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Aircraft Review : Fokker 50 XPlane 11 by Carenado In the 50 seater commercial aircraft market that is currently dominated by CRJ550 and the Embraer 145 in jets and the Dash 8 and ATR in props, there was before this regional era no other aircraft for decades to compete against the Fokker F27 Friendship, as this was an aircraft that absolutely totally ruled this short but light route market. The F27 was first flown in 1955 and then entered service in 1958 and as nearly 600 Friendships were built the and aircraft was well into production even until 1987. So how do you replace such a legendary aircraft against the newer and jet powered designs. The result was the Fokker 50. Not really a totally brand new aircraft as the Fokker 50 was basically an amalgamation of all various refinements and improvements which had been made to the design of the F27 Friendship over the years. As a result of these modifications, such as the adoption of Pratt & Whitney Canada PW127B turboprop engines (1,864kW (2,500 hp) each over the older Rolls Royce Darts Turboprop (1,678 kW (2,250 hp)), Fokker was then able to progressively reduce the F27's fuel consumption by 30 per cent. Various different propeller designs were also adopted over the same time span of the aircraft's production with the best outcome with the six-bladed Dowty Rotol composite propellers, while an increasing proportion of composite materials were used in the airframe with adjustments to the wing design, and a higher degree of cockpit automation were other areas of major advances of the Fokker 50 over its predecessor. Speeds for the F50 are 565 km (351 mph, 305 kn) with a general cruise speed of 500 km/h (310 mph, 270 kn) which was also slightly faster than the Darts at 460 km (290 mph, 250 kn). the F27's range of 2,600 km (1,600 mi, 1,400 nmi) was also curtailed to meet the market of 1,700 km (1,000 mi, 900 nmi). Takeoff weight 19,773 kg (43,592 lb) was however increased to 20,820 kg (45,900 lb) for the F50. F50 by Carenado Earlier this year Carenado released their version of the SAAB 340, and this was a truly outstanding aircraft, and one that is still in the running for aircraft of the year. So there was no doubt a lot of anticipation for another brilliant short haul regional aircraft and one based on the legendary F27 as well. The SAAB 340 may seem as a direct competitor to the F50, being a twin turboprop, but it only carries 34 passengers compared to the F50's 46 to 56 capacity, as noted speeds are about the same (S340 - 467 km (290 mph, 252 kn) at 7,620 m (25,000 ft), but the F50 is obviously faster point to point, but there would be no doubt they would fly together on the same routes and schedules. Externally the Carenado F50 is excellent, and finally we have a quality F27/F50 in our X-Plane simulator. There is atgcab's F27 (known as Rotate) that was a devil to fly, but it did only have a semi-functional 3d cockpit. We always hoped that atgcab would have done a complete redesign of the aircraft but it never sadly happened and considering his excellent MD88 you could only imagine of what that aircraft could have been like, so is this Carenado F50 a consolation prize, well certainly that is absolutely not the case as the features and quality are as good and even better in many areas. Modeling and design are hallmarks of what you get with Carenado aircraft, and you will certainly not be disappointed with this Fokker. You see all the construction detail with rivets and paneling as per perfection and the slight aerodynamic aides that run along the fuselage that give the aircraft that hull feel. Carenado use pro-gaming soft ware to create high-end 4k PBR (Physically-based Rendering) graphics on the aircraft and it shows. My texture quality settings are only set at "high" and yet I get this excellent quality and it all comes as well with ultra-realistic materials renditions of dynamic reflections, realistic metal and dielectric materials... and all this comes without the framerate penalty either, it is so really impressive. The 1960's F27 Friendship feel is still in here as well with the upright cockpit and high-wing low slung fuselage. The PW127B turboprop engine installation is very good and highly authentic to the aircraft, highlights are the excellent if perfect exhaust outlets... ..... and also the rendition of the six-bladed Dowty Rotol propellers. The original F27 had almost clipped wings for more efficiency, the F50 however has these slightly upturned winglets and the complex shape has been rendered well here with perfect wing-tip glass enclosures. Again the aircraft's design age is