (Auxiliary Power Unit), start it up via the switch and wait, the unit takes it time to warm up... and then switch it over to APU/GEN on the A/C bus. Now ready to start the engines we can switch on the fuel pumps and hydraulics and the outside anti-collision beacons. The panel is "if it is lit, it is not active" so as you do the start up the OHP should clear until all the lights go out. Here FlyJSim has done a brilliant amount of work to make the panel so authentic, in most cases we take it for granted by using it all the time. But this is great work in that how you interact with the panel now is so real. APU to bleed and make sure the L & R Packs (air-con) are off and you are ready to turn on the engine switches to GND (start) if you are flying you then re-start via the FLT (start). As the engines power up then add in the fuel via the levers on the pedestal, and the rest of the engine start up is automatic. The engine gauges in the centre panel will spiral and note the conditions of the engine to the idle position. then all you have to do now is clean up the OHP with turning on the aircraft electrics (buses), pitot heaters and when running at idle turn off the APU bleed and the (air-con) packs on. As they say "A clean panel is a good panel" and you are good to go. One other option is the INS menu... You can purchase the Delco Carousel IV-A Inertial Navigation System. Nicknamed "CIVA", CIVA Navigation System for $US10.00 that is a basic navigation system that can give automatic navigation of up to 9 waypoints. (you can load X-Plane .fms plans) and it can be used in the FlyJSim B727 as well as other aircraft of that era. Well worth the addition cost. The JT8D's are whining now outside, sounds are excellent and 3d in rotation of the aircraft and has the "Realistic Sound" engine provided by DreamEngine & Turbine Sound Studio sounds. These early engines are noisy and smoky, but you certainly miss today the futuristic missile look of those long engine pods, beautifully done here... they just were not what the future turned out to be. The original engine nacelles incorporated thrust reversers taken from the 727 outboard nacelles. Unfortunately they proved to be relatively ineffective and apparently tended to lift the aircraft up off the runway when deployed. This reduced the downforce on the main wheels thereby reducing the effectiveness of the wheel brakes. In 1968, an improvement to the thrust reversal system was introduced. A 48-inch tailpipe extension was added and new, target-style, thrust reversers were incorporated. The thrust reverser doors were set 35 degrees away from the vertical to allow the exhaust to be deflected inboard and over the wings and outboard and under the wings.[ The improvement became standard on all aircraft after March 1969, and a retrofit was provided for active aircraft. This accounts for the odd angle of the thrust reverser doors and the very long tail pipe, but the main reason was that in thrust reversal deployment the original B727 version would actually lift the aircraft off the runway on landing! The undercarriage is excellent as well, great linkages, legs, tyres and animation. the engines hide most of the work, but it is worth checking out. The wings are very similar to the B727 in forward leading edge slats (inner and outer) and the seven position trailing edge flaps. wing and flap detailing is overwhelming and work to be admired, certainly in the powering out of those flap extensions. The landing light pops out under the wing(s) as well on the flap runners, the lower the flap position then the lower and change of angle of the landing light... great detailing. Flying The Boeing 732 On the options menu you have a pushback built in. No truck outside but the aircraft will pushback when the brakes are off and you press the pushback tab. It moves a little to quickly for me, and turning is via the rudders. Brake to stop and disconnect the pushback. A final check of the takeoff vRef charts shows me my markers, note that vR (rotate) is vR (vRef) +15knts, the bugs will call out the vRef's as you pass them (you get the landing heights as well) which is very authentic. A last check of the gauges at the hold and when cleared the B732 is on the KDFW runway 17R. Power goes up but the JT8D's take a little while to build up the thrust, once there the push is long and quite powerful, the noise builds as well into that unmuffeted roar. Vr and you only need a light pull back of the stick to get airborne, once clear of the runway and you are heading slightly to the right and you can feel the great central balance of the aircraft in the yoke, the aircraft is just under MTW, but the B732 feels very good and turns and climbs without much drama. Boeing pilots note it was always the best handling version of the B737 series, and here you can quickly feel why. In this era it was mostly VOR to VOR navigation, with a few NDB's thrown in for good measure. If you have the mentioned CIVA then you have a flightplan to fly to, If not then the navigation come down to you. It is best to be well prepared with the correct headings and VOR/NDB frequencies at hand. I found like with the B727 that the VOR's can be a little slow coming on line sometimes. NDB's seem to be slightly better for giving out the right direction. It helps here that the NDB knobs are in a great place just down to your right (pilot's side, left Co-Pilot) so I found I used them more in the B732. You want to fly the B732 by hand all the way to your destination as the B732 is so easy on you. But the autopilot is very good as well, if not excellent. You do wonder if change does make system better. In this case the A/P is so simple but so powerful you wonder why they had to change it. The Sperry SP-77 (option version) is a brilliant bit of kit. As you are already pitching in your correct angle, you will notice the pitch knob is following you, engage the autopilot via the big switches and the aircraft just holds the pitch! Select the altitude you want (8500ft transition) and click on the ALT HOLD on the top of the A/P panel. Make sure the IAS-OFF-ALT HOLD switch is in the off position (It should be already) and the aircraft will then climb and level out to the selected height. Want to hold any altitude then flick the switch to ALT HOLD. Note: that to change the pitch (climb or descend) you have to OFF the ALT HOLD first. The pitch is analog so you have to be aware that it won't go back to dead centre when leveling off, It seems to wander around, in that you set it correctly on the straight and level, you could however be descending down (or up) a little. The pitch is also a little big in its click settings as well, A click up or down and you are going 400ft, a second click is nearer 