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Everything posted by Stephen

  1. One manual is part of the aircraft located on the OIS or MFD in the "User Guide" menu. The other version is In the A350 files it is noted as the "Briefing.pdf"
  2. Aircraft Review : Boeing 747-8F - Freighter by Supercritical Simulations Group This review includes references to the 747-8 Intercontinental V1.1 (The base aircraft are the same) Supercritical Simulations Group have now produced two versions of the latest Boeing 747 Series in the 748i - Intercontinental Advanced and now they have released the Freighter version in the B747-8F. In many respects it is the F-Freighter version that is more interesting in that Boeing are selling the Freighter version almost 3 to 1 of the passenger version, and even those aircraft have been downgraded to 3 per month on the production line. Sadly both the these VLA (Very Large Aircraft) in the B748 and A380 category are struggling to fill any orders. You would think that the cargo masters would want the biggest and most efficient yet freighter on the market, but no they don't. In many ways it doesn't make sense. As the world is more populated than ever before and are set out in these huge mass density centers with limited airport slots, then you would think these aircraft would be an answer to their prayers. But they are not like the original Boeing 747 was in setting the world on fire to aviation and the world in the 70's and 80's. The big twins are filling the market and not these huge transports. But as oil (and fuel) goes a little cheaper then may they suddenly become more profitable and become fashionable once again to their operators. In a strange paradox it was exactly the same time last year that SSG's Boeing 748i was released and I was flying that aircraft hard before Christmas 2013. Like a déjà vu, I am again flying an SSG Boeing 747-8F through its paces, but unlike the version last year this aircraft has had a full year of development behind it and that certainly shows here. As a more rounded and complete aircraft is one of the things you love about it. I will hand on heart be honest and wish that this variant in the Freighter had been released first. I like the B748i for its long routes, but it is the freighter version that gives me far more scope for adventure and cargo business. I like the routes from Singapore and Hong Kong out to Anchorage, then over the top to Europe, Or Dubai out to either the East or west to Europe. North America down to South America have had a few runs as well. Then there is my usual F1 flying to take the Formula One cargo to the flyaway races. The Boeing 747-8F would fill in very nicely many of these routes and I missed it and its range this last year. That should be put right in 2015. Although the B748i Inter and the B747-8F are different in many areas, mostly they are very similar and the notes in this review does also reflect on the development of the B748i as well to date. X-Plane Reviews has covered the B748i in two update reviews here and are worth both browsing throught to understand the past development that has gone into these aircraft: (Dec 2013) - (July 2013) But what we are looking at here and the focus is on the Freighter option. The aircraft is different from the B748i in that the high forward fuselage is like the original Boeing 747-100/200 in that the bubble behind the cockpit on the upper deck in more shorter and more 747 than the long top deck cabin look of the B747-400. The original version was more of a fighter jet look in profile that was sorta lost in the later versions. I loved the original look of the B747 as from certain angles it was simply a very commanding aircraft to look at, and here that pose has thankfully been returned. In development the Boeing 747 was originally created as a big logistic lifter for the U.S. Airforce (The contract went to the huge C-5A Galaxy) as the CX-Heavy Logistics System (CX-HLS) in March 1964, and the cabin or freight deck was to be a complete open space for loading and unloading of cargo, that is why the cockpit is positioned above on a separate deck. So the cargo version is in reality the original design and production 747. The huge nose section raises up to reveal the large volume of space available for cargo. This aircraft is a cargo haulers dreamboat. You open the large nose door and any other door including left side cargo door, lower hull cargo doors, and main entrance doors via the menu on the pilots right hand side. The doors and the APU are located on the options (OPT) page. (turn the menu on via the "On" button). The nose does not just appear opened but can take a fair period to raise up to its full open position. A small thing but I really loved that aspect, if you want realism then that is a perfect start. Carrying cargo is our business, and to fill your aircraft with the weight and amount of required cargo is what makes the business run. And here SSG have given you the perfect solution to get the job done. Under the menu "PLD" is the "Cargo Load Assistant" that gives you a large list of options on how to load the aircraft. If you don't want to spend hours agonising over every little KGS then you can select a % of the load in 25% - 50% - 75% - 90% and 100% load factors. I selected the 90% as that felt realistic and pressed the "Load Aircraft" button to load the aircraft. When done you can see your cargo loads through all the doors on the aircraft and the cargo weight is noted as well. Certainly this set up is the best in the business for X-Plane at this point if your a big hauler fan like me. Your fuel is best loaded in next. Again on the Menu is a fuel page "Fuel" that allows you to load the aircraft's fuel load the way you want in KGS x 1000 (lbs is available). The load can be set (loaded) manually but is best loaded via the FMC option. To load the selected fuel then press the "Load Fuel" button. The cargo (and aircraft weight) and now the fuel load is reflected on the FMC. It is best to load the cargo and the fuel in first because if you do change later then you will just have to totally redo your "Pref's" or takeoff and landing preferences as they are related to the weight of the aircraft in MGTOW (Maximum Gross Takeoff Weight) that is limited at 875,000 lb (397,000 kg) and 65,000 lb (29,000 kg) MTOW increase over the -400ERF. The FMC's (Flight Management Computer in Boeing speak) in the SSG B748i and B748F are from Javier Cortes. This is an adapted version of his successful "UFMC: Universal Flight Management Computer" plugin. It is a fully accessible in the B748i/B748F FMC including SID/STAR and route management and aircraft takeoff, cruise and approach preferences. This adapted FMC was not quite developed in the original release of the B748i and throughout the year Javier has done continuous work to bring the FMC up to a very good aircraft management system. Part of the issues were that the B748i is a very complex and highly systematic aircraft than the Universal type of plugin version, and to Javier's credit it is now a very good FMC. But some niggles still remain that I found in here last year. I will note they could be Mac (Apple) related or just me? But they are still there when programming in the route from EGNX (Nottingham East Midlands,UK) to LROP (Henri Coanda International, Bucharest, Romania). I found the SID's entry still did not work, so I created my own departure route from EGNX from charts (which was not hard) after noting the departure runway, and the STAR entry worked fine but I still found I got that long line off the MAP display to a final waypoint (arrowed) that did not exist after the airport runway and holding track? If I saved a route, and if I reloaded or loaded that route into the FMC my screen would freeze (I can still enter anything into the FMC scratchpad?) So I always have to enter any route from the start to finish. These niggles aside I found the FMC easy to programme and use and very easy to set up a route and activate it ready for flight. There is also the AirFMC app for Apple’s iPad that was developed by Haversine available from the App store and is priced at US$13.99. Which is a bit pricy for the one or two aircraft here, but if you have the x737 737FMC, CRJ-200, A320neo (JARd) or the X-FMC. It will run the iPad on all of them, so that would make it a better consideration. I tried connect up to the B777/B757 iPad app, but it didn't work. Both MAP displays from the Captain and F/O can show the different aspects of the route in MAP and PLN (Plan) mode and range, which I like in flight. The menu also gives you a "Clock" Function (CLK) that notes ETA, Local and UTC times, plus your weight and fuel flow (when the engines are running), you can reset the elapsed timer. Closing up the aircraft is done again by the "OPT" menu and you are ready to go. Put the MAP display range down to 1 and you get a layout of the airport... which is extremely handy with an aircraft of this size. APU running and I start both engine 1 and 4 to provide power to the aircraft but not too much thrust so the push-back truck has to struggle in pushing all that weight and the idle engines (it saves time on push-back as well). Engine startup now is very well done (unlike the original last year which was average), as slow blade animation becomes a blur to a slower blade in the background looks extremely realistic, sounds great as well with the new "DreamEngine" sound set that gives you the full GE GEnx effect which uses some technology from the huge GE90 Engines that powers the B777. You can set your takeoff preferences (Prefs) and thrust limits via the FMC. And you are ready after clearance to push-back. There is a built in Push-Back Truck that is activated by the "Tow" page on the menu. You can push or pull in two speeds of "Low" and "High" (I found low to slow) and the truck is what I call a "truck on a stick" as the whole assembly turns in a rigid manner that looks quite awkward, but does work very effectively. You have to provide a fair bit of thrust to get all that weight moving forward, but once doing so the aircraft is quite easy to taxi. It needs to be as this aircraft is very big to taxi around most airports, routes must be considered with areas that you can actually turn around in, but the turns the aircraft can do are quite tight, with that little extra thrust to keep the momentum correct. After runway hold and clearance it is time to line up and push up the throttles. EGNX in 9/27 (9459ft) has the worse bumpiest runway in X-Plane! It's a pain as you have to have the "runways follow terrain contours" box checked as if not you get that flat table top "lost World" mountain effect. So you have to suffer it and the hard continuous crashing of the undercarriage and pray the goods in the back are not totally destroyed. Vr (rotate) is noted at 166knts+10 but I need almost 180knts to still clear the runway, I have eyeballed the end of a few runways trying to get the lift and only a slight pitch (3º) to get airborne in a cargo 747(200), But I have the sheer power here available and once clear the B748-8F will climb quite easily at 10º pitch. To lift these heavy aircraft up to altitude, you have to almost coax it up there. The FMC calculated that FL300 (30,000ft) was the best cruise altitude. So I climbed to FL265 and then stepped the last few hundred feet. You eyes are on the N1 outlet dials, you need a margin here to get you out of trouble, so keeping a gap of 10%-15% is always a nice feeling, In this case I climbed hard to FL220 at 1400fpm V/S and then 500fpm V/S to the first flight level. The steps were at 300fpm. I will note that I made two complete flights on this same route... The one recorded here is the second. On the first flight I climbed the aircraft at just under 290knts to m60 (mach) as sometimes I do with a very heavy freighter, the point is to keep your speed low to lift in the vertical speed and not to run out of puff from the engines. But here in the B747-8F it created a pitch of 7º to 10º that I could not dial out later at 5º even when I had the cruise speed of m80. The point of course was the slow speed. In the second run I increased the speed to 310knts and m65 and that reduced the pitch nicely to 7º to 5º and then 3º in cruise. In both flights I did a transition altitude at 8500ft from the runway (09) at 250knts to clean up the aircraft and change the speed settings. I found it just very hard to adjust out that 3º pitch in flight (and that was the best result of the two flights). The FMC does adjust the CoG (Center of Gravity) in this case 22.8%. But the aircraft flew very nose (pitch) up on both flights? It just didn't feel right or comfortable and come to the approach/landing phases I found it hard to keep the nose down. I tried to adjust the CoG in the X-Plane "Aircraft" settings but they don't allow for adjustment there. I did a final very short flight up to FL300 with no payload, and I got a 2º pitch which is fine. The auto-pilot is excellent and the if you adjust the bank (I like 10º manual) then the aircraft will do perfect turn as noted on the MAP display, just pull the range down to see the turn curve. The cockpit is supremely appointed now. The average bland textures have been replaced long ago in the B748i/B747-8F SSG aircraft. And you don't worry now about spending those long hours up here over distances that can take over 10-12 hours. Everything is now working and adjustable. The aircraft has the v1.1 improvements of the B748i in the hydraulic system has been improved, and unpowered control surface behavior has been added, fixed the “Recall” button and message logic, added is new seat belt sign logic, the braking system has been improved for XP10.30 and many of the flight dynamics have had improvements. The MAP function gives you three options by pressing the middle (CTR) of the Map select knob. One is the standard MAP view with weather distance bands, another is a ROSE, which I usually use the most in areas of adjusting the aircraft's heading in manual takeoff/landings or flying VOR. And a third option with a altitude display on the bottom. All are very good but I didn't use the altitude display that much on these flights. Five liveries consist of one House (Boeing) as default and four cargo operators in CargoLux, Cathay Pacific Cargo, Atlas Air and Korean Cargo. There are two versions of each livery in High and Low Res liveries. I tried both versions and it didn't seem to make much difference to my settings (or frame-rate)? but the quality was very good. Frame-Rate : I am going to note the frame-rate aspect of these two large aircraft because it is not an issue but is theme that constantly comes up. Is the aircraft frame-rate friendly? Well yes and no. In yes, when compared to the release version last year these latest versions are extremely good. SSG notes you need a minimum of 512mb graphic power and 4gb of memory, which I have (6gb of memory). But that is really too low, you need a full 1gb to run this aircraft in a normal load and more memory as I found 6gb was on the line (as noted also by the X-Plane.OrgStore). But that does not say you can't run it effectively. It did take me a fair while to get the right compromise to run the B747-8F mostly by getting the numbers under that 512mb level. The texture setting on normal is the best way to do this and I switch off my "trees" and "draw per pixel" and keep my anti-alias to "x4". Once done I found the aircraft very steady in the simulator, with no frame-rate shuddering and no shuddering in movement of the views, I completed both routes perfectly with no changes needed to compensate for undue changes, certainly any weather or very large scenery would have had an effect, but both Depart/Arr airports are not over large but still good scenery. From that aspect the B747-8F was a very good simulation, even by my minimum standards. In no, It must be noted that these two VLA's are just that "Big", Loading any of each of these aircraft are going to create a large hole in X-Plane, It is not the actual file size of the aircraft (around 580mb less the liveries) as X-Plane can easily absorb bigger files than that. But the actual pixel size? filling your screen as there are not many aircraft of this size you are flying in there except for Peter Hager's A380 Series, This size does give you a strange effect to other items being processed in your X-Plane screen. I have noted this before and it must be considered when using the aircraft. The default B744 is of course a big aircraft, but it does not have the complexity or sheers numbers and pixels in its design as you have here. This is reflected in the loading times of the B747-8F, I recorded a time of 4.11 seconds to load from the Quickstart menu in the EGNX scenery, which is the longest I have sat out a simulator load. And change anything and it is well worth your time to go and make a(nother) cup of coffee. So getting the right set up (or make notes on what they were the last time you used these aircraft) will make your simulation a far better ride. Once done as noted it was very good, if not excellent and I was even able to use the downloaded weather to great effect. High in the cruise at FL300, you cover a lot of ground at m82. France disappeared in a flash, and then I was over EDDF (Frankfurt-Main) and that point on the flightplan was soon followed by LOWW (Vienna) and then into Hungary and Budapest was another past point before starting my descent into Romania and Bucharest (LROP). In cockpit (low but audible) and outer aircraft sounds are very good with the powering on GEnx engines, sounds can be adjusted on the "SND" menu if you want more noise in several areas including the wind, engines and Misc (my guess is background noises)... but I found them perfect. You can use the altitude display to set your descent, I found that the V/S distance half-moon circle perfect for setting the correct point of altitude (5000ft) to the point just before my next waypoint. I totally buggered up my first arrival at LROP on my first run. The culprit was the setting of the ILS frequency (110.70) for RWY 26R. On most FMC's your ILS freq is noted not in the top right box of the radio page but located four rows down in the ILS-MLS box. Usually this is a separate freq for the ILS. But here it is, and yes noted in the correct place... but? it is not actually active. You have to reset the freq in the top right VOR L (1) box, and to fail to do this will mean a fail to capture the ILS or runway alignment and a lot of swear words. On approach any high percentage flap movement is very touchy, get any wrong flap and speed position and the nose will rise (the CoG issue). To a point I was ready for this effect and had no real problems as it was just a matter of getting the correct speed right, but if you are not then you could easily stall the aircraft. Braking action was set to 4, and speedbrakes armed... I crossed the threshold on 175knts. You have to have the thrust-reversers set to just open the doors as the B747-8F has a throttle action to provide the required thrust you want (very nice). The runway was wet in this case, but the nose was hard to keep down and even on the runway under-braking and REV action you had to work hard to keep the nose gear touching the hard stuff. power off and rev-doors closed and you are at a taxi speed. The aircraft felt the size it is here and the usual parking areas for cargo at LROP were too small for the huge 747-8F, so I had to park it out on the main apron in front of the terminals. Lighting : External lighting is excellent, with inboard and outboard landing lights (wings) and taxi lights and very effective runway turn lights on the front gear. Wing (ice) lighting is also very effective as the engines glow in the dark, logo, double-beacon (upper/lower selectable), strobe and nav lighting is all noted. Internal lighting there is a lot of adjustment, there are five overhead lights (adjust together) that fill the cockpit with flood lighting, and turned down the panel lighting can be set perfectly for landing or takeoff roles. Primary Flight Display and MAP displays are adjustable individually. Summary : If you want the biggest, newest and best cargo hauler around then the Boeing 747-8F is it. SSG have provided the best perfect logistic mover yet, with not just the opening doors but also in the way of loading in and unloading that valuable money making freight weight, pallet by pallet. Plus you have the ability then to move it across continents or to simply anywhere in the world (if the airport your heading to is big enough). It is a big aircraft, to use and to fly, but easier to taxi and move across the world than you think. A full FMC routing and preferences access give you the ability to perform and get deep into the aircraft. It is not the easiest aircraft to set up for flight and set up in the simulator itself if you don't have a powerhouse graphic computer, but once done, then it does perform very, very well, and yes it will fly on a machine like mine very well. So the B747-8F is not for the novice. You will need a bit of (very) heavy aircraft and FMC programming experience to get the very best out of these big Boeings, but it is very rewarding when you do. I did note a few small issues like the FMC still has those smaller bugs, but they don't really hinder your routing if you program the FMC correctly. and I simply wasn't happy with the Center of Gravity positioning, Is it adjustable? Different cargo weights need CoG adjustments and you have to compensate for that. But these are very small issues in the whole scheme of things, Big Jets require lots of flying and experience and this freighter is of no exception. In a year both the B748i and this newer F-Freighter version from Supercritical Simulations Group have come a very long way and are now both very good aircraft. A great investment, but my preference is for this freighter version as it gives you a better experience in long distance freight hauling and I have more reasons to use that ability than using the services with the passenger version, that is a personal choice mind you, but in that case I also had wait longer for this freighter to do those sorts of routes and services, but the wait was certainly well worth it. Review is by Stephen Dutton Installation. Download is 325.40mb (expanding to 613.30mb on disk). just drop into your Aircraft folder and the activation (key) is required. Documents. Yes! the SSG Boeing 747-8F Freighter is now Available from the New X-Plane.OrgShop : Boeing 747-8F Freighter Price is US$45.00 Important Notice: If you have already purchased the SSG B748i Inter Adv, then you are then eligible for a US$20 voucher off the Freighter version, see the X-Plane.OrgShop for details. Also the v1.1 SSG 748i Advanced (passenger) update is free to all users that have already purchased the SSG - B748I Adv (check-in at your account at the X-Plane.OrgStore) SSG Boeing 748i (International) Advanced is also Available for US$45.00 from the New X-Plane.OrgShop : Boeing 747-8i Adv Developer Site : Supercritical Simulations Group (SSG) Support Forum : Support forum 19th December 2014 ©copyright 2014 : Stephen Dutton Technical Requirements: Windows XP or Windows Vista or Windows 7 / 8 (32 or 64 bits) or MAC OS 10.7. Sorry not compatible with Linux X-Plane 10 fully updated. 