shown in the shape of the tail to lower fuselage point, it is a lovely long curve but a very dated one if a nautical design, again the modelling to the navigation light is really well done here. Main gear assemblies are excellent, the point is they have to be exceptional here because most of the gear is so exposed, and so it is the same detail inside the gear housing, and you can spend time to admire it all. It is all lovely cast joints, links and levers and it all can be seen perfectly from inside the cabin, and I particularly like the running grease down the main leg support, a nice touch. Those familiar with the F27's long forward trailing nose gear, will know how tricky it was to taxi with. So on the F50 that arrangement is replaced by a stubby nose gear set. Here the new style gear is well done with the large taxi light dominating the gear, and fine detail down to the labels are perfect. Glass is also excellent and it needs to be here. The F27 design that morphed into the F50 is well preserved and was even iconic in the cockpit window arrangement that hints of post-war Douglas aircraft. The cabin glass and rubber installation is also first rate, and it is all high quality work. Carenado Menus One of the limitations Carenado now faces is that it's menu system is still the same as it was from day one, three tabs in the left side down corner... The three tabs are noted as: A ) is for Autopilot panel and an extensive and huge one at that, and that it can be moved and scaled to size is a very big relief. C ) Is the standard Carenado ten preselected Views, Field of View and Volume panel and O ) is the Options panel. The Tabs can be hidden via the mouse scroll wheel. So how big and how small can the AP panel be adjusted? well from absolutely massive to minute, in fact if you go too small the panel will disappear altogether, so be careful. Nice panel but it is limited in interactivity, with a lot of the areas that are not active. Options include Window and Instrument reflections. The static elements provided here are still very basic with only two cones, rear wheel chocks and flag/pitot covers and the very nice engine outlet and inlet covers, but you can only have all or nothing. The highly realistic pilot and co-pilot animated pilots in flight uniforms do disappear when you activate the static elements. but overall you feel the limitations of the menu design. Four doors open, the left front main stairs, rear left door, rear right door and the front right galley service door... ... the rear right is the cargo door, but where do you put all the bags, as there is no access to the rear baggage area? There is the selection of the "HOBART" GPU (Ground Power Unit) by the right front door, and finally on the tab there is also a livery Selector. F50 Cabin The Carenado Saab 340 created one of the truly great cabins (only the FJS TwinJet is as good) in these regional aircraft categories, so I was expecting another great experience from the F50... that door access is highly inviting. The service door opposite can be opened internally, but the interesting one is the main door. You can open the main door two ways internally, again directly with the handle or by the Internal passenger door control panel high on the bulkhead (arrowed), it works in three positions Up, Down and Stop and yes pressing the "Stop" button will freeze the door in that position. Crew station is really nicely done and the intercom buttons move if you want to play with them. One of the great attractions of the F27/F50 was that huge walk in, walk out tall cabin, and that cabin is well presented here... It is a tight fit past the toilet and storage cabinets, but once inside the cabin is large, it is fitted out with that mid-80's brown vinyl feel and not in the more recent colourful soft fabric upgrade, but it is a nicely presented and very detailed cabin. A small note that the internal lighting is always slightly on, even when the aircraft has no electrical power, which is slightly odd. Rear galley is well done with another crew station, but the detail is only flat graphics and not detailed 3d equipment. Cabin detail is excellent, seat and row numbers are authentic, blinds come down, air vents are moveable, seat back tables work as well, odd though is that one seat insert is brown but the outer insert is grey? Armrests move to the full up position and if you want to annoy your passenger behind then just recline your seat. Amazing cabin lighting is exceptional.... .... invitingly lit doorway has galley illumination and "EXIT" signs switchable from the cockpit. The galley/Entrance and full cabin lighting can be switched from the same