2000ft in pitch, you really need more intermediate settings to get a finer pitch adjustment. but overall the pitch system is excellent in just turn the knob (ALT HOLD off) and up or down you go... You have to click on a separate switch to activate the heading mode, and the Flight Director (FLT-DIR) switch as well, then the aircraft will turn to the heading bug. you can adjust the heading bug on the A/P panel and on the heading instrument as well for ease of use... In fact it is good to note that most adjustments have two sets of manipulators, arrows and curves and both work fine to what you like to use best. The VOR needle will note your direction and the distance is shown in the lower display. The aircraft will climb very easily but don't over stress the engines (they will burn out), keep everything well with in the green or with just a little yellow if required on the dials. As noted you don't need to stress the aircraft even while it is still quite heavy. I am flying quite high at FL350 and only 500ft under the service ceiling, That will cost me a little in a fuel penalty, but still better than the stronger winds just below. At altitude the aircraft is nice and clean everywhere (OHP is nice and blank) and I only have to watch the navigation points. The route took me down the east coast of Mexico as far as Corpus Christi. The Boeing 737-200 could not operate over water as there was no ETOPS (Extended range Twin Operations) allowed in the 60's and 70's in fact only one B732 was made certifiable. most 2-engined jets were restricted by the 60-minute rule. So I kept a visual sight to the coast all the way down before heading out to cross the coast at Campeche. Liveries You get seven liveries with the aircraft and unlike the B727 there will be no livery packs for the B732. A paintkit is coming. All liveries are excellent, but a few more American based liveries would have been nice... The Westjet is the best on the aircraft, the KLM is good as well. Also I checked and there was no hull fatigue cracks on the Aloha... so you are safe there. Night-lighting The cockpit lighting in HDR is gorgeous and yet you only have two adjusters in behind the dials and a flood up high. But you can find that perfect lighting setting and just the dials for landing in the dark. There are two fully adjustable spot lights overhead either side of the OHP. Turn on at night with the switches by the captain left side you can illuminate almost anything, the lighting detailing and reflection is amazingly good. Beacon, navigation, tail (logo) and strobe lighting is very good, but the cabin windows are dark and not lit making the aircraft a black hole at night, FlyJSim says this will be fixed in the update. Landing at Cancun You have to watch your speed on the descent. Pulling back the throttles means losing the power, but the aircraft will still gather speed as it descends. so allow for a period of space to get the speed corrected just under 200knts before your final approach. Yes you can use the speed-brakes but most pilot's pride themselves on not doing so, however sometimes you have no choice if you stay at the cruising altitude to long. The speed can be controlled though but don't expect it to recover until the aircraft is absolutely level again, and then the speed falls off quickly. You will again find the handling of the aircraft to your wishes while manoeuvring the aircraft though the turn to the heading of the airport and switch the A/P back on to use the near perfect VOR alignment to the runway for Cancun MMUN's runway 12R. Be careful though as RWY12L is noted and displayed, but it does not exist in reality? So don't select that one unless you want to land on the grass. Be careful of the speedbrake arm as it doesn't click into a position, only a green light on the panel shows you it is armed. Autobrakes are set to MED. Coming in close to the airport I recheck my land vRef card at 30º flap I can use 126knts, which is very slow... As the flaps go down each notch you need to work the throttles to keep the aircraft from not going into the stall while still losing off the speed. I settled at 130knts going into the ILS system and the really slow approach allows you the one thing you never get in big jets... time. One thing noticeable was that it was also in the daylight back at Dallas are the strong light reflections from the panel. Here on approach with the setting sun behind me some parts of the panel were blanked out, it is authentic no doubt, but it makes you work just that a little bit harder. At 130knts your ride over the runway keys is very slow and the B732 giving you all the time in the world to position the aircraft down on the tarmac right where you want it. No autoland here either, so watch that float. Those wonderful clamshell engine reverser doors bang into place and start the pushing out thrust to slow your speed, but they are not nowhere near as powerful as today's powerful reversers, so don't rely totally on them to slow you down. Power off and you are in the pace taxi mode and clean up the aircraft ready for the exit to the taxiway. X-Plane's HDR lighting is great on the ground. Strobes, strobe brightly and red and green nav lights illuminate the runway, you have four landing lights that can all be turn on with a flick of a small panel behind all the switches. there are also taxiway turning lights and a turning front wheel position taxi light. All lights illuminate the areas around the aircraft to making taxiing at night one of the best and easiest yet. (hard to do in X-Plane) only the RWY turn taxi-lighting is a little dim at the source, the actual lighting is however fine. A taxi to the bay and the flight distance was 1114nm, Fuel was getting low as well with that high altitude at just over 5000lbs left. But a shutdown and connection to EXT Power and the aircraft was ready for the morning return to KDFW. Summary The Boeing 732 will be certainly compared to the FlyJSim Boeing 727 Series. If you liked the B727 then you will certainly want the B732 and you won't be disappointed. In quality and detail they are exactly the same. The B727 was a bit of a drama queen, but then that is what you really loved about the aircraft. The B732 is a more neutral flying aircraft and is really more composed in balance compared to its bigger sibling. The B732 feels smaller than the B727 and in that context you may feel your not getting as much aircraft even though you are paying less (there was three variants as well for the B727 with the full series). But that will be missing the point. there is really not much to slip between both aircraft, They would really depend on your mood in that if you want to wrestle an aircraft (B727) or if you would just want a good