32 or 64 bit. (X-Plane 9 not supported) 4GB RAM/512 MB VRAM (8GB RAM and 1GB VRAM Highly Recommended) Current version : 1.1- last updated November 17th 2014 v1.1 update change-list - Added DreamEngine sound plug-in for improved sound effects as well as sounds professionally recorded from the real aircraft by Turbine Sound Studios. - Hydraulic system has been improved, and unpowered control surface behavior has been added. - Fixed “Recall” button and message logic. - Added seat belt sign logic. - Brake system improved for XP10.30 - Some flight dynamics improvements. - Added option to use kilos and pounds for cockpit displays. - Added new copilot side Navigation Display pop-up capability. - Added a resizable pop-up FMC. - Many texture improvements. - Many FMC and autopilot issues fixed. - Updated default , Lufthansa, Air China, Korean Air, BBJ, Boeing blue and extra KLM fictional Liveries. - Added LOW RES liveries version All these updates are also standard for the newly released Freighter version. 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 10.9.4 - X-Plane 10 Global ver 10.31 (final) Addons - Saitek x52 Pro system Joystick and Throttle - Bose - Soundlink Mini Scenery - EGNX Nottingham East Midlands Airport v1.0 - Golf 1 (Free .Org) - LROP Henri Coanda International, Bucharest - DAI-MEDIA Scenery €20.00 DAI-MEDIA Sceneries LROP
  3. I haven't run the CIVA for a while, but I would check that one out at FlyJSim: 727 Series Discussion
  4. Well thank you for your comments Pepel81, The pilot is Roman, the designer of the A350, so if you can tell him to get off his own plane then good luck with that (laughs), but seriously yes it is a great aircraft and I am sure many people will give us good procedures on how to fly the A350, and I am sure that a paintkit will be made available. Most of the fun with simulation is learning how to fly and start up aircraft from cold, I will admit that sometimes it is not that easy to do as real planes are just as hard. But that is the reason to learn, the A350 comes with a full manual and built in startup procedures in the checklist selection, so take your time to read it all and understand the systems, it will come but it does take time and the results are very rewarding. Best wishes SD
  5. Scenery Review : EFRO - Rovaniemi by DAI Media Rovaniemi Airport is known better by its unoffical name of "Santa Claus Airport", situated with its northern part of its single runway on the Arctic Circle. It delivers 329,900 (2011) passengers annually, but the main season of charter traffic from Great Britain and many other European countries lasts from the end of November until the middle of January annually. A smaller later season of Russians then arrive in January because they celebrate Christmas later. They all come here to visit the "Santa Claus Village and Santa Park" that is situated 2km from the airport. Rovaniemi Airport is also the fifth biggest airport in Finland by annual number of passengers, and is located in Rovaniemi about 10 kilometres (6 mi) north of Rovaniemi city centre, central-northern Finland. DAI-Media has come north from their usual areas of Romania and the Mediterranean coastal airports to Finland for this scenery. An a great addition to your northern collection it is. If you already have Truscenery's excellent EFTP - Tampere-Pirkkala then this scenery is a perfect addition for a Helsinki - Tampere-Pirkkala - Rovaniemi - Helsinki regional service. I have always been a huge fan of DAI-Media sceneries, because they are the very best (if not the best) at inserting their custom sceneries into the surrounding X-Plane default textures. The transition from the surrounding area to the custom scenery is simply seemless, and EFRO - Rovaniemi is no exception and in fact the design is pretty close to perfect. This is very important to get that "I am there" feeling and there is no badly flattened photo objects here... it is just simply very good. There is only one runway in 03/21 3,002 (9,849ft) Asphalt Elev 642 ft / 196 m, but from above it looks like a smaller cross runway has been removed. Get down close to the runway and taxiways and the textures are simply first-rate, with cracks and sealant and genuine markings covering all the surfaces, all the main runway markings and taxiway linage are also excellent as is the grass and infields that fill in the areas around the main movement areas. You get what you pay for, and here is in the specialist details like the perfect installation of the ILS tower with the worn tracks to the instrument. everything is correct to give you a perfect replication of the airport and its surroundings. There is only one main terminal with two airbridges (needed this far up in the cold north) that is quite grey and dark. It is very hard to get any light into the building and so it looks dull, but it is still very well constructed and a perfect reproduction of the current terminal, close up detailing is very good. Arrival side there is Santa to greet you and a couple of sweet snowmen. Aircraft side the ramp lineage and layout is first-rate, but there are no static aircraft or ramp equipment and so it looks a quite bare (DAI-Media have noted they are both coming soon). The surrounding areas around the terminal in carparks, lighting, static vehicles and the various items are all quite perfect and well laid out, even the approach road has vehicles that travel into the airport (X-Plane default traffic) that gives the airport animation and life. Once you move away from the central terminal area the scenery has many small clusters of buildings and hangars. Most of the clusters are cargo associated, as there is not one large cargo depot here, but about three very small ones spread around in various places. All these buildings and hangars are again great reproductions (mostly to the south of the terminal area) and a fuel depot is partly hidden behind. The commercial side of EFRO is located on the south-eastern side of the runway. As with most Scandinavian countries most airports are both civil and military and here at EFRO the airbase part is located on the north-western side. It is not really a full airbase here but just a collection of hangars and bunkers, there are a few military vehicles here (tankers) but no static aircraft. South-east side and northish of the terminal is the tower complex, that is part the control tower and part a cargo depot. The airport tower is perfectly reproduced with the associated ground buildings. the (X-Plane) view from the tower is perfect with coverage over the sweep of the runway and over the small GA area between the terminal ramps and the tower complex areas. All these cargo areas are well filled in with trucks and small stacked items of cargo and the areas are well filled in. Overall the airport is simply a very good scenery, but it's position in the very far north of Finland will mean that for most of the year it is usually very arctic in conditions with ice and snow... Since the move by Laminar Research to X-Plane 10 there has been a few but not many comprehensive ways to have a snow-bound landscape. "WinterWorld" by Tom Curtis was very good but not updated for X-Plane 10. Well now there is with the "Winter_Package 1.1" by Albert who does the default scenery autogen textures for Laminar Research. So this clever winter look goes to the core of the simulator. It is tricky to install, but there are now a few extra options in switching around the summer and winter files. With good luck or just good foresight DAI-Media also supplies some winter textures for EFRO as well, again they are a little tricky to exchange over (Both Summer and Winter spare files are supplied) but the totally effect is well worth the effort. To get the best view I flew FlyJSIM's excellent Boeing 727-200 north from Helsinki - Vantaa (EFHK) to EFRO - Rovaniemi to see the total effect of a snow storm in X-Plane. The effect is quite mesmerising, all that white, but beautiful as well. DAI-Media has enclosed a full set of charts for EFRO, and they include everything you need in ILS, GPS, SID/STAR, a waypoint list and also includes the important low-visiblity approach charts that cross over the airport (at the VOR-DME point) and then twist you back to land on RWY21. I set the Boeing's VOR (117.70 ROI) and NDB (TORAMO - TOR 416khz) to point out the aircraft, and TORAMO is important as it is your gateway from the north going south to the airport runway ILS Cat-l (21). EFRO loomed out of the bleak white wildness as I put the B722 into the set circuit to go north to return to RWY21. The runway is clean and black, and the approach is very clear from the north east. Once down and at taxi-speed you can note the high snow walls with the winter textures provided by DAI-Media. The whole set up of the winter textures and the scenery winter textures works extremely well considering DAI-Media have not put the two together before. The airport textures are a little whiter compared to the surrounding winter areas, but it is an excellent and very deep winter sort of scenero. I simply loved the whole experience... This is the arctic circle after all. So it is well worth the effort to combine all the different textures in X-Plane to create this winter wonderland. It really does add a very different dimension to the simulation. The night-lighting with HDR "on" is excellent, full marks here in the way the lighting has been set out and used... again DAI-Media are very good at the finer details on what really makes a scenery work in the right context. It is important here because the airport spends a lot of time in twilight and darkness for long periods over the year. You certainly are not disappoint with that in this case. the window textures on the terminal at night are excellent and you wonder (out loud) why they are not more colourful in the daylight, a little more colour would break up the greyness a little more. Highlights are the excellent ramp lighting with great coverage and great detailing of the post-support lighting on the arrival side of the terminal and high on the ramp side of the terminal, the details! Carpark and remote area lighting is also very good including the military areas on the north-west side. Runway lighting is first rate with great approach lighting, edge and taxiway lighting as you would need in a snowstorm. Taxiway signage is also very good. Services Edelweiss Air - Seasonal: Zurich Finnair - Helsinki : Seasonal - Murmansk Norwegian Air Shuttle - Helsinki Transavia.com : Seasonal - Amsterdam Transavia.com : France : Seasonal - Paris-Orly Services are very, very seasonal. Only Finair and Norwegian Air Shuttle (Helsinki) provide any all year round services. Charter Aegean Airlines - Winter seasonal: Athens Arkefly - Winter seasonal: Amsterdam Arkia Israel Airlines - Winter seasonal: Tel Aviv-Ben Gurion AirExplore - Winter seasonal: Athens, Barcelona, Madrid, Milan-Malpensa Adria Airways - Winter seasonal: Berlin-Tegel, Düsseldorf, Frankfurt Israir - Winter seasonal: Tel Aviv-Ben Gurion Jet2.com - Winter seasonal: Cork, Dublin, East Midlands, Leeds/Bradford, Manchester Privilege Style - Winter seasonal: Madrid Sun d'Or - International Airlines operated by El Al Winter seasonal: Tel Aviv-Ben Gurion TAROM - Winter seasonal: Bucharest-Henri Coanda Thomas Cook Airlines - Winter seasonal: Belfast International, Birmingham, Bristol, Bournemouth, Cardiff, Durham/Tees Valley, East Midlands, Edinburgh, Glasgow International, Leeds/Bradford, London-Gatwick, Manchester, Newcastle upon Tyne Thomson Airways - Winter seasonal: Belfast International, Birmingham, Bristol, Cardiff, Dublin, London-Gatwick, Manchester Transavia.com - Winter seasonal: Amsterdam UTair-Ukraine - Winter seasonal: Kyiv/Kiev-Boryspil Wind Rose Aviation Winter seasonal: Kyiv/Kiev-Boryspil Wizz Air - Winter seasonal: Budapest, Katowice, Prague, Warsaw-Chopin XL Airways France - Winter seasonal: Paris-Charles de Gaulle But the winter charter business is huge, mostly from Israel, Europe and the UK. Note : Santa is here of course, but he is very busy getting clearances for his round the world in a night flights. The logistics are now a nightmare and so is the mountain of paperwork, The sleigh of course is in one of the hangars at EFRO (sorry I don't know which one), but it is at the moment in the middle of a D-Check before it can fly. Summary Dai-Media has always produced quality scenery for X-Plane, as EFRO - Rovaniemi is another excellent scenery to add to your collection. It is a certain perfect companion piece with Truscenery's excellent EFTP - Tampere-Pirkkala, certainly not as highly detailed as EFTP, but it is very close and the differences between them is really minimal. Quality in every area is what good scenery is about and you are not lacking any of that here and the price reflects that quality. The missing static elements and dullish grey terminal are only slightly minor points, and both are easily dismissed. Certainly the foresight to include the winter textures has paid off handsomely with the now available winter package from xflyer. together they create a winter-world beyond beyond believable and makes this scenery really work well. Overall you can't fault EFRO - Rovaniemi, it is excellent scenery, well done and very complete. Review by Stephen Dutton The EFRO - Rovaniemi Scenery by DAI-Media will is available now from DAI-Media Scenery : EFRO - Rovaniemi Price is €28.00 (euros) Installation and Documents: ''Download is 222.80mb which is unzipped to your X-Plane in your custom scenery folder at 238.30mb. Comes with a full set of charts (23 charts) and (readme) manual (3 pages). extras include winter textures.You have to create an account with DAI-MEDIA before you can purchase or download any scenery. Copyright © 2014 : X-Plane Reviews 13th December 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 10.9.4 - X-Plane 10 Global ver 10.31 Final Addons - Saitek x52 Pro system Joystick and Throttle - Bose Soundlink WiFi Speaker Aircraft - Boeing 727-200adv by FlyJSim available from the New X-Plane.Org Store US$ 32.00: 727 Series 200Adv Scenery - Winter_Package 1.1 by xflyer (Albert)
  6. Aircraft Update : Carenado C208B Grand Caravan - Super CargoMaster to v3/10.30 Both these aircraft are in the Carenado Sale 50% off till the 21st December 2014! : Of all the releases and all the different types of aircraft that has been released by Carenado... One still stands out above all the others. Well two really, because the C208B Grand Caravan comes in two variants in the standard passenger version and the cargo version called the Super CargoMaster. If you want success then these two Caravan aircraft dominate almost everything. It is a big question why. I'm not forgetting the later great releases by Carenado of the B1900D or any of the King Air series aircraft, they are exceptional as well. But there is something totally special about the Caravan that just hits you in the chest around the heart area. Like the rest of the Carenado series of aircraft the Grand Caravan/Super CargoMaster has been updated to v3 and compatible with the current X-Plane version of 10.30+ (10.31 at this point). Voices of "But yes, but when are you going to update the Caravan?" with me included showed really on how little the Caravan has had any attention since its initial release. But only one thing really mattered? the installation of the new Garmin GNS430 GPS that came with the 10.30 release from Laminar Research. So what has been updated? v3.0 list of changes: -Added scroll wheel support to knobs, so now knobs have click/drag/scroll functionality all in one. -Installed X-plane 10.30 GNS430, along with all 3D cockpit manipulators and assets -Improved Autopilot VVI/ALT preset instrument -Eliminated noise during load with engines running and reduced Doppler-related pitch intensity (noticeable before during fast camera switching) -Fixed playback issue relating to above sound fix. -Implemented auto-toe-brake for those without hardware toe brakes. (Automatically senses toe-brake hardware and disables plugin-based system, to avoid conflicts) -tweaked flight dynamics -Pre-compressed livery files to .dds for faster livery load times -Removed v9-related files Yes the GNS430 GPS is in there which is great news, but the big news or bad news to users of XPlane9 is that, that this X-Plane version is not supported by Carenado any more. As a simulator we are now moving a long way away from the XPlane9 style of simulation. But in a way it does make sense because v10.30 does change a lot of the simulator's fundamental basics. It also makes the C208B aircraft not a compromise anymore between the two X-Plane versions, and like the rest of the v3 Carenado range that has already left XPlane9 behind, this v3 version does feel and fly far better or most more efficient that the compromised versions. C208B Standard Passenger Grand Caravan I flew a flight in each variant. First the standard passenger version from YPDO - Devonport, Tas over to YMLT - Launceston Airport, Tas (Australia) to feel out the new version. Setting up the Caravan is extremely easy because of the menus. You can set out from the start your static ground items and open and close all the doors to get the aircraft ready for flight. On the Caravan you have the option of a "Cargo Pod" under the fuselage. I usually fly without it attached, and you have that option, but open one door on the pod and every compartment door hangs down. You can configure in seating arrangements inside as well, with either an 8 passenger single seat set up or eleven passenger seats with a double bench and a single per row (except for the last row of single seats). The more bums on seats you fill then the heavier the aircraft gets. Detailing is simply superb, you can't get better in than this. Like all v3 aircraft you now have 4K textures but they are highly optimised for faster load times and are frame-rate lite. There is a huge selection of liveries now available for the Caravan series, and always one you need and many can be found here "Carenado Paints-X-Plane.Org". Starting up is a without a key and a push of a switch on the panel by the pilots left hand. Flick the switch and you sit there wondering if it is actually working... it is and slowly the whine from somewhere starts, it grows into a turbine whine and finally the propeller then turns into action, and gives you a roar that has serious business on its mind. What is simply great about the Caravan is the way it sounds. It is totally earth-shattering in its growls, whines and roars. 