bulkhead control panel which is also nicely illuminated... .... working no smoking and seatbelt signs are added in with individual seating spot lights and illuminating attendant call lights. But like the S340 there is no global reset, so switch the lights on, and you have to then go all through the cabin to switch them all off again, but highly effective the lighting is. Cockpit Overview Open the cockpit door and beware of the couple of steps up... a note on the cockpit door as it opens outwards, and the odd thing is you have to close it from outside of the cockpit and not from the inside? try to manipulate the lock through the wall will just open the service door? First view of the cockpit gives you that "It is very sparse in here" feeling as all the instruments and panels are first mostly all grey and you just have only the basics in flying equipment compared with most modern aircraft. Period detail is very well done, and you reaaly feel the clash of the very vintage F27, to the upgraded F50 fittings... ... but that 60's look is the overall dominant feel, so you relate better here to the same feel of FlyJSim and the B727 and B732 more than the later aircraft of say a Q400 Leather worn crash pads, worn rubber floor matting, tired and dirty sheepskin seat covers, are you getting the aged tired feeling of everything... .... seat design is absolutely first rate, and everywhere you look it is ultra realism in detailing, armrests (yes both of them) fold up and away to the rear of the chairs. Rear seat design and highly realistic seatbelts give you that 101 factor. Lovely F50 branded yokes are what you want to get your fingers around, but there are no built in features like electric trim. Glareshield is really nice with authentic heat vents and see through hand holds. OHP (OverHead Panel) is sparse forward but more detailed rearward but still well equipped, ditto is the pedestal in the same layout design. Sit in the pilot's seat and you are very much aware of how the yoke easily covers all of the lower Navigation Display (ND). This is set at the 73º field of view... ... so how did they use this valuable instrument? thankfully we can hide the yokes (both separate) to see the ND display, note the lovely rudder pedal designs. Instrument Panel Look hard and the instrument panel is extremely basic with an early Electronic Attitude Indicator (EADI), and the Electronic Horizontal Situation Indicator (EHSI) instrument system (NAV) and the F50 uses the Sperry SPZ-600 Avionics suite. EADI - PFD has the Artificial Horizon, Rate of Turn, Turn Coordinator, Pitch and Flight Director operations, lower ND has a The EHSI - NAV covers heading, Nav1/Nav2 and GPS functions, with VOR1 and VOR2, ADF1 and ADF 2 pointers. Primary dial instruments are Airspeed and VOR/ADF pointer left, and Altitude and Vertical Speed dials right. Backup Airspeed and Altitude are top right with a clock/timer lower... ... co-pilots instrument layout side is identical, but has the addition of a VOR DME (1&2) readout, with TTS (Time So Station). VOR/ADF pointers are selected via the arrow selectors. Centre panel Engine readouts are clockwork comprehensive that could be described as outer and inner... We will look at the inner first with the dominating twin TRQ -Torque indicators with digital readout, Pressure and Oil Temperatures and lower a nice digital Fuel Flow panel (press Fuel Used to get a minus fuel use) and lower is an engine rating selection with FLEX settings Outer four dials (each engine) cover (top to bottom) NP - Propeller speed, ITT - Inter turbine temperature, NH - HP-spooI speed, NL - LP-spool speed. Both lower left dials cover the Normal and Alternative Brake Pressures with the backup Artificial Horizon top. Right side covers TAT - Temperature, Total Fuel capacity (4,120 kg (9,090 lb) and Flap position UP - 5º - 10º - 15º - 20º - 25º - 35º There is a large annunciator panel that is tested by the "Alert SYS" Overall the engine dial layout is very similar to the S340, but the dials show different readouts so be careful. OHP - OverHead Panel The OHP is again highly comprehensive... the cockpit works on the "Dark Cockpit" system that means if the light is out (Dark) then the system is active External lighting panel is quite sparse lower OHP and cabin Seatbelt and No Smoking switches are to the right. Above is the oxygen panel with cabin pressures. Segments represented lower are Engine (Start), Propeller, Engine Anti-Icing, Airframe De-Icing and Probe Heat Mid - Segments include a large Electrical panel (left) with Avionics above, Fuel (centre), Airconditioning (right). Upper - Segements include Engine Fire L (left), Hydraulic (centre) - Engine Fire R (right). Top - Segments include a nice servo power selection panel with a CVR - Cockpit Voice Recorder, you have to every flight set the recorder log in the "Date" and "Flight Number" which is very authentic. Pedestal The F50 FMS is a bit of a compromise as the XP default FMS is a compromise anyway, it looks not very professional and a bit gaudy as well... the RealityXP GTN750 can also be fitted and if you can afford the high price and then that would be my option. I am becoming increasingly frustrated with the default FMS, as it is so basic. But even at this level it is not loading in the correct SID and STAR Dep and Arr patterns, so it is far quicker to input the nav data directly than try to fix it... Laminar needs to give the FMS some attention. Inputting nav data is harder here because there is no PLAN mode, so you can't check on the NAV display of your route, so I would recommend to build it in another aircraft FMS (with PLAN) and then import it into this F50 FMS. Upper pedestal has a basic Radio panel, then the WX weather Radar panel. This panel requires a little study, but mixed up in here is the "Range" arrows (arrowed) that changes the range on the EHSI... buttons RCT (Rain echo attenuation compensation), STAB (Radar Stabilisation), TGT (Target) and SECT (Section) are represented. Lower-Mid Pedestal are four Collins units with two for COM frequencies and two for ADF frequences, lower is another Collins unit for the TPR - Transponder. Sperry Pitch (wheel) and Turn (knobs) with YD - Yaw Damper switch are left panel and lower Pedestal are the big rudder trim (knob) and Aileron Trim/Indicator. The centre pedestal has both the main Throttle and Fuel levers, with the Flap lever far right. Twin trim wheels are set at each side of the section and in all a basic but professional arrangement. Sperry SPZ-600 Autopilot The glareshield autopilot "Flight Mode" panel (AP) is a nice layout, but a little basic in operation. Centre AP panel has both pilot and co-pilot Course knobs but only the CRS 1 works for both? Heading knob and altitude knob are central with AP engage, AP command buttons are nice to use. Left and right of the AP panel are two Collins NAV1 and NAV2 units, and each end of the panel are two EFIS control panels (arrowed) of which again only the pilot's left side works for both. This panel can be slightly complicated, so you will need to work through the selections before flying the aircraft. Both the EADI and EHSI pop-out for use. FULL ARC switches between ROSE and ARC EHSI selections, and MAP shows the route You can switch on the EADI between TTG (Time To Go) and GSPD (Ground Speed), FD (Flight Director) CMD turns on the FD. DH (Decison Height) and RA (Radar Altitude) are also shown. FMS/NAV1/NAV2 are all EHSI selections Knobs select FMS/ADF1/VOR1 or OFF left and ADF2/VOR2 or OFF right... when in VOR1 you will get the ILS runway alignment guides in both EADI and EHSI. Like I noted you really need to be fully familiar with these EHSI selections before flying, yes they are really just the standard tools, but you need to know how to access them easily. Cockpit Lighting Again the Carenado SAAB 340 created one of the best cockpit lighting dynamics in a regional aircraft, but does the F50 match that quality and versatility, the good news is that the F50 does easily match the S340 in cockpit lighting dynamics. Blackout is thankfully dark... with just the basic instruments illuminated. All adjustments are via the noted "Flightdeck" rear pedestal lighting panel. Instrument illumination is separate for the pilot and co-pilot, but the pilot's adjustment includes the central engine instruments (shown here below left)... Rear F-DR Flood adjusts the lovely under the glareshield lighting (above right). OHP and Pedestal surrounds are both fully adjustable, and Dome light is situated high rear above the cockpit entrance and it can be paired with... .... twin fully adjustable spotlights lower each side of the OHP (click to use). Both Yokes clipboards (as per SAAB) illuminate, and there is also each side a Map reading light switch that has two selections in DIM - BRIGHT. There is a big selection switch centre of the lighting panel for the annunciator panel, with again DIM - BRIGHT - RST, but it doesn't work, if an oversight then so a big one? The compass lighting has to switched on via the OHP which is lovely in the dark.... I very easily found the best lighting conditions without much adjusting, as you know I don't like over bright instrument lighting for night operations, and they are absolutely perfect in here to my sensitive tastes. Flying the F50! Starting up