no-nonsense aircraft (B732) that is very nice to fly over a continental distance, and both have a time and a place and both aircraft hark back to an era in that when aircraft were in a period of a glorious adventure and breaking aviation records. If you have flown the B727 then you will easily slip into the left or right seat of the B732 and feel right at home. If you are new to these FlyJSim 60's era aircraft, then yes there is a bit of a system's and operation's learning curve, but the results are well worth the effort. All aircraft systems including: Air systems - Anti-Ice - Autopilot(SP77) - Com/Nav radios - Electrical - Fire protection - Hydraulics - Fuel - Weather radar - Warning systems and cockpit call outs are fully active. There are a few more benefits with the B732, the Sperry Autopilot is a gem to use and not hidden away behind the throttles (B727) but right there where it should be on the glareshield. The lighting (except for no cabin lighting?) is excellent and the whole aircraft is so well put together in every area. You don't get a lot of extra features with FlyJSim aircraft, but you do get quality and great flying machines. And the Boeing is certainly a great if not a sensational aircraft to fly and great overall value. Yes! the Boeing 732 TwinJet from FlyJSim update is now available from the new X-Plane.Org Store here : Boeing 732 TwinJet - Price is US$47.00 _____________________________________________________________________________________ Installation and documents: Download is 294.40meg and the aircraft is deposited in the "Heavy Aircraft" X-Plane folder at 381.80 meg and requires a key-code for activation. Note: If you have purchased the xCIVA navigation package it goes in the B732 aircraft "plugin" folder and not in the X-Plane plugin folder... There are three documents covering the aircraft: - Designed by FlyJSim (Jack Skieczius and Joe Vermeulen) Developer Site: FlyJSim Dev Support : FlyJSim Support Review By Stephen Dutton 30th May 2014 Small note : in that the actual review was conducted in X-Plane version 10.25, I also flew the aircraft in the b10.30b1 to check for any differences (there was none and the frame-rate was excellent in both versions) a few of the images however were taken in b10.30b1 to check out the clouds... In frame-rate it is worth noting that if you switch off the "draw per pixel lighting" which highlights textures you will gain 30frames!. The aircraft will look slightly plainer outside, but 30frames is still 30frames... And yes I know that Southwest Airlines fly from Dallas Love Field and not KDFW, but there is sadly no KDAL scenery in X-Plane? _____________________________________________________________________________________ Technical Requirements: Windows, MAC or Linux X-Plane 10.20 or higher - 32 and 64 bit compatible. X-Plane 9 is not supported Recommended: 1+ GB of VRAM, and 8+ GB of system memory Current version: 1.0 ( v1.1405.1025 ) - Last updated May 28th 2014 Review System Specifications: Computer System: - 2.66 Ghz Intel Core i5 iMac 27” - 6 Gb 1067 Mhz DDR3 - ATI Radeon HD 4850 512mb Software: - Mac OS Mavericks 10.9.2 - X-Plane 10 Global ver 10.25 (final) - Hi rez planet textures from ISDG - Hi-Res Runway textures by Jack Skieczius Addons - Saitek x52 Pro system Joystick and Throttle Scenery - KDFW - Dallas/Ft. Worth International Airport by Brian Godwin (X-Plane.org) - MMUN - Cancun International Airport Mexico by 5171 (X-Plane.org)
  5. Aircraft Thoughts and Opinions : Boeing 732 TwinJet by FlyJSim Test Route: LSZH (Zurich Airport) to EGGD (Bristol Airport) The FlyJSim 737-200 TwinJet is a massive release for the x-plane community, its not often that somebody makes a massive jet! This 732 is special; its not as technologically advanced as its bigger brother the 777, yet it is easier to fly than a 757. This aircraft has been long awaited by many of us, and finally its here! If the "200" part of the name (737-200) puts you off, be assured that the systems have been greatly modeled. And you can also wait about another few months or less for the new release of a 737-CL by IXEG, but that "classic" model still classes as a 737-100/200. Today I am going to give my views and opinions of certain features on this fantastic jet, starting with aesthetics. Exterior Aesthetics: This aircraft looks almost vintage from outside, its a shame some of the liveries do not support this and look "clean". However from its design you can clearly tell that this aircraft is old and well maintained. One of many of my favourite features are the long sloped Pratt and Whitney JT8D's, with their reflective mirror like look, nowadays by chance it is very unlikely that you will see these engines attached to a 732 as normally airlines choose the later updated 737-700/800. I also like the thickly shaped fuselage with the fat nose, it looks and feels like a tank when flying! Despite all of that there is one thing that I do not like about the exterior of the 732, the passenger windows. In my opinion the window textures are to clean and repetitive. The glass texture that jack and the team chose for the passenger windows looks dull and to bright, I believe that to improve the texture FlyJSim should use more of photo-real glass texture so it feels as though you are looking in when viewing the aircraft exterior. But an argument against that is when you fly you sit in the cockpit, not outside the aircraft ;-) Another thing I also like about the 732 exterior are the landing lights! These lights are amazing and greatly animated and designed! The lights under the wing hang off of the flap runners and move when the flaps are extended etc.. A great feature! Interior Aesthetics: Pictures do not do justice for the 732, you need to see it to believe it. The B732 is very immersive, with a slight window reflection on the captains and first officer side in the cockpit and high resolution textures, I nearly forgot I was sat at my desk and not flying high in the sky! My favourite part of my journey from Zurich to Bristol was having to go-around at 600ft on my landing due to a casual yet annoying feature in x-plane, deer on the runway! My normal reactions would be to click "local map" and move the deer far, far away, but I forgot I was in a simulator so I decided to go-around at 600ft when I spotted them. This turned out great as the low 6200ft sharp turns over the city of Bristol looked great! So you can relate to my previous comment about being immersed in the B732. When looking behind toward the door to the cabin the back wall texture in the cockpit is slightly blurry, it still is at a high resolution just not as high as the main panel textures. It would be great if the circuit breakers were modelled just like in the FlyJSim 