3d surround sound can make it as realistic as you want it to be, and it sends the hairs on the back of your neck into a shear enlightenment, you certainly don't need to go to India to find that higher plane, but to just hear to this Caravan at a full roar is to go straight there. You have to adjust the condition (red knob) to idle to tame the power a little, if not the aircraft will taxi way too fast, and is quite hard to handle at slow speeds, just don't forget to put it back up to takeoff? v3 comes with the new manipulator "scroll" feature. This combines the scroll of a scroll wheel mouse (or gesture mouse/pad) and a manipulator. I only use a standard Apple one click mouse, and for that the feature is slightly problematic? You can't scroll of course so the panel lighting is either on or off and so you have no dim adjustment. Adjust any of the knobs or buttons and it is not consistent either. On the GNS430 you can't adjust the range up, but can down or adjust the VOR/NAV1 frequency correctly, you can the smaller frequencies but not the larger ones. The pop-out of the GNS 430 is fine and gets around the issues. So the new manipulators are great if you use the scroll functions. But my mouse would rather prefer the standard manipulators of which unlike other v3 Carenado aircraft you can switch the scroll function off and use the old standard version. Taxi away and the power settings are great in idle as noted, but you need a little more power for tighter turns or a brisker run up the runway to turn around for take off. Power up and the noise grows, and you will need to control all that power as the thrust will easily push you off the center line with just the very large wide three-bladed one single prop doing all the work. It can be hard work even in light winds to keep the Caravan (damn) straight... but that is part of the experience of this aircraft. It climbs away easily and the balance is very neutral. A turn to YMLT and a climb rate of 600ft per-minute is quite adequate. You have a great Autopilot that can be easily be set with the altitude and vertical speed you want to climb very efficiently to the correct height. On balance the C208B is quite standard on the main panel for a working aircraft. Anyone that can fly even a smaller GA aircraft would have no problems in here, and I think that is the Caravan's main attraction, you really only have to adjust your flying to the weight and bigger size of the aircraft, because instrument wise and the control set up it is really all quite standard. The panel however is beautifully done by Carenado, clean and so efficient. In the air the aircraft powers along and is supremely nice to fly, a little noisy but that comes with the territory. Your passengers have great large windows that give out great views if you like to sit in the back and enjoy the flight from that perspective. X-Plane 10.30+ gave us the excellent GNS430/530 GPS system and one aircraft that really benefits is this workhorse Cessna. Here you have the GNS430, which feels a little small in here, the GNS530 would have been far better. This flight is only 20 minutes so a big flightplan is not really required. But I do have that option if I need it now... and I will soon. I am going to use the Caravan to do the bastion of every initation that every X-Plane user really has to do to be qualified as a real simulation professional in that I am in 2015 going to fly right round the world in X-Plane in a GA. (Flying in a big airliner is cheating), and the Caravan is ideal for such a journey. That idea was not possible until now because with the few long overwater sections you would need some sort of GPS tool, so now I have that. With YMLT now in sight I fall into a landing pattern at 1500ft that takes me down and past runway 32L/14R to loop back to 32L. You have to find the right speed to drop the flaps, as so to have enough power but not to balloon the aircraft, once the first 5º setting is done there is not much difference to the other 10º and 20º settings but just the lowering of the speed. It is best to handle the throttle constantly to get the perfect approach and descent speeds, it is quite easy to do once you are familiar with the aircraft, slow turns are perfect with no loss of height and control. and the same with the alignment with the runway, the "Course" runway alignment is perfect for the job here. 80knots is a nice approach speed and one on terra-firma use that powerful reverse prop thrust to slow you quickly down, the Rev thrust is throttle responsive! Then a quick taxi is all that is needed to secure to the GA ramp office. and deplane the passengers and their luggage.... job done, It is just to easy with this aircraft. ________________________________________ Super CargoMaster The CargoMaster is a variant of the standard version. To fly the CargoMaster you have to have purchased the standard version first. It is not a complete aircraft, and you have to also convert the supplied files to a duplicate of the standard C208B to get the Cargo version. It is quite easy to do and well worth not only the cheap conversion price of the variant, but for the versatility of what you actually get is really quite a different aircraft for a very different role, but still have the same way of flying the aircraft as the C208B version. You get the same menus as the standard aircraft but with a difference in that you don't change the seating arrangements but instead load in cargo (Boxes). 1607lbs pounds of cargo actually and you load or unload the cargo configurations via the "options" menu. put the cargo on and note the extra weight on the aircraft... your going to move all that weight? There is the same "Cargo pod" option as with the standard aircraft, and here I keep the pod attached. I'm at Prestwick - EGPK in Scotland in a mercy dash to deliver supplies up the Scottish West Coast to Oban - EGEO in a snowstorm! Yes you heard that right a snowstorm in X-Plane. Since the move to X-Plane 10 there has been a few but not many comprehensive ways to have a snow-bound landscape. "WinterWorld" by Tom Curtis was very good but not updated for X-Plane 10. and that really "left us out in the cold"... pardon the pun. Well now there is with "Winter_Package 1.1" by Albert who does the default scenery autogen textures for Laminar Research. So the winter look goes to the core of the simulator. It is tricky to install, but there are now a few extra options in switching around the summer and winter files. But the effect is simply totally amazing, and pull down your visibility, up your precip and storms and let the weather close in around you at a minus -15º and go out to battle the extreme winter. I had everything running in the cockpit, heaters, blowers and every anti-Ice and wing lights running. But I still had to fly to Oban in near zero-visiblity. I carefully taxied around to RWY13 via taxiways T, M and J (a long way around) to set myself up for departure. Once clear of the runway then it was almost due north to Oban. There is a VOR (Oban OBA : freq 110.55) that gives you a direct line to the airport, but I locked in OBN (freq 404) NDB as a backup, so I didn't use a flight-plane on the GNS430. So really even in close to zero visibility I only had to follow the pointer of the NDB to home on into, as I got closer the airport showed up on the GNS430 as well as a visual guide. Otherwise the gutsy CargoMaster was earning every bit of its Jet-A as it pushed on in the wind and snow. In areas the weather let up a little bit and winter views was simply extraordinary. I loved it and certain gives X-Plane a really big new dimension of flying. I powered on north until I saw EGEO and decided to do a left hand pass and then circuit back around to land on RWY01, It is easy to get the wrong runway at EGEO, as there is an angled parking area that looks like a runway from the air, but 01 is it. You have to be careful as there is some high ground coming back over the coast to the south and then also on approach to RWY 01 at EGEO. The bright white winter textures can hide these sort of hidden obstacles, but the visibility was also better here and I had no problems except for slightly bad crosswind in putting the CargoMaster down and throttling up the reverse pitch. A taxi to the ramp and soon the needed cargo was unloaded from the C208B. A quick hot dringk and I was soon airborne again and heading back to Prestwick and in an hour was back again with another load. Yes it was a great few hours of flying, and in a great aircraft. v3 Carenado C208B Grand Caravan - Super CargoMaster - Summary The Carenado Caravan series is one of the really great aircraft in X-Plane, It has something really special that makes the aircraft so very addictive. I think it is it's complete versatility, as with here I had two very different simulations and had two very different experiences, but the actual aircraft systems and flying abilities are quite easy to master... but you can do so much with that basic set fundamental principals. It sounds glorious, certainly one of the main attractions to the aircraft, but the dropping of X-Plane9 has made the aircraft also smoother and cleaner to load and fly in X-Plane10 without now any compromises. The GNS430 10.30+ upgrade is another huge bonus and welcome on this aircraft, the only downside for me was the single-click mouse actions tended to be bothersome and in some cases quite tricky in their actions. If you don't have the Carenado Caravan Series (yes the Super CargoMaster option is a must as well) then you will have a big open hole in your flying and in your hangar, As an investment then it is a no-brainer as the hours on these aircraft will very quickly accumulate. Every flight is enjoyable and rewarding and the v3 upgrade just makes it even sweeter again... One of the greatest GA aircraft in X-Plane? Certainly one of the very best. For a full (release) review of both of these aircraft then go to here: and here for the optional extension of the If you have the v2 of the 208B Cessna Grand Caravan and the CargoMaster "EXP Pack" then the v3 update is now available at the New X-Plane.OrgShop, just log in and check your account to download... or if you want to buy: Price is $29.95 - Sale price! only US$14.98 : C208B Grand Caravan HD Series sale price valid only till the 21st Dec 2014. Price is $7.95 : - Sale price! only US$3.98 : (you must already have purchased the above 208B Cessna Grand Caravan to use this "EXP" pack.) sale price valid only till the 21st Dec 2014. Update review by Stephen Dutton Copyright©2014 : X-Plane Reviews Requirements Windows XP, MAC, Linux X-Plane 10.30+ . 32 and 64bit compatible Pentium 3 GHz+ 1Gb VRAM Recommended Current version: v3 (last updated November 20th 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 10.9.4 - X-Plane 10 Global ver 10.31 Final Addons - Saitek x52 Pro system Joystick and Throttle - Bose Soundlink WiFi Speaker Scenery - YPDO Devonport by VOZ (Barry Roberts) - YMLT Launceston by VOZ (Barry Roberts) - EGEO - Oban Airport - Scotland 1.0 by Renair - EGPK Glasgow Prestwick International Airport 1.1 by Golf 1 - Winter_Package 1.1 by xflyer (Albert)
  7. You are correct, changes have been made... I looked everywhere to get the right wording, but I couldn't find it (always noted as OP CLB). As the aircraft follows such a distinct profile, then I thought that "Optimum Climb" was correct, of course it is not. Thanks SD
  8. Aircraft Review : Airbus A350 XWB Advanced by FlightFactor Of all the battles for supremacy in commercial aviation then nothing is going to compare with the twin engine market. It already has been a ding-dong battle between the Airbus A320 Series and Boeing's 737 Series and between them they have racked up thousands of sales, ongoing now is the next generation in the A320neo and the 737max to battle it out over the next few decades. A size up in aircraft category is also very complicated, as each manufacturer in Airbus and Boeing are both trying to lock in certain sizes in what is known as the "Big Twins" of the market. The Boeing 777 Series in dominating the market in replacing the veritable Boeing 747 has been very successful, but as airlines move away from the large hub and spoke model and back again to the original point to point services, then what was bigger is now not always better. Point to point markets demand very economical and high frequency services and to fit tightly the 200-350 seater markets, known as long and thin. The Airbus A330 filled this market, but its range and now being an old aircraft by today's standards and is also uneconomical, it's problem is that the -200 version has the range at 13,400 km (7,200 nmi) but is in the 250 seat market in a two class layout, the -300 can reach 300 seats but its range is restricted to 11,300 km (6,100 nmi). So one or the other don't fit. Boeing's solution is the 787 Dreamliner in 7,850 nmi (14,500 km; 9,030 mi) for the 250-300 seats with the -800 version and sweet spot 8,300 nmi (15,400 km; 9,550 mi) 280-330 seats with the -900 version. That slots the B787 nicely below the Boeing 777 and the coming 777X and fills the market. For Airbus it has been a two pronged attack to find an aircraft to fit below the A380 and go head to head with the Dreamliner and even the lower hanging fruit of the older 777's. Their solution is the A350-800 with 275-300 seats at 15,300 km (8,260 nmi) and the -900 at 14,350 km (7,750 nmi) with 280-350 seats, and the -1000 to cover the 350 - 370 seat market over the same 14,800 km (7,990 nmi) range which is B777 territory... and to just make sure to fill in all points just below the A350, the A330 will be updated to the neo (New Engine Option) to bring that aircraft up to date and competitive. To change things around and make life interesting the -900 version has been produced first to fill in the gap above the B787-800 and go head to head with the B787-900 and the -1000 version will be next for first flight to go for the B777 replacement sales of the earlier built and well into service aircraft. After the nightmares of the A380 development. Airbus could not want to have any problems in getting the A350 into service and quickly and as efficiently as possible. The timetable was tight, but Airbus in a way played it safe in using the tested, tried and true components from the bigger A380 and not going for a full composite fuselage like Boeing did with the Dreamliner. The results was an almost perfect first flight that was on time and date, and a testing program that ran almost like clockwork, the aircraft received its type certification on 30 September 2014 and the FAA certification on the 12 November 2014, and it is expected to meet its EIS (Entry Into Service) with Qatar Airways due 13th December 2014 with the first commercial service on the Frankfurt - Doha route in mid-Jan 2015. At this point the -1000 version of the A350 with a 15,600 km (8,400 nmi) and the 350-370 seats range is due next as the -800 version has stalled with the A330neo option filling in the gap quicker. Cathay Pacific expects to take delivery of its first Airbus A350-1000 in February 2016. The biggest battle confronting the A350 XWB is it's in service performance figures. Naturally the A350-900 will go almost head to head with the B787 Dreamliner in many markets, but the Dreamliner has a major advantage in it has a 20% reduction in fuel costs. Take this ANA Seattle-Tokyo leg for example as a 747-400 needs at least 136,000kg (300,000lb) to make that trip. The smaller, leaner 777-300ER needs nearly 100,000kg. But the Dreamliner, the only needs 63,500kg for the same Pacific crossing That is less than half of the B744. Yes they are in some ways different sizes of aircraft but the Dreamliner still has a notable 20% operating cost advantage. And those figures will certainly note the end of the B747's reign once the larger A350-1000 and B787-900 become more prominent around the ramps. The B787 does certainly have an operating cost advantage, but its still weaking 98.3% despatch reliability is going to be Airbus's number one target of the EIS of the A350 and its subsequent in service reliability and more importantly also meeting those high % percentage operational savings will only then mean a full order book or the success of the A350 XWB program. FlightFactor Aero No one doubts the quality of FlightFactor aero aircraft. Their Boeing 777 and 757 aircraft have been hugely successful and clever in the extension of the different variants in the "Extended" packages. The surprise was the change to another manufacturer in European Airbus in their next project which is this Airbus A350 XWB. Another challenge was the fact that Airbus aircraft are very highly intergrated with their Fly-By-Wire and Flight Control Laws, the two Boeing's were very good if not excellent in their flying characteristics, but the Airbus is completely a very different animal and only a few developers can or have been able to duplicate these complex systems for the X-Plane simulator. The best is Torsten Leisk that contributed to the QPAC Airbus A320-232 and Peter Hager's Airbus A380 Series, and here the flight laws and associated airbus fly-by-wire systems have been used in this FlightFactor A350 have been created and enhanced for this next generation of aircraft. In other words you fly the A350 more closer to philosophy and laws of flight than any other Airbus aircraft yet developed for X-Plane. FlightFactor aero have also with this aircraft created a new category or have split their product line into two separate types of aircraft in professional models (i.e. B777 and B757) and now another in the “advanced” version in that pro models have like lighting effects, particles, menus, high HD 3D graphics, textures and totally fully functional cockpits, and the "Adv" versions are noted as not so in depth but are still as hard to fly as the real machines. But in all but most cases here this "Adv" aircraft is still a very in depth simulation and the aircraft delivers more on flight and systems than most other aircraft in this price range and category, in this case you will not or never feel wanting there is something or a lot missing in the operation of the A350-800. Design wise with the aircraft power off the A350 XWB is very well designed and developed. detailing outside and inside is excellent, but I found the modeling slightly dark and more so inside. Airbuses have a very bright but grey corporate look about them and it is hard to get any directional light in here to lift the gloom a little. That is not to take away the excellent design work on show here. It is first rate and the best you can have today in X-Plane. Detailing abounds... look at the ailerons with no hydraulic pressure to support them... they all droop down. Why bother doing that? but this is the sort of detail you have around you, and excellent it all is. A start up will give you standing figures around the aircraft, this gives any ramp a busy feel and is well done. The A350 aircraft is a hard aircraft to model in the fact there is not that much information available except what Airbus gives out with their promotional material, there is no official documents and no in service details to gauge how the aircraft performs or is configured to everyday airline use. Remember FlightFactor would have started this project with even less data than what is available now. In that context they have done remarkably well, but we will have to forgive if in a few areas (and certainly in performance) that the numbers can be slightly off until the official ones start to drip through. Same is to be noted if a few things are missing or slightly wrong with the modelling. On the surface it looks absolutely perfect and very well detailed. Some small items look slightly odd at first in the fact the rear bogies are positioned front down and not rear down as with the B747 hanging undercarriage system. It is correct and so you can be sure if items like this are correct then other details are to. But close up the undercarriage here is surpremely well done, you expect a lot from a design of this price range and the A350 XWB does not disappoint. Powering up the A350 XWB Nothing will really work until you give the aircraft power if you want the full immersion of starting from cold. On the overhead (OH) panel there are two main and two backup power battery buttons. With power supplied you then need to set the ADIRS (Air. Data Inertial Reference System. ) which are three switches top left of the OH panel. Unlike some Airbus (JARDesign) aircraft there is only a short time frame for the ADIRS's to align. You have to tell the ADIRS the current position of the aircraft. This can be done two ways with the easiest by pressing the "Force Align IRS"on the "Options" page on the menus and that will align the aircraft to the its current position and start up the ND-Navigation Display. The second option is to select the FMS (Flight Management System) on the rear of the center console (it pops out) and insert your current airport (LFBO) and your destination airport (FAJS) in the FROM/TO box. This will then ask you to "Align IRS" and set up the alignment in that option. A350 XWB Displays The A350 comes with six large display screens. (left to right) Capt Outer OIS (Onboard Information System) - Capt Inner EFIS (Electronic Flight Instrument System) which has the PFD (Primary Flight Display) and the ND (Navigation Display) - Center Up is the ECAM (Electronic Centralized Aircraft Monitor) that includes the ED (Engine Display), SD (System Display), Permanent Data, Mailbox and WD (Warning Display) - Center Lower is the MFD (Multi-function Display) which displays the same information as the two outer OIS's - both right displays are a mirror of the Capt's Inner