the engines is surprisingly easy... Fuel levers to START, PACKS (OHP) off... then switch on the START P/B (the centre button) then select which IGNITION you want to use, Engine No.2 is preferred. You can start an engine on the batteries, but the GPU is recommended, once one engine is running and supplying power you can then take away the GPU and start the second engine off the first... The PW127B turboprops start very quickly, almost straight start to running, which I feel is a bit too quick... so there isn't that drama of the start sequence you expect, the sounds however are glorious... Route today is just a short hop from EIDW - Dublin to EGCC - Manchester and fuel load is a recommended 2600 Kgs. As they say, a "Dark" OHP is a "good and ready" panel so all the ignition, bleed switches and electrics are set correctly. Unlike the SAAB 340 you can easily find that sweet spot for a good taxi speed, fuel levers set to "OPEN" (don't forget to set to forward later) and positioned there the idle power still allows you stay stationary, and movement is gradually achieved only via throttle power, so there is none of that constantly hitting the brakes or nasty runaway power to worry about, and so taxiing around an airport is a dream. Set at 73º, the field of view tends to make you sit close to the windscreen, so you will need a key input to look down and see the instruments... ... but you easily get used to the forward position. Clearance and throttles up (Flaps 10) and your rolling, the sounds rise as you power down the runway, but the engines are not as loud as you think they would be, but it is a overall great aural experience. You can set your own speed bugs for v1 and v2, and leave the third bug set for you climbing speed, I rotated at around 120 knts, with a set climb speed of 160 knts and if you go below 140 kts the you will get a prop vibration that shakes the the airframe, so to make sure you set the engine rating selection first to TO and then CLB, because as when you switch over the extra power comes in like a turbocharger Climb-out is around 1,700 fpm, there are various notes on the rate of climb for the F50 are from 3,800 to 1,450? but my climb around the said 1,700 fpm to 2,000 fpm felt about right without losing speed and power. Watching the gear retract from the cabin is a very real experience... I will be honest in that my first few flights in the F50 were a bit average, but I was also highly distracted by working out things and finding my feel level, but by the time I reached this phase of three flights I was seriously enjoying this aircraft and now felt very in tune with the machine, so you need to work through to that mature point to where it all comes together... I can see why pilot's love flying these F27's/F50's. Cockpit sounds are perfect with FMOD sound design, you get that lovely movement bass feel drone (yes I said drone) but not in a negative way but a realism of feel that you are flying the aircraft and it is responding around you... With the gear now retracted the view from the cabin is excellent, forward seats will give you a none obstructed view. You just love the way this aircraft catches the light.... spellbounding. You do tend to use the pop-up EADI and EHSI panels a lot because a lot of the detail is quite small and too far away looking downwards, note the rate of climb in the EADI. Ceiling is 25,000ft, but my guess you will fly mostly around the 18,000ft to 20,000 ft altitude, and for short hops like with this Irish Sea crossing is of around 15,000ft. Carenado provide a few performance guides with Takeoff Speeds, ISA Normal Cruise and ISA Long Range Cruise to get the full performance out of the F50. I actually found the AP panel a bit too large, and it is actually easier to use the correct controls, and even the lowly positioned Vertical Speed wheel. Time to descend into Manchester. You have to watch your speed to rate of descent and to keep that speed under control, so anything over 2,000ft fpm is too steep, and you feel the slope as well from the cockpit, so 1,800 fpm would be the max descent I would use. An overcast Manchester makes me light up, "Oh good a wet landing?" Starting finals there is a nice sweet spot of 120 kts (or just slightly above) and Flap 15º and the F50 will sit there all day at that setting with control via the throttles. Throttle control is very sensitive, and you have to work hard to find that correct thrust to drag ratio to keep the aircraft smooth, so you usually finding yourself are making minute and constant adjustments to control the speed, and so don't jump on the throttles too quickly or push them too far as it will cause you