727, but unfortunately they are not. However the photo textures on the back walls of the cockpit have been taken in the pilots perspective, this means that the photo real textures on the back wall look slightly 3D. The yoke looks phenomenal, it has an amazing worn look which looks very realistic. I also like the fact that you have the option to disable viewing of it however it is much easier to click on it to disappear such as in a Carenado aircraft. The gauges also have nice textures, a slightly worn affect. Jack Skieczius (lead dev of FlyJSim) did comment during his live stream of the 732 that he is planning on adding another seat texture where you will be able to switch between the two. The new seat texture will be "fluffy" it will look near enough identical to the seat texture in the 757 by Flightfactor. Despite the great things listed above the cabin is not modelled? The closest you can get to the cabin is through the "call flight attendant" the button simply plays the PA sound. I did ask Jack during his live stream why the cabin was not modelled, he replied with something like: "well, the cabin wasn't modeled because I simply don't go there in flight, I sit in the cockpit". This is a very fair point by Jack, sometimes though I think its nice to have a look back there in flight whilst the pilot is 'stretching his/hers legs'! Across the main panel you also get reflections from the sun, I am not talking about shadows, no, I am talking about the sun leaving a white cast on the gauges. This is a fantastic visual effect, the only issue I have is that it is a bit bright and when holding short at Zurich I could not monitor my engine gauges as I could not see them! Overall though I suppose all visual effects add to the great realism. The overhead panel contains many switches and knobs that all have the same cream texture, this looks great but it could be even better if some have a weathered look. This point is just being really picky and it doesn't matter really. The cockpit floor is pretty detailed, you can see the dirt and mud engraved into the groves of the metal, in my opinion when entering the cockpit the dirty floor adds to the realism. Overall the interior looks very close to reality which makes this 732 cockpit/plane one of the best modelled and available for X-Plane 10. Lighting: The in-cockpit lighting is truly first class! You have many options for lighting, my favourite is the overhead moveable light (map light), you can spin the light and it will cast a spill on wherever you have positioned it. Ass well as this you get your general lights such as "dome" , "overhead switch" lighting, "main panel" lighting etc.. all of the lights look great as you would expect. There is not a lack of lights but it would be even nicer to have a few more such as the orange lighting which casts over the A/P panel. Apart from the main lights you expect I find not much more here. Systems: Nearly all of the systems aboard the aircraft are modelled in detail which I think is great and therefore worth the $47 price tag. The following systems are simulated: . Air system . Anti-ice . Autopilot (SP77) . Com/Nav Radios . Electrical . Fire protection . Hydraulics . Fuel . Warning Systems . Weather Radar My favorite three systems are the Sperry SP77 autopilot, the weather radar system and the warning system. The SP77 Autopilot is very simple to learn and use. For a detailed explanation read The autopilot is easy to operate and see, despite its simplicity the autopilot is very effective. my second favorite system aboard the aircraft is the weather radar. I love how you can adjust lots of options you have for the weather radar! Next to the radar on both sides is a yoke. The yoke itself isn't really a system that FlyJSim spent many months on but it is connected to a system that they did, the A/P (autopilot). The yoke moves around by itself as the autopilot navigates the plane, it's phenomenal seeing the yoke and the trim wheel both working together in unison. Another system that I think should also be implemented is ground services. The a320neo does a fantastic job of this, it would be great to see moving airport utility vehicles around the 732 also. If you would like a detailed explanation of all of the systems and how to use them then I suggest for you to check out Stephen's 732 review. Overall I believe that the systems are simulated spectacularly. Sounds: First the warning system. The sounds of the warning system are very realistic, especially the altitude call outs. I believe that the altitude call out (500, 100, 50, 40, 30 etc..) have been recorded real time and refined. I also like the sound of the over speed warning, the loud repetitive sound will surely grab your attention! Also the autopilot disengaged sound is near enough perfect to match the real thing, according to youtube videos! Another thing I noticed was the v1 and rotate call outs! After hearing Jack's voice from his live stream I think that the call outs are actually him! so your virtual cop-pilot is Jack ( lead dev of FlyJSim) and he is with you for every flight you go on! The call outs that you hear are v1 and rotate, it would be great to hear many more of these whilst flying such as 'positive rate of clime' and 'gear up'. The engines sound great this is because the sounds are from dream engine and turbine sound studio. Although my personal opinion is that they sound a bit strained, the engines still look and sound realistic. The only other sounds the aircraft makes are the knobs and switches. They all make clicking sounds that sound okay, maybe a bit quiet? Sidebar menu: The side bar menu comes with many different options. You have four boxes that you can select to bring up options, the level of options is great but it could be even better if you have the options of service vehicles like I mentioned above. Despite that there are still many different options you have. I think that the options menu can feel a bit basic after a while but its still a great feature that's there. The artwork behind which looks good. The blue and cream colour scheme for the release of the 732 can really be seen here especially behind the weight and balance manager. The weight and balance manager is also great, my favorite feature is the one to click in the blue rectangles to fill up the passengers, the same is applied to the cargo which is nice. Liveries: The aircraft comes with 7 liveries that are all at a high resolution. only including 7 is a bit strange, but not to panic there are many extra to download for free on x-plane.org. Here is a list of the default liveries included: blank (white) Southwest Westjet Aer lingus Air france Aloha KLM My favourite livery has to be the Westjet, don't you agree? if that's not