EFIS and and outer OIS for the First Officer. The Lower MFD function is the same as both the outer OIS displays These three info displays also have a "Cross Pointer" (on the real aircraft displays) that can be aimed to select functions on the screens, some areas on the screens can also have direct input from the keyboard when required. There is another selection for Mouse Users that have scroll wheels... You can select "Manipulate" to scroll, or "Zoom Only" to use the mouse for normal selections. I use the standard single click mouse select way. (the scroll is set in the "Manipulate" state when you start up). You also have the choice to have the FlightFactor Crew visible all the time or just from the outside view The Lower MFD and the OIS displays can be changed around on both the Capt's side and the F/O's side, not only in their actual position but the inner screens can be switched around as well with the buttons on the pedestal. Noted as "Capt OIS on Center" to move from the outer OIS to the center display and "Display Cycle" to move the smaller split screens around on any of the displays. This makes it very versatile for having the right screen where you need it, I liked the Flight-plan switched around on the right side next to the PFD, and all the panels "pop-out" for ease of use (visually) if you need that function and selection. Display Menus The MFD and OIS displays have a lot of menus, almost overwhelming in detail and far too many to do in absolute complete detail here... but we will cover the main areas. Top left are the main seven menu selections in: (Options) - Ground Service - Weight and Fuel - CAB(in) Announcements - Users Guide - Charts - Options. We start with the "Options" page that it is not related directly to the A350 but the noted FlightFactor options. You can set the speed you want the simulation to go at in "Time Flow", Difficulty Level, Structural Limits, Baro selection, Default Trans Altitude (direct input), ILS Auto Alighn on start up, Draw lines and Flushing option to default, Auto Pause, FCU Font, MFD Control (the pop-up screens) Mouse Wheel (Scroll) and Auto Helper. Other menu choices are "Auto Cockpit set up" that does all the hard work for you in setting up the aircraft, "Force Align IRS" (see above), "Jump 100nm" and "Jump to next Waypoint" both of these options require the flightplan to be loaded in the FMS. You can adjust the overall sound levels and save all these "Options" settings as default for future use or use the "Restore" to the default option settings. Ground Service: The menu is split into three selection pages in: Doors & Hatches - Ground Equipment - Pushback. Doors & Hatches - Pushback There is a big menu screen that will open and close all the aircraft's doors and cargo hatches. Just select the door you want to open via a tab on the menu. All doors and hatches open and close with a very vocal sound that can be easily heard from the cockpit. You can also "Open" and "Close" all doors and hatches in one selection. The "pushback is very good and simple to use... You have the choice of either to "Push" or "Pull" and selecting one of these will call the tractor and hook it up ready for use. Brakes off and the you can steer and use your throttle to control the tractor. Ground Equipment Ground service covers all the equipment attached to the aircraft or servicing the aircraft on the ground. The first left column is all the equipment available to service the aircraft (return to that in a sec..), The second centre column is the power provided to the aircraft in two GPU's (Ground Power Units) that can be accessed on the OH Panel and required if you don't start up the APU (Auxiliary Power Unit) on-board and either one or the other power source is required to set up the aircraft. The High-Pressure Unit (ground cart) is used to start the engines (or you can use the APU) and can have the AIR or Air-Con to cool the aircraft. Third or right column is the Maintenance Items (not available with this version). You can select "Stairs" to put a set of stairs at each front left side doors, Or press "Plane at gate" to put a single set of stairs on the rear left door. You wish you could select each door on the left for a stair as the two at left front feels like too many or simply have one at the front and one at the rear, but you can't. The rest of the ground equipment is a smorgasbord of vehicles and equipment... available are - Chocks, Passenger Bus, Fuel Truck (required for loading the fuel), Luggage Loader, Air-Conditioning unit, ULD Train and a Cleaning (Food?) Truck. All these items make it a very busy area around the aircraft and certainly give a great turnaround service feeling to the simulation. Weight and Fuel Here you have three menus that cover both Passengers and Fuel to be loaded (or is loaded) on the A350. First in "Passengers" you have an excellent menu to select passengers/cargo and set the aircraft's weight. You have four classes to select from and choices of cargo containers "96" Pallets and "LD3's". There is the simple option to select either Light-Middle-Heavy loads that fill the aircraft in one or the other configurations and load your preferences, you can clear the aircraft in one selection as well. Selection of "Fuel" can adjust your range which is handy because even with a light pass/cargo load can still mean a long range is required between certain long distance point to point flights. You can also cover all the other variations like with contingency and alternative requirements. Then you can load the fuel (Fuel Truck required to be attached) and you can see the loading from the ECAM displays on the flightdeck. When done you will have your correct final aircraft weight and see the fuel distribution. Third is "Cabin" where you can adjust the lighting and check out the trash and water levels. CAB (cabin) Announcements You will have a great time playing with the cabin announcements for your passengers in the rear cabin. There is a lot of choice, but the announcements are very low and inaudible sometimes? Just select what you want announced and press the play button as many times as you want to and annoy them. The cabin is very well appointed and designed in those four classes and the A350 has a great bar and passengers!... a few anyway in the first two classes, and you certainly notice the XWB (Extra Wide Body) of the aircraft with all the space inside. Users Guide There is a great built in users guide, that is a manual as well. It is also provided in a .pdf version if you like me use it on an iPad. The User Guide is very highly detailed, with the best way to set up the A350 in X-Plane with features and settings including the (plugin) "key" settings in the X-Plane "Keyboard" menu. For the biggest part though the manual (Users Guide) concentrates on the A350's systems and details, but there is no item by item descriptions on start up or instrument adjustments. A good companion to the user guide is a full checklist selection, that goes through every item to checked off or needs to be (you just have to know where they are), and itemises each selection as you work your way through the highly-detailed checklists. I recommend to study them to understand them all before using them in a current simulation, if not you will spend too much time sitting on the ramp working them and the positions of where everything is located. Charts You have Jepperson charts on your OIS, these are .png images of each chart page and that means you can't just drop in a .pdf downloaded from the internet. There are instructions in the aircraft folder on how to create your own charts and how to insert them for use... Charts provided are for airports: EBBR - EDDF - LGAV and LZIB. Options is the main menu... MCDU The MCDU (Mulifunction Control Display Unit) is positioned at the rear of the pedestal, and as noted it pops-out for convenience. The MCDU is a quite a simple but powerful affair on the A350. It is certainly not as comprehensive as the FF B777 or B757 versions which are replicas of the real FMC's on the Boeing Aircraft. It is noted that the later "Professional" version of the A350 XWB will have a full working Airbus MCDU. But you are not lacking here in the required basics. In fact it is quite clever in mating the real MCDU to this X-Plane slanted version. The bonus is you can load an already created X-Plane .fms plan from your current flight-plan folder and the MCDU will take care of the rest. You may sometimes have to do the odd join-up in clearing out any F-PLN DISCONTINUITY's to complete the flight-plan and have to also create your own SID/STAR's but I found these items easy to do and sometime far easier than spending hours trying to match up the correct SID/STAR to start or end a flight-plan. I found it just easier and faster to get the damn chart and input the fixes directiy. INIT You load in a .fms plan on the INIT page via the RK1 (Right Key 1) " F-PLN gives you your Flight-plan and you can scroll up or down through the fixes and Nav-aids. You can add in the "Overfly" (waypoint) preference if you want to as well. And input any speed/altitude constraints on the route. And you use the "Scratchpad" for input. You can see the flight-Plan on the OIS if you switch the displays around and it is excellent there for following the progress of the flight. The centre fix of the Flight-Plan will show on the ND (Navigation Display) if the NAV switch is set to PLAN. DIR DIR-TO (Direct-To) you have the direct-to option and the MCDU give you a list of options PERF You can insert your performance constraints in v1,vR and v2 and select your TRANS ALT in Transition Altitude. Thrust reduction/acceleration altitudes and temp FLEX that not must be below the outside air temperature OAT. PERF pages include: Take Off, Climb, Cruise, Descent, Approach and Go-Around. Like noted the MCDU is quite comprehensive where it really counts and gives you quite a lot of control over your performance, so the pro's will not be lacking in their ability to input their own constraints and performance tables. Ditto for the learners of this style of FMC in that it is also extremely easy to set up and fly this aircraft and learn the basics on how MCDU/FMC's work differently from a standard X-Plane FMC. It is well worth filling out all your MCDU data and complete in your preferences in every "single" box. Not only for the obvious in the way the aircraft performs, but also that the data is reflected on the MFD/OIS displays. You can't stress here enough of the importance of the pref data in the way it affects the flight of the aircraft. There are not a lot of entries by comparison to aircraft of this nature, but every data entry is important in the way the aircraft's performance at takeoff and the in the landing. You have a huge selection of data available from your OIS or MFD displays, In many ways it does mirror what is on the MCDU, and you can input directly into any of these data pages and load even your flight-plan. But the MCDU is quicker as you can do the same inputs on different pages that the MCDU will do once, and you could actually miss a page because there is so many. The Menu is the same as the MCDU buttons in: F-PLN - PERF - Fuel & Load - WIND - INIT, sub-menus cover a myriad of items about performance and your GPS positioning, radio settings, waypoints and fuel. It is really a nerd's heaven in cockpit management. Your Flight-Plan is one of the best features to monitor. You can select and install it just like you do in any X-Plane FMC (using the MCDU as noted is quicker) But it is the amount of information displayed that keeps you happy in the small hours. And also gives you the biggest note that will actually be there and still flying in the wee small hours? It is important that you set up your X-Plane "Time&Date" slider in how you want to do the flight... Living in Australia I will set my T&D to early morning or Zulu time to fly in the day. But as all you long-haulers know, the time you leave is calculated to the time you arrive, and here the A350 gives you an advantage, because it not only notes your time at every waypoint on the route but your actual arrival time! And here it is a mind-numbing to bed late 02.28 am in to the next day (or night), more cleverly is that it adjusts as you fly, so if you adjust the speed or have bad headwinds then the time will change to reflect that. So on one flight I lost 9min ETA in a speed change. You have to note that the actual time does not sync to your T&D until wheels up, which is slightly annoying, but once in the air the information is priceless including an update of your fuel load at arrival. It also notes your full distance and each waypoint distances. So you can see the importance of giving the aircraft all and more importantly the right data for the flight, the more data entered then the more information you get back. A350 Cockpit Except for the six display layout which is really the extra two OIS screens on each side, the panel and instrument layout is pure Airbus, If you know the layout of one and even the A320 layout then everything here will be in exactly the same place or position. The only item that is different is the Braking selection in "Autobrake Armed RTO" is a button press for take off and for landing you only have to adjust the braking action to the runway conditions. The PFD is the standard display with Speed and altitude tapes and V/S (vertical speed) on the right, The artificial horizon with turn indicator and landing ILS bugs are also standard issue. The PFD has the noted Auto-Pilot modes, alpha protections and flight director bars and in the lower section is the trim and flap position. Next is the ND (Navigation Display) with LS-VOR-Nav modes and ARC and PLAN and standard zoom adjustments. On the OH (Overhead) the aircraft comes with full systems in Top to bottom, Fire, Hydraulics, Fuel, Electrical, Air-Conditioning - Bleed, Anti-Ice and APU-Lighting, I recommend to read through the comprehensive manual on all the aircraft systems, because they are very well detailed. The center ECAM gives you a full display of all the systems and warnings, visual displays cover: Engines, Doors, Wheel, Fuel, EL/AC, EL/DC, Hydraulics, F/CTL, APU, Bleed, Cond (Air) and Press. All systems are functional and superbly reproduced in the center upper display. All pure airbus. The only real disappointment is that you can only fly from the Capt's side? you can't switch or control the aircraft from the F/O's side? and you miss that functionality. The Autopilot (AP) panel is standard Airbus, but you can only select one item at a time on the ND, you can have your Waypoints or your Nav-Aids but not together. The A350 also has the new X-Plane function of "Pull" or "Push". You can have the aircraft in "Selected" mode "pull" or manual selection or "Managed" mode "push" or automatic by the AP. Just make sure you know which mode you are in. The NDB/VOR selection for the MAP display is here in yellow. Central pedestal has the Radios, but it is in the MCDU that you set the frequencies for the VOR and ILS Nav-Aids. The ECAM selection buttons are here as is the flap selector in five selections: 0 (retracted) - 1 (1+F) - 2 - 3 - Full. There are 12 slats, 4 Flaps and 2 droop nose devices on the leading edge. Speed brake lever that is quite notchy to select the "Armed" position, so make sure it is engaged on the WD. Engine start is under the throttles to select engines IGN START (1 or 2), The throttle levers are really well done and have all the airbus modes A/THR - FLEX - TO-GA zones. The Reverse Thrust (toggle) is set either as a key or joystick activation on the X-Plane setting "thrust_reverse_toggle" (not "thrust_reverse_hold" like I usually do). To use you pull the throttles back to idle on contact with terra firma, then select the REV toggle (button or Key) and then throttle up to provide the REV thrust. Then Back to idle when required and re-key to disable the REV-THR. This system gives you great flexibility on how much thrust you want to provide for the REV thrust. Undercarriage actions and animations are first rate. But you have to get the landing right with those forward tilted bogies, the point the rear wheels touch if you get it right should be level with the runway, but it is not as easy as it looks, and they will trip if you get the first set of tyres on the tarmac before the rear set. (on a side note, you have to contact correctly... if you touch down too lightly the thrust reverse doors don't operate?) Lighting The internal and external lighting is first rate. The cockpit is a nice place to be for any period of time. It is not that highly adjustable with no moving focus lighting, but still very good with a spot light directly over the pedestal which is very handy. I found a nice sweet spot in just showing the edges of the panel with the overhead lighting as you get a dark panel with just bright buttons and displays with the setting of the overhead turned right down. And lighting in the footwells which most developers don't do. The reflections are very strong (but very good), but that requires an adjustment of the lighting to see out or landing at night. External lighting is excellent. Nose (known as take-off lights) and Wing landing lights and Taxi lights, There are very good Runway turn off lights and Wing scan (Ice) lights that light up the leading edges of both wings, both strobe and logo lights can be set to auto or manual on/off and in the right livery the logo-tail light looks excellent. The rest are the standard Nav and Beacon lighting. The cabin lighting is adjustable via the OIS menu "Cabin"and it is very good, but full brightness is to bright, and this menu also shows other items that are related to the cabin and door status. Liveries There are eight liveries with the A350 XWB package that includes a White (default), Home, Carbon and Qatar Home. The first four liveries are related to the A350 testing fleet, the other four are the airlines: Air France, British Airways, Lufthansa and a (Tulip) United. There are sets of 10 liveries you can purchase from different regions of the world that includes Oceania, Africa & Middle East, Asia, Atlantic, Europe 1, Europe 2 and Pacific. That adds up to 70 liveries plus the 8 with the aircraft. Quality is very good but not every airline (like Qantas) are flying the A350 XWB. Flying the A350 XWB The Airbus is extraordinarily interesting to fly... To a point you do allow the systems to do the work for you, but it is in the way the aircraft does this that makes it interesting, and how X-Plane now is seeing such great programming in flight. If you have flown an Airbus flight system before then you know how easy it is to set up... set your altitude (32,000ft) and just give the speed and HDG (Heading) buttons a push each to set them ready into "Managed" Mode. One of the great features here is the VD, or "Vertical Display" on the bottom of your NAV/MAP display. The importance (again) of programming the MCDU is highlighted here. If your flightplan is installed and the prefs "preferences" are filled in then the VD will show with the zoom out over a distance your profile of the climb to your set cruising altitude. The aircraft is very good at finding the very best climb rate (pitch) known as "Op Climb" (Open Climb). The aircraft will over the climb to altitude change the V/S (Vertical Speed) to match the conditions of the climb. That includes the points you retract the flaps and your transition point. Takeoff is brutal, and you can climb easily between 3,500ft per minute to 4,300ft per minute, or in other words almost straight up. Certainly if you have a heavier weight the aircraft (Open Climb) will adjust to the load factors. It is then important you match the correct high pitch on leaving the runway or you will get alarms or the aircraft when you activate the autopilot will pull the aircraft nose up to match the required Op Clb profile. Once you have left hard stuff and 300ft at the right pitch, then you select the AP1 (Pilot) and ATH (Auto-Thrust) and bring your throttles back into the "A/THR" detent or "THR CLB" on the PFD and the aircraft will then go to the flightplan and correct climb speed while managing the correct thrust and climb rate. To a point it is like riding a Saturn V, you are just sitting there as your climb profile adjusts to the correct vertical speed and is constantly adjusting the speed to flap retraction and transition altitudes. You will find around the orange marker the V/S will drop to about 1400ft per min and then resume when the speed has built up back again to a faster position to 3300ft per min till it again resumes a more relaxed 1600ft per min and continues forever on climbing upwards. Spread out your zoom into the distance and your waypoints (fixes) are noted with the climb profile all the way to your set altitude. At fixes heading changes then pull the zoom back to 10nm and note the curve of the flightplan to the new heading. The aircraft will turn with a smooth grace along the flightplan line. After the initial FL320, I stepped up to my final cruise height of FL365. Sounds are very good right through from start-up to cruise, I did find them a bit whiny in the cruise mode and after a period