dramas, so slow and fine throttle movement is best. The jump between 20º of flap to 25º/30º is quite large, so your speed has to be in the right place, I am usually currently only using 25º on the finals, but you can get down to a really slow approach speed of even minus 80 knts at 35º as stall is a low 64 knts, even at the selected 25º flap your stall is still 67 knts, so here an 80 knts approach speed works well. External lighting is basic, nose-gear light and a single wing light is all the forward illumination. There is a beacon, but they are connected to the strobes (if you like your replays you have to keep your strobes switched off, as in Carenado's they are nasty in the replay). There are twin Ice/Wing lights left and a single Ice/Wing light right, with standard wing and tail navigation lights... but there is no tail light. Extending the main gear is again an event if you can spend the time away from the cockpit to check it out... ... wipers on for the rain. The switch is set the opposite way around with "Fast" first and "Slow" the last position, you have to "Park" them as well, but they are nice to use. The F50 comes with the LIbrain rain effect plugin is which is also on the aircraft. A note the plugin is not supplied so you will have to install it either in the aircraft's plugin folder or X-Plane's Plugin folder... at the first I was disappointed as nothing happened, but the weather here at EGCC could more showery than actual rain. You have to concentrate all your focus on finals, the relationship between flight, flare and a smooth landing is all in the throttle and yoke control, you feel the age of the F27 here, but have the more modern F50 feel... feed off from the 78 knts to the ground and your down with a slight nose pitch as it is very easy to do a three point landing. You have Prop reverse (Beta) which is effective. The trick is landing at the slowest speed you can and getting the nose in the right pitch position. Note the nice Ice/Wing lights, one on the right engine and the same on the left engine, with one lower by the main left door. On landing I finally get a few drops of rain on the screen, I wanted far more than just some spitter, splatter and like more constant rain like I had on the FJS B732, but the weather is not providing the drama. Notable is that the cabin windows also have the Librain rain effects which I really love. Parking up I got more rain effects, nice... but still wanted more, the engine particle effects are very good as well. PW127B engine shutdown is a bit more dramatic than the startup, but there was still the no high drama that you usually get with these turboprop aircraft. Shutdown and done... you just look at the F50 for only one thing, well two actually in, in first how nice it looks in the right light, and when can I fly the Fokker F50 again... again and again. Liveries All ten liveries are excellent quality in detail, but a mixed bag of brands with a white blank livery. But there are a few gems in the mix... The SAS, VLM, InselAir and the review KLM are excellent as is the Baltic. Two local Australian liveries are very welcome, but the Alliance is an insipid livery in real life. But no UK or more European liveries are sadly missing, but the painters have already started to fill in the gaps, so expect a big range in time. Summary Coming off the back of Carenado's earlier 2019 X-Plane11 exceptional release of the SAAB 340, the Fokker F50 had a lot to live up to in detail and features.... yes we waited with bated breath and anticipation. So does the F50 match the SAAB 340 in the same areas. Overall yes they match almost feature to feature, but the SAAB with it's slightly better (more modern) avionics and slightly better sounds (those engines are golden) just makes it slightly better, but the F50 has that nostalgic edge as you are flying an updated 60's iconic machine, can you choose? not really so buy both... as they are both really brilliant. Quality is a Carenado benchmark and you get it here in spades, there so much detail and the dynamic lighting it just pulls on your heart. Features include an excellent cabin with all the gizmos, like moving seats, trays, window blinds, armrests, then we get to the lighting that is excellent in the cabin and mind-blowing in the cockpit. Cockpit is highly detailed with authentic Sperry SPZ-600 avionics and great, great instrument detail, librain rain effects (plugin needed) and the cockpit's dated spartan appeal is actually a great feature. Sounds are excellent and this is a real flying machine, but practise and skill is required to get the very best out of the aircraft... The minus's are small but worth