enough then there are many to download for free: Pan Am ( clipper morning glory ) (two liveries, one clean and the other dirty) Pan Am ( traditional ). US Air Force : this livery is just fantastic! Air One United Airlines Cayman Airways Continental "red meatball" Air North Lufthansa (the livery used in this "thoughts and opinions" post) There is now also a category dedicated to all new painted liveries for the B732: on the x-plane.org Landing at Bristol International: Overview: Overall this aircraft is truly phenomenal and you have to experience the simulation in x-plane yourself to agree to the praise I have gave it. The FlyjSim team have really gathered all of their talents for this plane and it that is shown throughout the plane. There are many sounds that play behind the scenes but it would be nice to have a few more such as the extra co-pilot call outs! You have a range of options to chose from but it would be even better to have more such as: changeable cockpit textures from 'worn' to 'clean' the option to change the seat texture options for service vehicles such as 'catering' and 'stairs' But apart from those small picky points not much more can be changed. It was a shame that the interior cabin was not modelled however Jack gave a valid reason for not doing that! This aircraft is most definitely worth $47, every cent is well spent!! Especially when you also receive a free copy of KILM Wilmington worth $30! I would urge you to grab a copy for yourself just to experience this amazing aircraft, I forgot I was sat at my desk and not at "27'000ft"! Just imagine this with the oculus rift virtual reality headset! Here is my personal list of my favourite features: just to list a few: cockpit textures flight dynamics aircraft systems sounds night lighting So there are all of my truthful thoughts and opinions of the B737-200 TwinJet by FlyJSim. If you are looking for a full review please read Price : $47.00 - Boeing 732 TwinJet You also get a free copy of KILM Wilmington with your purchase!!!!!!! This"thoughts and opinions" post for the B732 was conducted in x-plane 10.25. If you wish to find out about the B732 in 10.30b1 you can refer to the bottom of Scenery used for the test route: LSZH : Zurich Airport EGGD : Bristol International Copyright©2014 : X-Plane Reviews Review System Specification: Computer System: - Intel Core i5 3330 @ 3.00GHz - 4.00gb of RAM - Geforce GTX 650 Software/hardware: - Windows 7 64 bit - X-Plane 10 Global version 10.25 - Saitek Pro Flight Yoke System - 732 TwinJet by FlyJSim - Skymaxx pro
  6. Aircraft Profile : Boeing 727 Series by FlyJSim (Part Two) "Flying the Boeing 727" Route: KDFW (Dallas Fort Worth) to KOAK (Oakland International) Distance 1375nm The FlyJSim Boeing 727 Series is a way of time traveling to another era. In this case the 1960's. Here is an aircraft that transcends time like no other in the feel and the flying environment of one of the "Golden" periods of flight. The Boeing 727 was in many ways a very unique aircraft and very popular with operators and passengers alike. The 727 was a creation of its time in that many airports were really very basic in the 1960's compared to even the smallest commuter airports of today. And the B727 was very able to land on short runways (around 4800-ft (1463m)), but to also unload/load passengers and even power itself while sitting on the ground. The aircraft brought a Jet service to even the smallest and remotest communities. It was also had an excellent range for short- to medium-range international flights and the safety of three engines over water. So what was airline flying like back then. How different was the way you operated the Boeing 727 compared to today's computer based systems and workflow cockpits. To do that we will fly the aircraft in this case the 727-200adv version from Dallas to San Francisco (Oakland), so buckle up and enjoy the ride. Cockpit introduction On any question an aircraft is an aircraft in the way it is basically laid out and flown. From a General Aviation trainer to the Airbus A380 you can easily see the the same controls and instruments and the way you fly them is in generally all in the same way. What has changed today is the way you interact with the machine. Today digital rules, as computers now run the flight-deck from the management of the engines to the routing and navigation and even now to the controlling of the flight controls (fly-by-wire). So if you took all this away then what do you have, In our case a Boeing 727. The integrated chip was still non-existent in the day the early B727's took to the air and yet these aircraft could and did function in the same capacity as the aircraft fly today, The main difference between them is cost-efficiency and reliability, and even then these Boeing aircraft were very reliable for their day. Looking at the Boeing 727 on the ramp you have to admit it has character, with that high large T-Tail and rear mounted engines (two exposed JT8D's and another one is buried in the tail). This left the wings clean and engine noise situated well into the background (they needed to be then as the engines were also very noisy and dirty) The 727 cockpit is very different in that it is all gauges and dials (known as a "Clockwork Cockpit), no glass screens or menu driven tabs are in here. There is also a third person to help you handle out with the aircraft systems as well with the Flight Engineer (FE) who is situated sitting rotated 90º behind the Co-Pilot. His panel is bigger than the main panel and today most of his systems have been transferred to the Overhead Panel (OHP). The instruments are the basics required for flying, The Standard Six - Artificial Horizon (sometimes known as the attitude indicator) with built in turn indicator, Heading, Compass, Vertical Speed, Altimeter and Speed (in knots and Mach speed, added to the SS is the back up instruments of Artificial Horizon, Altitude, Radio Altitude, clock and (outside) air-temperature, the DME 2 - NAV 2 (distance) is also situated lower down. The Co-Pilots set of instruments is very similar except they have a TAS (True AirSpeed) dial DME 1 - NAV 1 (distance). The landing gear lever is also on the right side of the panel. The Flap indicators are here as well for Outbound and Inbound flaps (0º, 2º, 5º, 15º, 20º, 25º, 30º and 40º settings) The center of the panel is dominated by the sets of three engine dials covering "Pressure Ratio (RPM), N1, EXH (Exhaust) Temp, N2 (RPM) and Fuel flow to each engine". The detailing of these dials is breathtaking and simply eye-widening in operation and in fact the whole panel is exquisite in detail and design from FlyJSim. I doubt you will never get a better 60's cockpit like this. Step out of a General