of time they gave me a slight earache. But high-pitch sounds don't agree with me, so that is personal thing... but I'm not that crazy about it... I have been 100m behind the nozzle of a Dreamliner and these new-gen latest high-bypass engines are whisper-quiet "is it actually running?" is how quiet they are, we may need to hear a real A350 XWB to see how different they really are. You have dual adjustable screens Nav/Map screens, which are great for different perspectives on the landing pattern. And the VD (Vertical Display) is used the same way as the half-moon line on the Boeing 777 to target your initial and final approach heights. The landing brakes are set to their setting and shown on the PFD as: BRK LOW - BRK 2 - BRK 3 - BRK HI (High), the 2 or 3 is medium in the old way. Note the smooth turn curve at a low speed and height, it banks the aircraft perfectly for a final approach. On finals I took control of the speed and selected, "Selected" mode and 160knts, the purists will roll their eyes but I found the aircraft going too fast in "managed" mode or 270knts and needed to pull that speed back to get ready to align up the runway. You however don't really move out of "managed" mode on descent, So I found it was very important that the QNH "nautical height" is set on the MCDU (FMS). So to set the QNH correctly for the aircraft is to set and adjust the speed to the height (or pressure). Flying an approach with the QNH set correctly was very different than if it was not set, and the speed was then controlled perfectly in the descent. Handling at low speed is very good, the aircraft will depending on the weight will land even as low as 140knts, the A350 does tend to point nose (pitch) down on the ILS and that can create the issue of pulling the aircraft nose up to flare... but that can be quite compromising in that if you get it wrong in to much high pitch you will suddenly balloon and float (X-Plane issue) or land nose wheel first (not enough pitch) the middle (perfect) position is a bit of a feel to find at first, but possible and easy after a few landings. Once down and after the armed speedbrakes have activated, then activate the THR-REV (key or joystick button) by opening the REV doors and powering up the throttle. I love the control this system gives you on the amount of thrust you want... off the throttle and then rekey the REV doors to close. Once at taxi speed you can then clean up the aircraft and head for the stand. Summary It is in a way a contradiction the A350 XWB from FlightFactor aero. It is massively detailed and certainly with the menus and systems, but there is a simplicity to it as well. It is a clever contradiction because it covers a lot of bases from users that are new to simulation and others which require the very deep immersion that you expect from aircraft of this price range. The A350 will keep both camps very happy indeed, but it is not as deep or as involving as the Boeing 777 or Boeing 757, but then again it is not meant to be either and maybe the "Pro" version will fill in those small gaps. Like many aircraft released today for X-Plane the A350 XWB is another aircraft that the more you put into it then the more you receive back out again, It is very deep into systems and menus, so a bit of study and flight pre-planning will go a long way in getting the depth that will reward you, so a good start is putting aside some time to study the (excellent) manual that will certainly help in understanding the aircraft and get the best out of it. likewise it is also far easier to quickly set up and fly (certainly with your flight-plans being X-Plane .fms plans) that can allow you to set and fly a flight in a very quick amount of time, even from a cold startup. So you won't be spending a hour or so programming the FMC, if you don't have any saved routes like you do with the B777, B757 or JARdesign's A320neo. However the total replication of a FMS (Flight Management System) like on the B777 and in this case the SID/STAR component is missing for now, do you miss this? well yes and no, no doubt we want the aircraft to be an almost perfect duplication of the the real cockpit, but the ease of programming the route and flight prefs does make it far quicker and gets you flying almost immediately. I miss the First Officer (F/O) point of view of flying the aircraft, and the option of switching from the Capt to the F/O for takeoff and landings, you can assign the joystick to either position, but it is for a visual point only and has no control (or movement on the F/O side). For value, the aircraft is very well priced even if it is as noted not the full "Pro" version, I found the aircraft more feature loaded and with great quality than most aircraft in this competitive price range. Features abound and you will be the happiest pilot on the ramp of any hub with the way you can set up and service the aircraft. I like to fly the whole deal from start-up to shut down and everything in between including loading and unloading the aircraft. It is not just the flying in simulation that counts, it is the total experience.... and in that department the A350 XWB does not disappoint. In the flying experience it is very Airbus with the fly-by-wire, alpha protections and control laws, It has the best X-Plane Airbus plugins and you will want for nothing. This is the very best in Airbus flying yet in those perfect airbus automated procedures and laws, even if the aircraft does a better job than you... and that is the Airbus way of flying. _____________________________________________________________________________________ The Airbus A350-900 XWB Advanced from FlightFactor is NOW Available from the X-Plane.Org Store. Price is currently US$ 49.95 : Get the - Airbus A350 XWB Advanced - Here Livery packs at US$10 for ten liveries are available here: A350 Liveries Include: North America, Oceania, Africa & Middle East, Asia, Atlantic, Europe 1, Europe 2 and Pacific. Documents and Install, Download is 209.10mb, that is unzipped into your Heavy Aircraft Folder of 309.40mb. The aircraft will only fly in X-Plane version 10.30. You have to insert a key to activate the A350 XWB, and it is highly recommended you totally restart and reload the A350 XWB from scratch from the desktop. To align the (SASL) plugin correctly. Features Fully custom aircraft systems (elec, hyd, air cond, ADIRU, etc.) Fully custom ECAM monitoring system with all screens and functions included Fully functional airbus style alert system with multiple status and procedural lists Fully functional interactive airbus electronic checklist system Airbus a350/a380 unique “touch screen” interfaces with dozens of screens and hundreds of functions Fully custom and unique MFD (multifunctional display) system with most of flight planning pages implemented in a new graphical interface, as well as FCU and radio backups just like on the real plane Full OIS screen system with options, ground equipment control, passenger and cargo loading, and even a full user’s manual inside the plane. Old style MCDU and fully functional aux instruments as backup. Full FBW with Highly realistic implementation of the Airbus “normal law” by QPAC – the most realistic fly-by-wire implementation for desktop flight simulation. In v1.0 an advanced flight planning interface (based on XP native data) Basic SID/STAR implementation using X-plane fms-files that you can create yourself and share with the community. "What you see is what you fly" flight path indication on the ND (i.e. curved trajectories with the turn radius properly computed based on speed and angular turn distance.) Implementation of all Airbus AP modes, except some non-precision approach modes (Selected and managed modes, speed constraints respected, "at or below" contraints in phase climb, "at or above" constraints in phase descent.) Full PFD and ND displays with fully independent display and different data sources for the captain and copilot displays. Independent autopilots Many new options like scroll wheel support for switch manipulation A very advanced 3D model with HD textures and complete and animated mechanics. ______________________________________ Review by Stephen Dutton 7th December 2014 Copyright©2014 : X-Plane Reviews Technical Requirements: Windows - Linux Fully Supported Mac: Beta version at this time only - Please only buy the Mac version if you feel you can be a beta tester. 1Gb VRAM, 4Gb RAM Current version: v1.0. Last updated: December 7th, 2014 Updated store# 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 10.9.4 - X-Plane 10 Global ver 10.30 (final) Addons - Saitek x52 Pro system Joystick and Throttle - Bose - Soundlink Mini Scenery - LFBO Toulouse-Blagnac - Aerosoft (New X-Plane.OrgShop US$21.50) - FAJS O.R. Tambo International Airport - tdg (Free .Org)
  9. Aircraft Review : Antares 20E Motorglider by Aerobask If you want a minority strain of aviation in X-Plane then Gliders would be it. New gliders are very rare and in fact this is the first review I have ever done on a glider. But like any facet of flying they are very interesting and has mostly the question to be poised is that has the free spirit of these thermal machines been given at most a good aircraft to fly. Well that aspect is changed here, because Aerobask has created the Antares 20E that is a quality motorglider and not just a basic or average glider to fill in a category or be a machine to in fill a basic need. Many pilots would love to learn and fly gliders and with this aircraft that will give them now the chance to savor the quieter and more purer aspects of flying. Aerobask's designs are very much based on the composite designs that are prevalent with very modern aircraft. That aspect of course is also perfect to design a glider. As the clean air smooth shapes and build materials are very much the same. Design wise the Antares 20E is first rate, and like I mentioned a real quality glider in detail and fittings that is usually absent from these sort of aircraft. Too true is the fact that gliders are very basic flying machines. There are no rows of switches and in fact there not much in the way of complex systems or lighting at all for you to master. The main aspect of flying gliders is well "the seat of your pants" or your natural instincts of staying in the air as long as you can. For a first time guide to gliding, then Aerobask has included a tutorial called "Fly_your_glider_in_X-Plane" in the documents folder, and it is worth a moments to understand the way these machines work the thermals to do what they do. But some feel to aircraft in knowing how even the basic aircraft fly and how you operate them can go a long way here as well. To power up you just turn on the key on the right hand panel. Remember from the moment you turn the power on, until till you either turn it off or the power dies is to be aware of that this is a one way power discharge, there are no generators on a glider or a very long power cable to keep everything running when the battery runs out. But the systems are also very power efficient. There is a way to recharge your battery, as you can attach a portable generator to the glider (Note: for the generator to work you have to be in "Start each flight with engines running" box ticked off (MenuBar/Settings/Operations & Warnings) or a cold start and all the power switched off on the glider or it won't appear) You operate the generator by the large buttons on the energy display. Ahead of you is a main display which is a hidden GNS530 with some basic access buttons (mostly a MAP view) and essential glider instruments on a side display (including: Power on/off, FLARM Radar, MacCready Estimate, display checklist polar and set Baro and you can set the MAP zoom (range) and MacCready blue triangle adjuster as well. Set out below is a power display for energy used and power (being) used. X-Plane thankfully provides a way to get yourself airborne. In the X-Plane menus "Aircraft/Aircraft & Simulations/Glider-Tow" you can attach a StinsonL5 aircraft to tow your glider into the air. To activate the tow you just release the ground brake (or key) and the Stinson will simply drag you into the air. As the Stinson climbs you up in a left hand circle rotation, it takes a little practise to get the right flow in the tow and stay in the right place behind the towing aircraft. Next is the release and the best point to make is too make sure you release in the right direction that you want to go. There is no point just releasing and then finding that you are pointing in the wrong direction as you will lose energy in correcting that mistake. To release from the Stinson then press your spacebar or pull out the yellow knob on the main lower panel... In an instant it is all very quiet and the Stinson immediately vanishes (shame it does not just fly away?). In most cases you won't be in the right position to start your gliding effectively. But you do have a great feature that fixes that problem. Push the knobbed lever on your left forward and you will get a lot of clanking going on behind your head... then as like in a James Bond movie up comes an electric driven propeller! push the throttle forward and away you go. You can also use this push power source from the runway, but that will just use up a lot your of valuable battery life, you have however with a full battery charge the capacity of a direct climb right up to 10000ft. I preferred to use this tow option for two reasons, 1) to push me into the right position and then climb up quickly to the correct altitude after releasing the tow, and 2) if I lose too much height later on, I can then simply push myself back up again to recover my lost (valuable) altitude. The power currently being consumed by that electric propeller is noted on the display as is the loss of of power already discharged. The electric motor is brushless-fixedshaft running on DCDC current and running at 190 288V, and pulling up to 160A. The EM42 is a 42kW (57HP) motor that can deliver maximum torque over a wide RPM range, with a total efficiency of 90% and a maximum torque of 216 Nm, the motor is exceptional and not only within aviation. You have three main instruments in left: Variometer (vertical speed), centre: airspeed indicator right: three settings in one as the Variometer V80 in a "Total Energy" - "Artificial Horizon" - "Timer". The Total Energy has a built in vario sound that gives you an aural positive or negative warning (It can be switched off). vario sound is very helpful when flying in thermals because the sound pitches inform you about parameters in the strength and the direction of the thermal. And with this it allows without constantly keeping an eye on the panel in that you can fly more safely by watching the outside exterior environment. McCready Setting: This instrument computes the estimate gliding time (in mn) and the range (in NM) you can fly, according to the actual conditions (altitude and glide ratio). Mix this informations with GNS DMEfunction (DIS) to see if your next waypoint or airport can be reached. MacCready triangle Speed to fly Set estimate thermals strength on the ring with the rotating knob on the left top of the main MAP display. According to blue MacCready triangle, the V80 screen shows you your optimal speed to reach next thermal. The "MC" button will show you a graph on the lower display that gives you your STF (Speed to fly) - Vz - Range/Flight Time Estimate. You can adjust your X-Plane thermal settings on the "MenuBar/Environment/Weather/Set Weather Uniformly for the whole world" page in two sliders for "thermal coverage" and "thermal climb-rate". X-Plane does however simplify a lot thermals management, it is not perfect... but it does work on quite a good level here. The FLARM (Grey Screen) is an electronic alarm system to prevent crash risk between gliders or the ground and this is specific to gliding, but is closely related to TCAS in commercial aviation. Red diamonds are traffic near your position. The little red arrow indicates if it is climb or descent, and the black number is the relative height with your plane (in hundred feets : 5 FT and down arrow means this plane is 500 ft below your current position). A vocal "traffic" alert will ring if you are to close. The rest of the controls and instruments are simple. Flap lever and large AirBrake levers with a neat "Trim/Pitch" lever are on the left and on the main panel is "Reflections" (on/off) "water ballast". With no water ballast your sink rate will be low, with water ballast your sink rate is higher, but it can also translated to a higher cross-country speed. You can refill the water ballast by using the X-Plane (MenuBar/Aircraft/Weight & fuel) menus and adjusting the "slung load weight" slider. You can also hide your joystick as well by the button top right. Lower Instruments are a "Becker Avionics" AR6201 VHF AM/VHF transceiver and a "Trig" TT22 Mode 2 Transponder, both are supplied with excellent manuals and a third manual covering the LX9000 series Variometer system, all are worth reading and studying to get the best performance out of the glider. I'm no gliding expert, and I am the first to admit that. But I did find it quite easy to retain my height and even increase my altitude quite significantly. The area around North Tweed in Northern N.S.W, Australia is excellent glider country with the sheer cliff faces of the Macpherson Ranges proving excellent updrafts and of course the heat that comes with a tropical Australian summer. You are glued to the McCready instrument searching for those thermals... everyone says gliding is totally relaxing and serene, but I found it stressful and worrying as I looked anxiously at the gauges to find any lift and hints of survival with the dead calm around me. There are nine liveries with the German basic as the default. All are of high quality but a little blurry at low texture settings, but you are not going to get really extravagant designs on this airframe. As you pitch down the speed rises. The sounds are simply excellent as the winds rush past the cockpit, the faster you go the higher the noise which is highly realistic. Open the little hatch in the canopy and the wind noise goes even higher... I loved it. As the valley closes in around you, you feel more venerable... but somehow completely under control. The airbrakes are very efficient, as you can easily control your speed and so your descent. Threading your way down is a skill, but I found it far easier than I expected it to be. Falling into a landing pattern keeps the airfield to my left, I found the height to distance quite easy to do and over a many flights never over-run the grass runways. The main landing wheel is electrically operated by a switch on the panel, (up/down). There is a fail-safe drop handle (Orange) that will release the wheel manually, but once activated (pulled) the electric version won't work any more. The flaps will reduce your speed but sometimes I needed a touch of the speedbrakes to correct the final speed on approach. Stalling a glider is almost impossible, crashing is easy but low speeds are easy to control, so landings can be very easy and soft. and the control is far easier on approach than what you think they should be, those long wide wings make the aircraft very stable... but only in low winds. Summary The Antares20E is a great introduction to gliding, and for the experts finally a decent quality glider to fly. Gliding is easier that it looks if you are already quite proficient in the basic GA flying. and that elecrtic propeller will get you out of trouble as well if you are learning. I found I didn't need to use it much, mostly to up my altitude or move the aircraft to a better thermal location. The gadgets provided really also help you find and navigate the thermals like an expert, if you understand how they work. and that is the main reason to purchase this glider as those tools are modern and effective and not available on the usual basic gliders in the simulator. So the Antares20E is a great overall design, the best in this glider category that I know of... easy to learn and easy to fly and it also has the important depth required for the experts to fine-tune their skills. So overall the Antares20E is simply excellent. Review by Stephen Dutton the Antares20E Motorglider by Aerobask will be available soon from the NEW! X-Plane.Org Store here : Antares 20E Motorglider Price is US$19.95 Installation and Documents: ''Download is 237.00mb which is unzipped to your X-Plane in your Glider folder at 274.10mb'' : Start with the "Start each flight with engines running" box ticked off for the portable generator to work. All documents are included and are excellent : Support Thread : Antares 20E Motorglider Copyright © 2014 : X-Plane Reviews 11th December 2014 Technical Requirements: Windows, MAC or Linux X-Plane 10.30 or higher - 32 and 64 bit compatible. (X-Plane 9 not supported) 1GB VRAM Video Card Current version: v1.0 Last updated: December 6th, 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 10.9.4 - X-Plane 10 Global ver 10.31 Final Addons - Saitek x52 Pro system Joystick and Throttle - Bose Soundlink WiFi Speaker Scenery - YMUR Murwillumbah Airport by VOZ (Barry Roberts)
  10. Yes the CRJ-200 is a quite a challenge to fly well, A very deep aircraft but very fulfilling.
  11. That is very odd?... have you tried raising the gear by a key input on the keyboard and see if that works?
  12. Sorta okay, but looks and feels slightly underdeveloped... Cockpit was too dark for me, just needs a few more lighting details. SD
  13. Aircraft Update : Embraer ERJ-195LR v1.2 by X-Crafts In early August 2014 X-Crafts released their first aircraft for X-Plane. This was the Embraer ERJ-195LR and very good it was, to make things better here is already the first real upgrade in v1.2 (v1.1 was only a bug fix upgrade) From the release version (1.0) this upgrade is quite significant. I noted in my release review that the aircraft needed just a basic refinement and a few of the bugs cleaned out. That has been done here with the update and the ERJ-195LR now feels at where it should have been at the release point. There are few minor niggles but overall this aircraft is becoming very impressive. The design work is really lovely and clean. All textures and liveries have been updated to 4K quality and also have been refined to give a better frame-rate reduction, you certainly notice the difference in the quality. The X-Craft's ERJ-195LR is far better in the Captain's seat than version of the ERJ-190LR from SSG (Supercritical Simulations Group). And fly the aircraft hard as I did around the Australian triangle traps (YSSY (Sydney) - YSCB (Canberra) - YBBN (Brisbane) and it rewards you with great performance and flying abilities and the 190LR will climb powerfully at 2200ft per minute with a full load easily, with the maximum of a recommended 2565 ft per minute and with then a medium load you can still climb just under that pitch. There has been the addition of a 15º Bank selector that helps with less tighter (and unnatural) turns at altitude. Now the aircraft glides from one heading to another, 15º banks are automatic above 25,000ft... a welcome addition. You can choose between a 2d/3d cockpit or just a 3d cockpit by replacing the .acf (aircraft) file - ERJ 195 LR_2D.acf to ERJ 195 LR.acf, The 2d version has a HUD (coming to the 3d version). I personally only prefer the 3d cockpit version. You can also create an X-Plane9 version if you wish to as well. It does however require a change of textures (provided) as X-Plane9 does not support 4K textures like X-Plane10 does.. Panel displays have had a large amount of changes to make them excellent... clearer and far more defined than the original version, they are far easier on the eyes and they pop-out as well if you require that feature. The NAV/MAP display is now far better with the map the correct size, the waypoints however are still rather small and hard to read, but overall it is now easier to track the aircraft to the correct heading without squinting closely. The systems and the actual menus on the Nav/Map display have been also cleaned up and work better. Pedestal is glorious in design, clean and efficient. The Reverse-Thrust has been fixed, it was designed to go into auto-reverse on landing, but now you have control back (thank god, as it activated too early). You have now pop-outs for the FMS-X-Plane Standard and Radio panels, the menu buttons are directly in front of you on the panel. Right through the cockpit buttons and knobs have been made to work or fixed, the knobs have been tuned better and you don't have to do wide long swipes across the whole panel anymore to change your height. Everything feels by touch more tighter and controlable, there is still the odd thing, like the press one knob like for the ignition switches and you turn both switches for both engines? On the ground the doors still open separately, and the cargo doors have had a complete overall, they look great but inside the hold it has also been completely redone, very nice. Turnoff the engines and the APU and you get chocks for the wheels and static cones around the aircraft. Liveries All the liveries are now 4K textures, great variety and great detail. Two whites in clean and dirty versions, a single house and four Jet Blue signature designs. And a few great airline standards that is currently a collection of 17 liveries. Update Summary When I first flew the Embraer ERJ-195LR from X-Crafts it was a total tour-de-force, brilliant design but very compromised by detail and fine tuning. Was it then released too early and did the aircraft really need more time to refine it?, Yes it properly was and the time was needed. .... but this 1.2 version update totally brings the aircraft up to being a very worthy and entertaining machine. Frame-rate wise on a fast machine with the 1gb VRAM recommended you will find it perfect. If you have a slower or older computer with limited VRAM like me then you will find you will have compromise sometimes on having a large amount of objects or heavy settings of X-Plane autogen running with the 3d cockpit (view), The ERJ is now nowhere as bad as the release version and in fact is far better now than a lot of these sort of heavy files as with the Carenado King-Air series. In all cases I found the aircraft quite good in every area I flew into or out of for this update review. X-Crafts ERJ-195LR certainly is now a quality aircraft at a really great price and there is a lot more to come yet with this package in features and ideas. It looks just so good and now it has the ability to match as well as the looks to enjoy good point to point regional flying, I wanted this aircraft so desperately to achieve its potential because it has so much there to be released... now you are seeing what that early potential is becoming, it's not totally absolutely perfect, but it is certainly a great investment if you want the best ERJ of this class, Just check out the video by Quep below on how great the detailing is on this great aircraft. Yes! the Embraer ERJ 195 LR by X-Crafts is now available from the NEW! X-Plane.Org Store here : Embraer ERJ-195LR Price is US$19.95 Installation : Download is 395.30 mb which is unzipped to your X-Plane in your regional Jet folder (if you have one or "Heavy Aircraft") at 839.10mb with the extra liveries loaded. Note: The version flown here is the 1.2.1 version, The current version on the X-Plane.Store is 1.2 version, which is still very good, 1.2.1 will be available after the weekend 29/30 Noevember 2014. Support Thread : ERJ-195 by X-Crafts Update Review by Stephen Dutton Copyright © 2014 : X-Plane Reviews 24th November 2014 Technical Requirements: Windows, MAC or Linux - X-Plane 10.25 or higher - 32 and 64 bit compatible. Joystick required 1GB VRAM Recommended Current version: 1.2 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 10.9.4 - X-Plane 10 Global ver 10.30 Final Addons - Saitek x52 Pro system Joystick and Throttle - Bose Soundlink WiFi Speaker Scenery - SYDNEY YSSY Version 4.0_.3b 2 SYDNEY4.0_.3b 2. by MIKX - YSCB Canberra by VOZ (Barry Roberts) - YBBN Brisbane by VOZ (Barry Roberts) 1.2.1 Change log - Performance optimized for X-Plane 10.31 - Optimized frame rate (getting minimum 25 fps in 3D cockpit) - 15º Bank selector added with automatic bank above 25,000ft - New cargo area modeled with new lit textures - 4K default fuselage texture - Completely new 3D Cockpit lightning - New static objects (front wheel chocks, cones and Remove before flight tags) appear when engines and APU are off - Non-working keys on the FMS fixed - High resolution PFD - Pop-up displays (Click in the middle of the displays in order to open or close the zoomed ones) - Objects lighting optimized - Size of the map on the MFD is increased - Size and colors of symbols in the map changed and increased - Dynamic exposure added - New LIT fuselage and tail textures - New 'MAIN PNL' knob added to the pilot and copilot side panels enabling you to change the Main panel lightning - Lit textures of the fuselage are only visible when the Landing lights are on - xfeed bug fixed! (Check the manual) - All knobs on overhead and main panel have lit lines on them indicating the position of the knob - Transponder bug fixed (The display didn't work on the pedestal) - More shininess added to fuselage - Heading knob bug in 3D cockpit fixed - Changed direction of the V/S rotary - New Pop-up fms lit texture - Clickable area for the speed knob inreased in 3D cockpit - Clickable area for the auto-brake knob inreased in 3D cockpit - Cargo door bug fixed - Nose gear lights are not shining through the cockpit floor anymore - Fast spinning fans animation fixed - Back wall of the cabin modeled - New cabin walls textures - Many other minor bugs fixed - Normal maps added to some cockpit objects - 'Noise on some objects when light shines on them' bug fixed - Fire extinguisher manipulator now works in 3D - Autothrottle speed displayed in PDF BIGGER - Digital vertical speed dial indicator in PFD
  14. There is an update overdue for the Challenger 300, Dden noted around Christmas 2014... There is an issue with X-Plane 10.31 with frame-rate as noted here : Bombardier Challenger 300 dev thread
  15. First question first... The .OrgShop is in transition at the moment to a new store front. And things are still being put in place and other things are not set yet, once sorted the aircraft will be available Second question... The reviewer (me) had a beta and more beta's and has followed the project from the start. X-Plane Reviews work with some the developers to understand the aircraft and their (mostly always) complicated systems to explain them to you, the dear users in what the best features there are and how best to fly them... other times I just cry and beg. SD
  16. Aircraft Review : Boeing B-29 Superfortress by Virtavia and Dawson Designs 8.16.... 6th August 1945. Then for a brief second the world stopped and in a moment later the first Atomic Blast took place as "Little Boy" 1,900 feet (580 m) exploded above the city of Hiroshima, Japan. Three days later on August 9, 1945, Bockscar, flown by Charles Sweeney's crew, carried "Fat Man", with Kokura as the primary target and Nagasaki the secondary target. The weather and earlier bombing smoke made Kokura a poor target and Nagasaki then became the second and last atomic target at 11:02. The delivery aircraft for both of those atomic raids was the Boeing B-29 Superfortress, In just those few days both the attacks and the aircraft that carried the weapons were joined together in history. Enola Gay and Bockscar are now both museum pieces (Enola Gay is currently in the Steven F. Udvar-Hazy Center at Washington Dulles International Airport and Bockscar is now situated in the National Museum of the United States Air Force in Dayton, Ohio). these two aircraft are the title bearers of the 3,970 Superfortresses that were built, but only one more name in B-29's still lives on in "FiFi", in that it is still the last flying B-29 left which belongs to the Commemorative Air Force (one more is under restoration). But the Atomic (gadget) aircraft are only a small part of the long history of this four-engine propeller-driven heavy bomber which was designed by Boeing and was flown primarily by the United States toward the end of World War II and during the Korean War. It was one of the largest aircraft to have seen service during World War II and it was a very advanced bomber for its time, with features such as a pressurized cabin, an electronic fire-control system, and remote-controlled machine-gun turrets. Boeing began work on pressurized long-range bombers as early as 1938. Boeing submitted its Model 345 on 11 May 1940 for the United States Army Air Corps request, in competition with designs from Consolidated Aircraft (the Model 33, later to become the B-32), Lockheed (the Lockheed XB-30), and Douglas (the Douglas XB-31). Douglas and Lockheed soon abandoned work on their projects, but Boeing received an order for two flying prototypes, given the designation XB-29, and an airframe for static testing on 24 August 1940, with the order being revised to add a third flying aircraft on 14 December. An initial production order for 14 service test aircraft and 250 production bombers was placed in May 1941, this being increased to 500 aircraft in January 1942. The first prototype made its maiden flight from Boeing Field, Seattle on 21 September 1942. But because of the aircraft's very highly advanced design and challenging requirements, and immense pressure for war production the development was deeply troubled. The second prototype, which, unlike the unarmed first, was fitted with a Sperry defensive armament system using remote-controlled gun turrets sighted by periscopes then first flew on 30 December 1942, this flight being terminated due to a serious engine fire. On 18 February 1943, the second prototype experienced an engine fire and crashed. In fact the troublesome engines which were Wright R-3350 Duplex Cyclone radial engines then later went on to become a more trustworthy workhorse in large piston-engined aircraft when updated as the later Pratt & Whitney R-4360 "Wasp Major's", but these R-3350 early models were beset with dangerous reliability problems in mostly in keeping them cool and in one piece. Takeoff was known as being an "urgent struggle for airspeed" (generally, flight after takeoff should consist of striving for altitude). But these large radial engines needed a lot of airflow to keep them cool, and failure to get up to speed (or collect that vital airflow) as soon as possible could result in an engine failure and risk of fire. Interim fix measures included cuffs placed on propeller blades to divert a greater flow of cooling air into the intakes, which had baffles installed to direct a stream of air directly onto the exhaust valves. Oil flow to the valves was also increased, asbestos baffles installed around rubber push rod fittings to prevent oil loss, and thorough pre-flight inspections made to detect unseated valves and the frequent replacement of the uppermost five cylinders (every 25 hours of engine time) and the entire engines (every 75 hours). In wartime, the B-29 was capable of flight at altitudes up to 31,850 feet (9,710 m), and at speeds of up to 350 mph (560 km/h) (true airspeed). This was the aircraft's best defense because Japanese fighters could barely reach that altitude, and the few could catch the B-29 even if they did attain that altitude. The B-29's revolutionary Central Fire Control system included four remotely controlled turrets armed with two .50 Browning M2 machine guns each. All weapons were aimed electronically from five sighting stations located in the nose and tail positions and three Perspex blisters in the central fuselage. There was five General Electric analog computers (one dedicated to each sight) that increased the weapons' accuracy by compensating for factors such as airspeed, lead, gravity, temperature and humidity. The computers also allowed a single gunner to operate two or more turrets (including tail guns) simultaneously. The gunner in the upper position acted as fire control officer, managing the distribution of turrets among the other gunners during combat.... now you know why it was called the Superfortress! The crew enjoyed, for the first time in a bomber, full-pressurization comfort. This first-ever cabin pressure system for an Allied production bomber was developed for the B-29 by Garrett AiResearch. The nose and the cockpit were pressurized, but the designers were faced with deciding whether to have bomb bays that were not pressurized as sited between the fore and aft pressurized sections, or a fully pressurized fuselage with the need to de-pressurize to drop their loads. The decision was taken to have a long tunnel over the two bomb bays so that crews could crawl back and forth between the fore and aft sections, with both areas and the tunnel pressurized. The bomb bays themselves were not pressurized. The B-29 was the first strategic aircraft and formed the mainstay of the required combat equipment of Strategic Air Command when it was formally formed on 21 March 1946. Other significant B-29 versions were used to drop the famous Bell X-1 supersonic research rocket aircraft (Chuck Yeager fame) and as a basis of a commercial airliner in the Boeing 337 Stratocruiser. There was only one other significant variant know as the "Silverplate", which was formally the B-29's code reference for the participation in the Manhattan Project, So these versions of which there was 65 converted airframes (Including Enola Gay and Bockscar) are all the atomic aircraft used in the raids or testing of the Atomic Bombs. In time the B-29 was finally superseded by jet-engined powered aircraft like the Convair B-36 "Peacemaker" and the Boeing B-47 Stratojet, which in turn was then replaced by the Boeing B-52 Stratofortress. But there can be no doubt of the aircraft's incredible performance and certainly in the B-29's role not only in the famous Atomic raids but in turning the shape and tide of the Second World War in the Pacific Theater and in Korea. Performance: Maximum speed: 357 mph (310 knots, 574 km/h) : Cruise speed: 220 mph (190 knots, 350 km/h) : Stall speed: 105 mph (91 knots, 170 km/h) : Range: 3,250 mi (2,820 nmi, 5,230 km) : Ferry range: 5,600 mi (4,900 nmi, 9,000 km,) Service ceiling: 31850 ft (9,710 m) : Rate of climb: 900 ft/min (4.6 m/s). Virtavia and Dawson Designs, Boeing B-29 Superfortress The B-29 Superfortress from Virtavia and Dawson Designs is originally a FS (Flight Simulator) aircraft converted extensively for X-Plane. As in the past with these conversions, X-Plane users seem to get the best from each simulation platform in great design qualities from FS and the great features and flying characteristics from the X-Plane universe. And the B-29 here does not disappoint. The B-29 is a bit of an illusion in that it has always looked a far larger aircraft than it actually is... It is only 99 ft 0 in (30.18 m) in length as the B-17 Flying Fortress was 74 ft 4 in (22.66 m), but the B-52 Stratofortress is a massive 159 ft 4 in (48.5 m) or 60ft longer than its famous predecessor. Design wise the aircraft here is simply excellent, because of the tubular (pressurized) shape it can be very easy to get the aircraft wrong. But here it looks perfect. Externally the aircraft is