Aviation aircraft and into the B727 and you would feel more at home than a current line pilot would in the way you interact with the instruments. The three red fire handles are on the top of the glare shield and the "Radio" panel is situated behind the throttle pedestal. Each frequency is set and you just flip a switch over to activate the frequency that you require in all settings from COMM, VOR 1 and 2 and NDB (ADF or Automatic Direction Finder here). Below the radio is your large Rudder and Aileron "Trim" knobs and above the radio is the Autopilot (AP). For a large airliner it is quite rudimentary. In fact your GA has probably a far more powerful AP than the Boeing 727. The AP may be rudimentary, but it is still highly effective in its simplicity. On the Overhead panel there is plenty of empty real estate, It dominated mostly by the (large swivel) lighting knobs and De-Icing switches (wing and engines), The pedestal is simply a beautiful sculpture to the age of mechanics. You can feel the levers and the metallic coldness in the design. In the three throttle (Built in reverse thrust) levers, Flap lever (right), Spoilers (left) and those huge trim (whirling) wheels with trim indicator. Lower down are also the three (one per engine) fuel flow/cutoff valves. All warning lighting (large) on the OH and FE panel works in the modern way in that all dark means everything is fine, lit lamps (usually red) means a problem, unless they are green which means the item is activated (De-Ice). Bringing the Boeing 727 Alive The checklist provided by FlyJSim is very comprehensive "SeriesChecklistandProceduresManual", You need to study it and understand all of the procedures correctly to get the best out of the B727. Another manual "SeriesSystemsManual" will show you were everything is located A third in "FJS-727 SeriesManouversManual" helps in the flying areas. A bit of study time early will provide a better experience later. Again to the untrained eye it all looks complicated, but it isn't if you you understand which block or set of panels does what. The main power (battery) switch is central high up on the FE station, If you have (AC) ground power then you can use that by selecting EXT PWR on the "Essential Power" dial switch, and switching the EXTERNAL power on (There is no power cart), However you will mostly use the APU engine (DC) and the APU panel which is situated on the back bulkhead. Flip the switch to start and wait while it warms up, Then select APU on the Essential Power dial switch and the two dials will show you the power supply. The B727 come with a great set of menus that are situated on the left of your screen. First open the "Weights and Balance Manager" (W&B.) Here you can set your passenger and cargo payloads by selecting seats or containers, in doing so you can also see your Centre-of-Gravity (CoG) and the balance of the aircraft. Fuel loads can be selected here also and every change you make is reflected in the comprehensive weight (either Ibs or kg) references. Better still open the "V card" and this menu will give you a full set of vRefs (flap settings as well) for the aircraft on Taking off or landing. No spending hours in going through tables here, just set your weights and then just note your vRef's... can't be easier than that. I'm going for a pretty heavily loaded economy class load, and so the aircraft is pretty heavy at 170,751Ibs. A final menu is for (O) Options in Cold and Dark start, Engines running, Field of View, Interior/exterior sound levels, Zulu time, Default view in 2d, Hide the Yokes and to set the Ibs or kg in the W&B manager. A look over at the fuel panel on the FE station and the fuel loads are now registered on the dials. As noted the checklist is quite comprehensive and there is a lot of items to check off and test. The passengers are boarded and we are ready to start the engines. Window Heat "on" (OHP) and Beacons "on". On the FE Panel right down low you turn on the hydraulics and then the boost fuel pump switches on the fuel panel. High right is the Air-Conditioning panel, but right right now we are concerned only with the "APU Bleed" switches (red arrows) to start the engines. So the Air-Con (A/C) packs must be off and the bleed switches open and the PSI will show on the dial. As noted you know the APU is pushing power to the aircraft by the (yellow arrows) dials (It will show the power output on the APU panel as well). The three engine start switches are on the very top position on the OHP covered by black covers, flip each one open and the switch can go into two settings "Flight" and "Ground". Here we are starting on the ground so you would use "Ground" the other setting is for restarting the aircraft in the air (Flight). Clicking the switch down on number 3 engine (Start sequence is 3, 2 (center) and 1) and the dial will start to move in the n2 gauge, when it reaches 17-20% you introduce the fuel by flipping up the "flow/cutoff valve" up. From here on the engine will power up to full idle and you can now start the other engines in sequence. When done you can switch the electrical power to the engines and close down the APU (before flight). In now not requiring the "Bleed" function, then set your Air-Con A/C packs to provide bleed to the aircraft's pressure and cooling systems. Easy to do? yes after a few run through. It is slightly complicated but with a few practices it comes to you pretty easily. Knowing what dial or switch does what easily helps you find your way around. The sound of a Boeing 727 in idle is that loud whining squealing noise that was so familiar only a few years ago. The FlyJSim sounds are extremely good... Noisy, but good. And they get better. Flight Preparation Flying the an aircraft of this era will mean many items you take for granted are not available to you. Flying today still means you have to prepare for a flight and a route basically still the same way. But you didn't have GPS points however in the 60's or mapping tools to plot your course to almost within a few feet of your route. Routing back then was mostly VOR to VOR (Nav-Aid) Navigation. So any route was mostly created around these Nav-Aids. NDB was also used but they don't have the distance (To or From) so they were a secondary aid. Still more importantly was that you had to have your course (Route) defined by headings, which was really the heading from one VOR to the next VOR (or NDB if used). So a preparation of a route is required that has this basic information. You can't use a standard FMS plan in the Boeing 727 or the later FMC routing systems. There is however as an optional extra (US$10) for the FlyJSim 727 an early inertial navigation system (INS) called CIVA for"Delco Carousel IV-A Inertial Navigation