undramatic, clean and functional. Internally it is in another dimension, with the ribbing and with that huge glass paneled nose. And you will need to love the colour green.... a lot. At first it feels at first like an earlier version of the "Millennium Falcon" of Star Wars fame, but no doubt that pilots converting from the B-17 must have thought the same thing in that they were in some sort of a future spaceship in the way the cockpit design was set out. So the comparison is valid. But in a short time you do find the B-29 quite familiar as you learn where everything is and what it does, but for the pilot and co-pilot a clean line of sight ahead it is still a bit of a challenge. From the bomber aiming position deep in the nose the view is simply excellent. The pressurized front section is like capsule, of which in reality it is in being an airtight vessel. Going rearwards from the far front is first the Bombardier's aiming area and then the pilot and co-pilot's elevated positions... The next on the right behind the co-pilot is the Flight engineer's station and on the left (behind the pilot) is the Navigator. At the rear on the right is then the Radio Operator. The rear of the cockpit is the lower pressure hatch to the unpressurized forward bomb bay. Above is the tunnel to the rear or central positions of the port and starboard waist gunners, top gunner and radar operator, far rear is the tail gunner. Sadly you can't go to the mid-section or into the tail... which is disappointing. B-29 Versions A and B This is a good point to note the different versions you have with this B-29 aircraft. They are the A and B versions. The "A" could be noted as the "Fortress" version, because it has the number of machine guns in the forward dorsal turrets was doubled to four, and there was three turrets in forward one on top of the fuselage and one below and one on top mid-section. The "B" had all the defensive armament removed except for what was in the tail turret. Initially the armament was two .50 in M2/AN machine guns and one 20 mm M2 cannon which was soon changed to three .50 in M2/ANs. The weight saved by removing the gun system increased the top speed from 357 mph to 364 mph (574 km/h to 586 km/h). Also incorporated on the "B" version was an improved APQ-7 "Eagle" bombing-through-overcast radar fitted in an airfoil shaped radome under the fuselage. All the "Silverplate"aircraft (Including Enola Gay and Bockscar) are "B" versions. The two versions can also be seen inside the cockpit with the "A" version having a huge turret base hanging from the roof, and in the "B" with it removed. Flying the Superfortress The pilot's position is quite unusual and you need to familiarise yourself with the controls and the certainly the instruments before flying the aircraft, a quick "I want to fly" will find you scrabbling around trying to find things and the aircraft not performing as you wish it to. All the instruments are all noted here but some are not in the usual form. The manual needs a look over to note what you have. The huge (but beautiful) yoke obscures a few of the instruments and you easily find yourself looking over or around it to see what you want to. Thankfully it does retract downwards and out of the way and line of sight. The three main instruments are positioned separately on the top of the panel. These are your... Airspeed (in miles per hour) - Rate of Turn/Slip Indicator - Vertical Speed Indicator. Directly below on the main panel is your Artificial Horizon. Far left on the panel is your Altimeter and compass. Engine in Manifold Pressure and RPM instruments are on the right of the panel, but are noted in just two dials for each set of engines? But doesn't the B-29 have four engines and not two? The system used here is that each dial has two needles labeled 1 or 2 (on top) and 3 or 4 (on top), only when an engine is running off the speed of the other engine does the needle of that engine show. It is very clever in that if one engine on one side of the aircraft is running not to the performance of the other engine then the needles will distinctly show the differences between the two engines, this system is used throughout all the engine displays. The heading instrument is unusual in that the compass is locked. if you turn the heading to the west (W) then the aircraft will fly west, but unlike modern headings it does not turn as the aircraft turns. It feels a bit odd at first but it is great for navigation. Inset in the heading as well is a Radio Magnetic Indicator (RMI) with a Nav 2 bearing and NDB pointer. These needles will show you the direction of a Nav-Aid on the compass. On the pilots right hand side is a console that has the a basic, but very good autopilot. It is overall very simple to operate with a MSTR switch (on/off) - HDG (heading) - ALT Hold (Altitude hold) - NAV (holds a VOR2 course) - APPR (Standard X-Plane APP). There is a knob top right that adjusts your pitch, or in this case moves the aircraft's rear elevators up or down to climb or descend. There is a metal guard to switch off or reset the AP in one go. On the very top of the console is a red set of four buttons that are the propeller feather buttons. These buttons will allow the require propeller to just windmill and reduce drag or stress on the other engines. Lighting switches and Turbo Boost (used sparingly) and prop speed switches (high or low and again used sparingly) and under flaps are undercarriage raise and lower, and opening or closing of bomb doors (front and rear). Attached on to the side of the console are a rack of radios, In reality they are standard X-Plane radios in a Garmin GNS 430 GPS with pop-out screen (this is your Comm 1 and Nav 1), a Comm 2 and Nav2 radio, transponder and audio selection panel set. They don't look to out of place in a WW2 era aircraft, but there are handy in any case. The co-pilot station has only the main flying instruments, and the aircraft's flap setting in degrees. The B-29 has a very large continuous flap adjustment to 45º and a minimum of 25º is required for takeoff. RPM limits (high) are noted here as well. Panel lighting adjustment is via huge knobs on the side and top of the panels. Huge bucket rudder pedals dominate the floor and they with the engine (four) throttle levers and large trim wheels duplicated at both flying stations. The big Red handles are just the humble parking brake! The Flight Engineer's station is very comprehensive that covers, Main Hydraulic Reservoir Quantity - Main Hydraulic System Pressure Indicator - Carburettor Air Temperature Indicators - Wing Leading Edge De-Icing System Pressure - Cabin Air Temperature Indicators - Engine Fuel Flow Indicators - Emergency Hydraulic System Pressure Indicator - Cylinder Head Temperature Indicators. In a yellow boxed area are the, Engine Oil Temperature Indicators - Engine Oil Pressure Indicators (forward, nose and rear tanks). In the center in blue are the Manifold Pressure and RPM instruments. Red area below is the Fuel Pressure Indicators. In the Grey area are the flight instruments (mostly a duplicate of the pilots instruments) but with a Cabin Differential Pressure Indicator. The B-29 also has a built in APU (Putt Putt) that is started on the lower panel. There are also two (rotary) lighting knobs for the lower and upper panels. This aircraft shows how complex aircraft became when the pressurization systems became a requirement, but also how they started to automate many of the standard functions to cater for that complexity. The engineers station, besides the scanning of the aircraft's systems was also in control of the aircraft's main controls as well, the only thing missing here is the yoke. The view out of the side (small) window is excellent with those huge propellers running hard in the slipstream. Cooling is helped by using the cowl and oil cooler flaps on the engines. These are activated by the switches on the FE's left side. You will need to keep an eye on all the engines temperatures and keep them well into the green zones with these aids, but can't be used high in the cruise zone. The forward Bombardier's station is very well designed and well done. There is a moving gun sight that can be moved into the central position for aiming the automated turrets. If not in use it is positioned on the right and the lower bomb aiming-sighting device is then used. The bombs can be seen through the porthole window in the rear cockpit pressure door. The control panel is on the left wall and the four switches will arm the bombs. The bomb doors can be opened by switches (covered red) on the console by the pilot or by a lever on the floor by the bombardier. you have two firing options in when the left lever is in the mid-way position it will drop each bomb separately, or full forward you get a salvo drop of all the armed weapons. You can reset the armaments by the standard X-Plane Aircraft/Weight and fuel/Ordnance menu. There is a great bombing guide reference in the manual to help you aim (or destroy) your targets... you get the standard X-Plane explosions and smoke. Sorry no nuclear weapons here, just standard bombs. In The Air Aircraft like these fall into two categories in one, average and easy to fly and a bit of fun. Or two are really deeper than they seem to be on the surface. The B-29 Superfortress falls easily into the second category. This is an aircraft that gives you back more the more you invest in it, it has to approached in a more serious way than just as a bit of retro fun. Point is this is a heavy bomber, and heavy bombers are ponderous and slow. But the skill here is to fly them with skill and intelligence. Do that and the B-29 rewards you with a great experience. It is the unusual pilot's seating position that makes the aircraft interesting, the views as you control the aircraft are simply excellent, but it is the feel you get back as well as move this heavily laden aircraft to its destination and back. You need that 25º flap to get you into the air and the aircraft does so and quite quickly, you still need that lift, but also flaps give you lots of drag as well so you are now having to find the best compromise between speed and lift. The aircraft is not a fast climber, 900ft per minute is the maximum anyway (loaded) so 700fpm is a nice start, once clean and more speed above the 200mph range then 500fpm is the best compromise to your final height if you are going above 25,000ft. Climbing slowly to a high altitude will take forever, and it feels like it, but there is a satisfaction in getting the right performance out of the aircraft and keeping the engines within those cooling parameter safety zones. The sounds are excellent as you gradually drag yourself higher and the propellers are biting the thinner air with their lives, the constant drumming gets you into a rhythm that feels safe and powerful. As you leave the coast (Still climbing...) you start to feel what those brave souls must have felt as they left the secure world behind and headed into the dangerous world they were going to. It is fast for an aircraft of this era at nearly 200knts in a low altitude cruise (FL250) and nearly 300knts in a high altitude maximum cruise (FL300), the aircraft will power away and cover the distance at a fast pace, But it soon becomes very lonely, with just you and the aircraft flying up there in empty space. Thankfully the B-29 feels safe and magnificent around you. There are nine liveries all together... The "Dina Might" is the default, and easily the best. The rest includes - Boomerang - Celestial Princess - Enola Gay - FiFi - Gone with the Wind - Heavenly Laden - Pioneer - Wild Hair which is a mixture of standard, A and B versions Night-lighting This is a wartime aircraft so the the lighting is very discrete. instruments can adjusted as noted, but you cannot adjust the red cabin lighting, it is on or off only... but looks good. Outside there are formation lights and three colour recognition lights which can be set at flash or steady. Arriving back home and the aircraft is lighter, but still no machine to toss around the sky. The thrill is getting the B-29 right for landing. Like going up the descent takes time, so you have to plan and start coming down early. the aircraft is quite nice in your hands and you can easily enjoy the view as you do sweeping turns as you get lower and into single digits in altitude. I am doing no artificial aids here like with the X-Plane APP (Approach) or using the GPS on a flightplan. It is just me and me flying the machine with the NDB pointer to guide me in. A long approach is best to get the aircraft pitch down slightly and slowing up the speed, 150mph to 120mph is nice under full 45º flap, but the final approach speed was around 100mph. Frame-rates overall were excellent and always very high (30's and 40's) until I arrived at the final approach to McChord AFB, something was absorbed and it dropped to a unhandling 5 frames, and then as quickly as it came it went back to normal? I tried the approach 4 times with the same effect... no idea what causes it as it does it absolutely nowhere else even with a high default autogen setting? You feel the difference between the heavy and light loads, but the handling is very good at slow speeds, the aircraft will hang there if you let it and the correct slight downward pitch is important, otherwise an approach is very nice and and controllable. In the flare it is same story and the aircraft will balloon if you let it float, keep the B-29 in control and the landing will come nicely, but don't bounce it on those huge rear tyres. Once down you easily run off the speed and take the taxiway. The engines throb away nicely on the taxiway at minimum throttle and you can again enjoy the great view through the windows. Powering down and shutting off all the fuel valves and the aircraft is silent. The nosewheel has a tendancy to stay off the ground when empty, so you have to adjust the CoG (center of gravity) a little to the front to make it make contact again. Entrance and exit into the B-29 is by a hatch above and through the front undercarriage compartment, and it opens with a great view downwards... shame there is no ladder. But the B-29 is a majestic aircraft, an iconic machine as well. Summary On the surface the B-29 Superfortress looks quite bland, the average textures in areas on the outside and inside and not a lot of surface detail on the outside skin can give this impression. However in most cases you don't notice that, and the tradeoff there is the excellent frame-rate. But inside the detailing of this complicated design is excellent, and you really enjoy being at the controls of such an iconic aircraft. In features it is a little sparse, with just opening bomb doors and weapons, and no access to the central or rear areas. No entry ladder or static items, no X-1 of Chuck Yeager fame or a Little Boy or Fat Man Atomic Weapons and a lot of dials, switches and firing buttons that are just for show and don't work. It is in the way you approach and fly the Superfortress is the way you get your rewards from it. I didn't have the time here to do a full mission, but I did do a lot of flights. And the B-29 is a very subversive simulation and even the more so when you design and plan and use the aircraft in your missions. It is slow and ponderous, but that is the huge attraction here, you settle in for a time and really fly the aircraft, watch its delicate systems and manage them over the important takeoff points and delicate landings and those long climbs and descents, and it is really great being in the moment and in there with those huge radials booming away and driving you and your crew to your destination and back. I expected the B-29 to be an average ride to be honest, but came away loving it because it requires a lot of attention and detail to fly it well and pull off that perfect mission, Finally you can fly an aircraft that did change the world in a significant way. ____________________________________ Review by Stephen Dutton The Boeing B-29 Superfortress by Virtavia and Dawson Designs is Yes!... Now Available from the X-Plane.Org Store. Price is currently US$ 34.95 : Get the - B-29A Superfortress - Here. Documents and Install, Download is 209.10mb, that is unzipped into your Warbirds Folder of 309.40mb. The aircraft will only fly in X-Plane version 10.30. Developers Sites : Virtavia - Dawson Design Dev Thread : Support forum for the B-29 12th Nov 2014 Copyright©2014 : X-Plane Reviews Technical Requirements: Windows, Mac or Linux 4GB RAM - 1Gb VRAM Video Card X-Plane 10.30+ Current version: v1.0. Last updated: November 13th, 2014 Updated store# 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 10.9.4 - X-Plane 10 Global ver 10.30 (final) Addons - Saitek x52 Pro system Joystick and Throttle - Bose - Soundlink Mini Scenery - Gateway to Boeing Country by Tom Curtis US$29.95 (Seattle, WA - Gateway to Boeing Country)