System". It can use a standard X-Plane FMS plan, but it is quirky to set up and use. Worse it has only 9 useable waypoint settings. Here I need far more waypoints than the CIVA can provide, and so I am doing the route VOR to VOR. The route created and printed out will give you the frequencies of each VOR you require and more importantly plus their headings. I have set the first VOR UKW (freq 112.40) on the heading using the course (305º) needle (the FL NDB (219) is also set as my turn point to the VOR). On the radio panel the first (UKW - Freq112.70) and second VOR (SPS - Freq112.70) frequencies are set ready. It is extremely important you have this information collected and ready before a flight including the right charts and that the settings are correctly set on the radio panel. Here the VOR needle is pointing correctly to the UKW Nav-Aid and the course is set to the same direction. Taking Off You have a "pushback" included in the (O) Options menu. It is very basic and no visible tug. select and then it pushes back, turn via the rudders and brake to stop. (You can use reverse thrust, the real 727's actually did. But watch those brakes as you can lift the nose off the floor if you stop to quickly. Take-off flap setting is a very long 20º (or 4 clicks). FlyJSim's flap animation and detailing is the best I have ever seen in X-Plane, So complicated and so beautifully assembled. The Boeing 727 flap system is very complicated to allow the aircraft to land at very low speeds (130knts!). There are leading-edge devices (Krueger, or hinged, flaps on the inner wing and extendable leading edge slats out to the wingtip) and trailing-edge lift enhancement equipment (triple-slotted, aft-moving flaps). They also create a lot of drag. The 727 will need a fair push of the throttles to get some movement, The weight feels very realistic. But be careful as to much speed will drag the front wheels if you turn to fast. Find the right speed and it works perfectly, Walking pace allows you to turn the aircraft on a dime. Power off and slow... then power on to turn. On the taxi down to departure KDFW Runway 35L I recheck my completed Vrefs on the menu, v1 is 131kts, vR is 131knts and v2 is 143knts... Cleared from the runway hold position I turn the aircraft on to 35L.... and straight into the full power up of all throttles to around 97% on the N1. The noise is deafening, but brilliant perfect sounds. The aircraft gathers speed but very slowly at first, and at 145kts (v2 +10 is recommended) I pull the stick back. You are not going to go into a very steep climb at first and only to... 5º-8º until the aircraft has some air under the wheels before gaining pitch to a more 15º or 2000fpm. You have a rear skid under the rear in case you mess it up, but that would be a sign of a poor pilot if you scratched it?... Flaps in quickly to 5º to reduce the drag and as you approach 250knts then they are fully retracted. The aircraft handles very smoothly under the climb and you can hold the pitch perfectly. At the right point now switch on the Autopilot and the AP will hold your pitch for you. You have to maintain your vigilance on your "Press (pressure) Ratio". Go above the marker at 19 and nasty things can start to happen. The B727 does not have any engine management systems, so you (the pilots) are responsible in keeping the engines within their operating limits. push those JT8D engines too far and they will burn out... and quickly. So even in the climb you are finding the best compromise between the PR at 19 (or below), keeping 250knts and having the best pitch of around 2000fpm. You don't let that speed fall, not even by a small amount because that stall comes very quickly with a very quick loss of the speed. The B727 will climb very nicely if you get the balance right, keep to 250knts under 10,000ft and 300knts/Mo.78 above 10,000ft. Watch the speed in the other setting as well when you level off as the knots can then climb the other way very quickly, expertly adjusting the throttle can keep you in the right speed range. You don't want to lose the 727 in any situation, it is very hard to recover (It can be done...) the spins are lethal, but most of the time you will be going in to the ground. It is important to know the limits of the aircraft. Select HDG SEL on the AP to turn to the heading bug set on the course needle (305º) and the 727 bird will turn to the heading. Then select "ALT SEL" (altitude select) on the AP to confirm to level off in this case the selected height of 15,000ft. The selection is on the top of the centre of the panel in large numbers (the switch will select 1000ft or 500ft increments). It is shown on the pilot's and Co-Pilot's panels that the "HDG" and "ALT Select" are active. Now comes the tricky part? The aircraft is still holding the set pitch, and you want more control over the climb angle. To do this on the AP you switch to "VERT SPEED" (V/S) and adjust the pitch via the Climb or Descend selector. But the transition from the held pitch to the V/S is a bit of a guessing game. So you have to find the right angle you want very quickly in not to lose your current climb or any height. Practice can make the pitch switch over go smoothly, but it is a bit of an art to get it just right. Reset the altitude to 29,500ft and the speed around 300knts is going to keep the climb clean. 1000fpm pitch and reduce to 400-500ft per minute as required (I usually do this in the last 3000ft). Past now Waypoint UKW and the next waypoint is SPS (freq 112.70), I reset the old UKW WP to the next in line which is CDS (Freq 117.60) ready for the next switch over. The change in heading is small between UKW and SPS (301º) Just before the SPS waypoint. I set the next heading ready (281º) on the course needle. When I switched over the frequency from SPS to CDS the VOR (2) needle goes flat? Not every VOR station will register as you leap from one to another Nav-Aid. So your homework better be correct. and your charts must be handy in case your not. Get it right and when the VOR signal for CDS finally locks on you should be directly on the right course. (Cue big Smile ) There is the option on the AP to use the VOR Lock (NAV LOC), selecting this option should lock you on to the set Nav-Aid. It is yellow when searching and turns green when locked (you need to be on the right heading anyway). But it does work? At lock the aircraft turns away from the selected VOR heading noted by the the direction of the red arrow. Which is really annoying as you need this feature of the AP in the way you navigate. For reliability just stay on the heading setting (default) from VOR to VOR. So even though the Autopilot is very basic, it is very good and covers most of the functions you require. Our route now covers the waypoints - TXO - ABQ - GUP - PGS - BTY - BIH to SAC (Sacramento). This is an amazing aircraft to fly across a distance. And there is plenty to do in navigating and monitoring the systems (both now are mostly automatic functions on modern aircraft). Remember you are doing the work of three people in the B727. The only item that came at me was the alert of "You have ice on the wing by being below -20" It snapped the B727 into a deadly spin. Next time flying I switched on the Anti-Ice wing heaters (OHP) and the problem never came back... But FlyJSim says its not implemented into the systems. But it worked for me every time? Landing the Boeing 727 Just past VOR - BIH (Bishop). I started the descent down to 10,000ft at SAC (Sacramento). You usually put the throttles to idle at a 2000fpm descent. However sometimes in the B727 you may need to use the airbrakes to control the speed back down to 250knts at the 10,000ft arrival altitude. A look along the wing with the airbrakes (spoilers) set shows the complexity of the FlyJSim B727 wings... It is also incredibly realistic with excellent wing flex. At SAC I set up the Oakland Runway 11 frequency (NAV1) of 111.90 and inserted RWY29 at 108.70 just in case I had to land from the south. heading to SGD at 234º and then I set up the SAU turn at 186º, In reality I will turn just slightly before SAU to line up directly for OAK's RWY11. Height is reduced from 10,000ft to 5500ft to a ILS collect at 1800ft. I usually get well below the ILS to control the speed down the beam. Using the flaps on the 727 is a devil you do or the devil you don't. The settings are 0º, 2º, 5º, 15º, 20º, 25º, 30º and 40º, but the 40º is rarely used. This lowest setting is very close to the stall speed noted as 106knts (which is very low anyway). The high T-Tail configuration would literally let the aircraft fall out of the air. There was a debate about this and 30º flap was made the maximum lowest setting to be used by most operators. The wing is effective down to 15º, but below that you get very heavy drag. Drop the undercarriage and the drag gets far worse. So as you set up your speed and lower the flaps past 15º you need a lot of engine power to counteract the drag, by 30º flap your thrust is quite high to keep the aircraft in the air. In saying that the B727 is very stable at these low speeds and excellent in a hands on landing. The landing lighting is excellent with two sets of lights on each wing, you can select all four lights or outbound or inbound lighting. Wing and runway turnoff lights are also available. The Menu "V card" is showing me a vRef of 132knts and so I will aim for a landing around that. Auto brakes are set to "MIN", and the ILS is selected by "AUTO G/S" on the AP. And lock on is very good. A manual landing is also very good with more throttle control to adjust the height and speed. As noted landing speed is very low at around just under 140knts (135knts at touch). Light control of the throttles is needed to contain the correct speeds. The aircraft is great on the flare but slightly nose up to control the drift down to the runway. I have never made a bad landing in the B727 and that shows the control you have in the flare. Once you have contacted the runway then up the spoilers. These are manual so you have to work them up (and down) yourself with no auto deploy. Flip the throttle thrust-reverser handles and feel the power (and noise) of the engines reverse-thrust (Clam-shells close in the engines) and let the speed drop to a crawl. The Auto-brakes can grab the main wheels, so watch that and a flick of the brake should release them. Once down to taxi speed then pull off the runway and clean the aircraft up. Heading for the gate the aircraft is lighter but still easy to manoeuvre in to a tight ramp area. When shutdown via the fuel flow/cutoff valves, I checked the Weights & Balances of the empty aircraft to note my final settings. Summary Flying the FlyJSIm Boeing 727 is an experience. It sends you back to another era of flight and you are immersed in the the way flying was done back then. The Boeing 727 is a very interesting aircraft to fly for many reasons. The main one is how much you had to do back then that is totally automated now. And that is the the deeper experience that comes out of the aircraft. preparation is the key in learning the aircraft in detail, right down to the little stuff of how the fuel, electrical, Air-Con,hydraulics the lot and how it all works and the limitations of the engines and systems. Also your routing has to first rate to get the flight perfect and get the aircraft from point to point. Through the flight you are constantly adjusting the speed and checking systems while navigating the aircraft across a fair distance. It is hard work. But get it right and do a perfect Gate to Gate service and you will be happiest person for days. So it is challenging the B727 but highly rewarding. It is a brilliant aircraft to fly, and fly you do. One of the best aircraft available in X-Plane.... without doubt. ____________________________________________________________ The FlyJSim Boeing 727 Series is available from the X-Plane.OrgStore : 727 Series Complete : US$62.00 - Currently on sale for only US$50.00 727 Series 100 : US$32.00 727 Series 200adv : US$32.00 727 Series 200F : US$32.00 Technical Requirements: Windows, MAC or Linux X-Plane 10.20 or higher - 32 and 64 bit compatible. X-Plane 9 is not supported Recommended: 1+ GB of VRAM, and 8+ GB of system memory Release Date 12th December 2012 : Last updated: March 23, 2013 ____________________________________________________________ Stephen Dutton ©copyright2014: X-Plane Reviews Review System Specifications: Computer System: - 2.66 Ghz Intel Core i5 iMac 27” - 6 Gb 1067 Mhz DDR3 - ATI Radeon HD 4850 512mb Software: - Mac OS Mavericks 10.9 - X-Plane 10 Global ver 10.25 (final) Addons - Saitek x52 Pro system Joystick and Throttle Scenery - KDFW - Dallas/Ft. Worth International Airport - Brian Godwin (X-Plane.org) - KOAK - Golden Gate , KSFO and South Bay - Tom Curtis (X-Plane.org Store US$34.95)
  7. Aircraft Development and Announcement : FlyJSim Boeing 737-200 Twinjet Jack Skieczius and Joe Vermeulen have announced their next aircraft to be released. The Baby Boeing the in the Boeing 737-200 Twinjet. Images posted by Jack (below) show an aircraft that is very similar to his wonderful Boeing 727 Series. And will be no doubt a great addition to your Boeing Family. Release date? No idea... But Jack would not have announced the aircraft unless he was a long way along the development process. Teasing us, yes of course he is and it worked. Stephen Dutton 2nd February 2013 ©copyright2014 : X-Plane Reviews (Images courtesy FlyJSim)