  17. Aircraft Update : Diamond DA-42 Twin-Star v3.0 by Aerobask Aerobask have updated their Diamond DA-42 Twin-Star to X-Plane version 10.30 in this the second update of this remarkable twin engined composite aircraft. Released for X-Plane in August 2013, the aircraft has had a significant morphing from an aircraft that was very good in the beginning to something that is now a very mature aircraft. But there is more to this upgrade than meets the eye. As Aerobask is willing to change in this version a significant component of the aircraft to make the design not only more contemporary but also more flexible in the way you fly the aircraft. The DA-42 is a very modern and striking aircraft in design, on the outside th ere is not much new in v3 to notice except an improvement in the textures, and a new livery in the "Swiss Aviation Training" which looks very clean. You do notice the slight difference in the texture quality, as all the liveries look slightly sharper, but are also more frame-rate friendly, but that was never an issue with this aircraft in the first place. The significant difference here is the inclusion of the Garmin GNS530 into the panel of the DA-42. Looking back at the old panel (below) you can see that the X-Plane Flightplan/MAP version has been discarded for the new look GPS. And what a difference it makes... Not only is the GNS530 one of the biggest in X-Plane, it has also been supremely intergrated into the composite display design. The GPS screen does still pop-out but that feature is not needed here as the screen is large enough anyway and in fact it is small than the panel version. You will need a bit of an adjustment to note the slight difference in the placement of the GNS530 knobs and buttons, but it soon becomes second nature as it is a very functional design... The engine display or EIS engine readouts, Load%, RPM with other items Fuel Flow, Oil Press, Coolant Temp, Fuel Temp and Fuel Qty, are now only on the left of the Primary Flight Display and not switchable as before. I found the EIS better now on the PFD as the engine readouts are simply closer to the flying parameter readouts and you don't have to change screens to get the engine and fuel numbers that was on a glance to your right. This is great for setting the RPM for takeoff or landing. The GNS530 is also a better fit with the GFC-700 Autopilot situated lower center panel. The whole panel setup looks now far more professional and workman like and the displays are slightly darker but look far better in quality and depth. And that GNS530 gives the aircraft tremendous versatility for long distance flying as the aircraft had a very good range at 1,693 km (1,052 mi; 914 nmi) before, and with the new GNS GPS it now makes that range very useful and easily more accessible. Other avionics that have had attention are new radio frequencies in 8.33KHz and an added bearing pointer on the HSI. Flying conditions are slight improved as well with corrected trim and better FLC mode nose up/dn rates that has taken out most of that bobbing efect. But still the DA-42 is a very nice aircraft to fly. With a huge amount of power and a very stable airframe, it has matured very nicely since the original release. The hard stick like undercarriage now has some give and the landings feel far better because of that, the wheels will now absorb the runway and not bounce you back hard upwards, in that it made you having to get the speed and contact point almost perfect to create a good landing, it now feels more realistic in operation. You still have to be careful with the correct speed in the ILS capture though. Get the speed wrong and the aircraft won't descend on the glidescope easily but fight it. In most cases you won't use the ILS aid, but be wary of that if you do. Two entrance/exit doors and one storage door are animated and the pilot in the aircraft is all new. Like noted the aircraft is very nicely designed and feels very complete now. v3 Summary In all of Aerobask's designs from the Lancair Legacy FG and the Pipistrel Panthera there is a maturity now and design completeness, not that these aircraft where average on release, because they weren't, as they were still very good. But there is a feeling the developer is over the period of being new to producing aircraft and now is a noted producer of exceptional and interesting aircraft. The quality is now up there and Aerobask's ideas in like fitting the GNS530 in the DA-42 and more importantly making it work so well with the way it is intergrated into the panel shows the expert attention that comes with these aircraft. The DA-42 Twin Star is already a very popular aircraft in X-Plane... this upgrade now cements its already excellent reputation. The 3.0 update is now available from the X-Plane.Org Store. The 3.0 update is free to all users that have purchased the v1 Diamond DA-42 Twin-Star, go to the Diamond DA-42 Twin-Star X-Plane.OrgStore page (below) and "Log-in". Price is currently US$19.95: Diamond DA-42 Twin-Star v3.0 For the FULL Review and more information and details of DA-42 Twin Star (v1) the go here : Review : V2 Update Review is here : Developer Update : Developer Site: Aerobask Dev Thread : Support forum for the DA-42 Update Review By Stephen Dutton 8th Nov 2014 Technical Requirements: Windows, MAC or Linux X-Plane 10.20 or higher - 32 and 64 bit compatible. (X-Plane 9 not supported) Current version: v3.0. Last updated: November 8th, 2014 Updated store# 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 10.9.4 - X-Plane 10 Global ver 10.30 (final) Addons - Saitek x52 Pro system Joystick and Throttle v 3.0.7 full Changelog - New GNS included on the MFD screen, fully functional virtual 3D cockpit. - EIS moved on PFD - New radio frequencies 8.33KHz - Add bearing pointer on HSI - Fixed FLC mode nose up/dn - Fixed transponder mode - Now, damping gear are animated - Improvement textures - New liverie by XFlyer : Swiss Training Aviation HB-LUJ - New pilot - Update flight manual
  18. I don't think the problem is the ATR? but the X-Plane setting "dim under high G-Load or hypoxia" it is selected on or off on the Rendering Options menu. SD
  19. Airport Release - UUEE - Moscow Sheremetyevo by Drzewiecki Design Drzewiecki Design is a Polish company that has developed products for simulation since 2003. Specializing mostly in scenery for FS/FSX and Prepar3D the design house has now started to release scenery for the X-Plane Simulator. The first scenery released was for EETN Tallinn XP. But it is this scenery of UUEE - Moscow Sheremetyevo that looks extremely interesting... Highly developed and comprehensive this scenery is well worth adding to your collection. Features Include: Compatible with X-Plane 10 Highest level of accuracy in geographic positioning, modeling and texturing Removable high quality static aircraft Up-to-date scenery including newly constructed terminals, aprons and taxiways HDR or 2D apron lights Navaids and mesh for the whole area Product includes custom-made charts in PDF format System requirements: X-Plane 10.30 (32 / 64 bits) or higher Windows XP (SP2), Windows Vista, Windows 7 or Windows 8 (with the latest Service Packs), Mac, Linux 2.6 GHz Dual core processor or better 2 GB RAM (4 GB recommended) 3D graphics card with at least 512 MB (1024 MB recommend) Download-Size: 660 MB Price is 19,99 € (US$24.95) For more information then go here: Drzewiecki Design Stephen Dutton 6th Nov 2014 Copyright©2014 : X-Plane Reviews All images courtesy of Drzewiecki Design
  20. Como você despejar ? Ou você quer dizer subir para 13 mil pés
  21. Aircraft Review : Cruz PiperSport PS-28 by Alabeo This aircraft does not look anything like your usual American Piper. That is because it isn't actually a Piper at all? This is because PiperSport was originally created by the Czech Aircraft Works (CZAW) as the CZAW SportCruiser in 2006 in and released in Europe. The aircraft was then later licensed to Piper in January 2010 and renamed the PiperSport. CRUZ was also added to the name as well because it was four-letter ICAO designation for the SportCruiser. The license arrangement however lasted barely 12 months as the American and Czech companies had to many different approaches towards marketing, and the contract after selling only 45 aircraft was torn up. Piper noted that the aircraft's slow sales in the past year had been related only to marketing issues and not any deficiencies with actual the aircraft design. Piper never actually built any of the aircraft anyway as they were still assembled in Czechoslovakia. Both fully built and in kit form. The aircraft was offered in three different trim and avionics configurations, with higher end models offering the Dynon Avionics D100 glass cockpit and autopilot. And the aircraft is still available via Importer U.S. Sport Aircraft and is now known as the CSA PS-28 Cruiser and the "Classic" version is the one with the Dynon Avionics suite. All the aircraft versions (or badge engineering) use the Rotax 912S powerplant of 100 hp (75 kW). Cruz PiperSport PS-28 This version here by Alabeo is the basic aircraft in with no autopilot or Dynon Avionics, it is a basic stick and rudder aircraft that is ideal for basic training. It does however have a nice Garmin GNS530 GPS that will gladden your heart, but it is only really for navigational and radio purposes as installed here. This is a very nice tight design the Cruz, and does look more European than American in hindsight and more in the style of what type of design the French or Italians would produce. Alabeo have certainly done great a reproduction of the design with excellent panels and minor details. There are no cheat items either positioned on the textures, as everything that can be is created in 3d. everything from piping, to brake assemblies, flaps and supports and cooling (NACA) inlets. There are the standard two menus that usually come with a Carenado or Alabeo aircraft... The lower menu (situated lor left of your screen) is the (- O -) Options menu that has the options: Transparent Windshield (front), Instrument Reflections, Static Elements, Cockpit Door and a new one in Scroll Highlight. The top menu is the (- C -) Camera or views menu with zoom and sound adjustments. New Manipulators On the outset the "Scroll" system looks the same as the ones on all of the type in the latest v2 (10.30) Carenado's. But actually it is another step in the development of trying to create a better manipulator system for X-Plane of which the default is quite basic in operation. In the earlier "Scroll" system you used your mouse scroll wheel (a gesture mouse will work as well) to operate the knobs or buttons. Here the system goes one step further in that you can not only scroll (with the wheel) but still also use the standard Carenado directional adjuster at the same time, both manipulations can be used together to turn knobs and flick switches on or off. The colour system to highlight what operations (knobs or switches) can be manipulated can also be switched on or off via the menu selection. It works very well, better still if you have a scroll wheel mouse, of which I don't (single click mouse on a Mac), but it does take a little getting used to and in the PiperSport you are flying with one hand and adjusting with the other. Besides the manipulator ease of programming the GNS530 GPS (It pops out for ease of use), the scroll is best for use in trimming the aircraft with the buttons on the control stick, which the trim is displayed on the lower central panel. It makes the fuel selection a one click operation as well. The usual Tom and Jerry pilots that are seen in every Alabeo and Carenado aircraft also make another appearance here as well. But they do have great animations. The inner cockpit is a beautiful place with real leather beige contoured seats and brushed carpet on the floor, when the static items are selected there is a red brace on the pilots control stick. THere is blind set out over the pilots heads that can pushed right back to give a clear view upwards through the canopy. Flying the PS-28 Even with just 100hp on tap to use, the aircraft feels powerful... when starting the aircraft it immediately exhibited a movement of a nose down stance as the prop begins to bite into the air, and the tri-constructed undercarriage legs then each reacted independently to the forces, as the engine ticked over with a genuine Rotax (3D) sound. The PiperSport pulls away from the runway hold quite sprightly and you have to control your line, as per Alabeo aircraft the front turn on the wheel won't turn unless you are moving forward, so you have to be ready when it does gain some direction, locking it out early (with the "nosewheel_steer toggle") is not advisable either until you have got your direction at a low speed sorted as you need the control. The aircraft does need a fair amount of runway to gain the lift, surprising in that the speed gets up there quite quickly. But you have wait to well into the green zone of the power band or around 85knts-90knts before you can rotate. Once airborne the aircraft then feels quite nice and can easily climb and can bank quite effortlessly. Once your height and heading is sorted out, you will find the aircraft needs constant attention to keep it level, the trim works hard to find that balance point, but it still on top of that needs a lot of input to keep the aircraft in line and to stop the aircraft from moving around and into and out of pitch. This constant workload can make the aircraft tiring without any artificial aids to help you fly for those long periods. You do find a rhythm, but I couldn't fly it for 300nmn or some distance like that. The coloured power bands on the are airspeed indicator cover - White : 32knts to 75knts - Flap Range, Green : 39knts to 108knts - Normal operating range, Yellow : 108knts to 138knts - caution and maneuvers only in still air and Red : 138knts - Maximum speed allowed. And I like the way that instrument works, as it is very easy and clear on what you are required to do. I was soon joined by another PiperSport that was crossing over Anglesey, and we had a few mutual admiration moments before I carried on reviewing the aircraft. The panel is built around simplicity. The Standard Six instruments ( Airspeed Indicator, Attitude Indicator or Artificial Horizon, Altimeter, Turn Coordinator and Vertical Speed Indicator) are all very large and easily readable, lower panel is a selection of rocker switches that cover the - Main Power in Master and Instrument, Then panel lighting in Engine, FLT (Flight), Avionics, Nav Lights, Strobe, LDG (landing lights) the only odd switch is for the fuel pump. And a key turn starter switch. A very large compass is situated on top of the glareshield. Central to the avionics pack is the Garmin GNS530 GPS which is the X-Plane 10.30 default, There also an Apollo SL40 Comm radio and a Garmin GTX327 Transponder unit with clock. Not the most lavish setup but still very versatile and useable. On the right side of the panel are eight gauges and dial instruments that cover (top) - Engine rev counter x1000 min, Oil pressure, Oil Temp, CHT (Cylinder Head Temperature) - (lower) Fuel Press (PSI), Left and right Fuel tanks and Battery condition. Very right on the panel there is a flight hour counter. There is a bright red handle that says "Don't touch me!" It is the parachute release!, but pulling it will only send you back to the start and sitting on the runway again... so don't touch it! The view out is excellent as there is nothing to spoil the view, the overhead blind can intrude but otherwise there is plenty of observation awareness. Night lighting The panel lighting is quite basic, you switch the instrument dials on or off, but there is no fine adjustment. There is a noted "Cockpit Light" but this just illuminates the top of the panel area. But that said the dials are very well lit and look good day or night. Outside there are Nav and Strobe lights and a singular landing light in the nose. Liveries Liveries are also standard Carenado/Alabeo in one default white and N131FF in red and white - N544JL in grey and white - N568US with a tan, red and white - N457YL in a blue, white and turquoise - N346KU with yellow and white tones of which I liked the best, but all are American registrations. Approach and Landing Your speed zone on approach is quite small between 75knts and 65knts, you keep the speed closer to top of the white (flap) zone until you need to descend, which is quite easy with the throttle and not the pitch. The aircraft is highly maneuverable at low speeds and very stable, I also like the look of those upturned wingtips that are quite efficient. You have to be careful not the bang the aircraft down square on its tri-undercarriage (absorbent as it is) as that is very easy to do, and too much pitch nose up is awkward as well, the difference between them is very small but worth getting right for nice smooth landing with no bounces. brakes are very good but the aircraft does need a fair amount tarmac to run off the speed even from 60knts. Once down you can easily taxi to ramp. Summary The Cruz PiperSport PS-28 is a great little hand's on trainer, this is not an aircraft to fly any distance in (unless later Alabeo add in the Dynon system), It is just too needy and wanting to correction that it tires you out when going long periods in a straight line and that is quite hard to trim out. But for local flying and like said training it is excellent, tootling around the sky is a lot of fun because the aircraft is quite fun to dip and soar and can be great and steady at low speeds. Quality is the usual Alabeo/Carenado excellence, great detailing and perfect design work. Sounds are excellent and a perfect reproduction of the Rotax engine. The new manipulator system is a great new feature but needs time to be really proficient with using it. But it is clever. Overall the PiperSport (that is not really a Piper) is another quality great single propeller, two seater aircraft of the lightsport category. Easy to use and easy to fly around the local area... The Cruz PiperSport PS-28 is another winner from Alabeo. And the Cruz PiperSport is available from the X-Plane .OrgStore right now : Cruz PiperSport Price of the Cruz PiperSport PS-28 is US$22.95 Developer site : Alabeo Features HD Textures Default X-Plane 10 GNS530 Volumetric side view prop effect High quality 3D model and textures. Blank texture for creating your own designs. Accurately reproduced flight characteristics 64-bit compatible. Plugin-enhanced FPS-optimized model. Scroll wheel support Technical Requirements Windows XP-Vista-7-8 (or higher) or MAC OS 10.6 (or higher) or Linux X-Plane 10.30 (or higher) Pentium 2 GHz - 1GB RAM 276MB available hard disk space updated store# Installation : Download 208mb, unzipped and Installed (in your general Aviation Folder) 288.60mb. For Mr 3d animations with MONA - EGOQ you will need the "Ground traffic" by Marginal plugin. Documents supplied : Review by Stephen Dutton 1st Nov 2014 Copyright©2014 : 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 10.9.4 - X-Plane 10 Global ver 10.30 (final) - Hi rez planet textures from ISDG - Hi-Res Runway textures by Jack Skieczius Addons - Saitek x52 Pro system Joystick and Throttle - bose Soundlink -Mini portable speaker Scenery - EGOQ Mona by Mr 3D (EGOQ_Mona with ground traffic .org)
  22. Sorry no, the B727 Series is available in X-Plane10 only. That is because of the special features like the lighting require the latest X-Plane version.
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