noting. The default FMS is not a great fit, and not that good either compared to other FMS systems so the aircraft deserves better, all avionic adjustments are only on the pilot's side, so flying from the right hand seat is not effective (The SAAB is the same in one change for all, but at least the buttons work on the right side), pop-out AP panel is basic in use. Menus are limiting and no "weight and balance" sheet is now really a requirement of this category. More variety in liveries, what is good is very good, but the rest are average. So now we have a great Fokker F50 for X-Plane and the aircraft was certainly worth the wait, the SAAB 340 was always going to be a huge climb to beat, and the Fokker is so, so close. In time though you will get a lot of flying out of this aircraft, so as an investment and at that really excellent value price you are getting a really great if brilliant deal here. No doubt the F50 will easily become a firm favorite of my flying and with the already brilliant SAAB 340 it will be very hard to choose between them... overall a must, must have aircraft in your collection. _______________________________ The Fokker 50 X-Plane11 by Carenado is NOW available! from the X-Plane.Org Store F50 X-Plane 11 Also from Carenado directly F50 X-Plane11 Priced at US$39.95 Features : High-end 4k PBR (Physically-based Rendering) graphics throughout, with ultra-realistic materials rendition (Dynamic reflections, realistic metal and dielectric materials, etc.) Fully customized in-depth annunciator logic/aural warning logic, throttle logic with functioning reverser gates. Optimized for VR. Integrated FMS with detachable pop-up window (Laminar default) Custom Autopilot with detachable pop-up window Rain effect support* (Librain support also includes visual ice effects on windows). In-depth FMOD sound design implementation, including distance effects, realistic prop blade reversal effects, etc. RealityXP GTN750 support (with 3D panel display support) Custom electrical system/Starter Logic/Fuel System/Bleed Air System/Hydraulic Logic Extensive VR support Extensive HDR lighting with gimballed 3D lights and dynamically illuminated ice lights for amazing night lighting effects. Includes pressurization system. End-user customizable via Manifest.json file. Goodway compatible Engine design optimized for XP11.30’s jet engine model Requirements Windows XP – Vista – 7 -10 or MAC OS 10.10 (or higher) or Linux X-Plane 11 CPU: Intel Core i5 6600K at 3.5 ghz or faster. Memory: 16-24 GB RAM or more. Video Card: a DirectX 12-capable video card from NVIDIA, AMD or Intel with at least 4 GB VRAM (GeForce GTX 1070 or better or similar from AMD) 910MB available hard disk space Current version and Review Version 1.0 (August 25th 2019) Installation and documents: Download for the Fokker F50 XP11 is 685.90 Mb and the unzipped file is deposited in the aircraft "Regional Aircraft" X-Plane folder at 953.70 mb. (there is no "Regional Aircraft" folder in the X-Plane aircraft folder, so just make one... you will need it anyway) Both the LIbrain rain effects is required to use the new feature. manifest.json is included. Documentation: Huge amount of documentation, with Laminar FMS manual, Performance and reference tables, but no actual manual. I did however find a lot of resources for the F50 on the internet and the SMARTCOCKPIT being very good for instrument details and aircraft operation details and well worth studying. Carenado Copyright.pdf Credits.pdf F50 Emergency Procedures.pdf F50 Normal Procedures.pdf F50 Overhead Panel Layout.pdf F50 Performance Tables.pdf F50 References.pdf Recommended settings XP11.pdf X-Plane FMS Manual.pdf ______________________________________________________________________ Aircraft Review by Stephen Dutton 29th August 2019 Copyright©2019 : X-Plane Reviews (Disclaimer. All images and text in this preview are the work and property of X-PlaneReviews, no sharing or copy of the content is allowed without consent from the author as per copyright conditions) Review System Specifications: Computer System: Windows - Intel Core i7 6700K CPU 4.00GHz / 64bit - 16 Gb single 1067 Mhz DDR4 2133 - ASUS GeForce GTX 1080 8Gb - Samsung Evo 1Tb gb SSD Software: - Windows 10 - X-Plane 11.35 (v11.30 is required for this aircraft) Addons: Saitek x56 Rhino Pro system Joystick and Throttle : Sound - Bose Soundlink Mini Plugins: Environment Engine by xEnviro US$69.90 : WorldTraffic 3.0 Plugin - US$29.95 : LIbrain rain effects - Free Scenery or Aircraft - EIDW - Dublin V2 by Aerosoft (X-Plane.OrgStore) US$24.95 - EGCC - Manchester V2 (Not available to purchase as this scenery has been updated to the XP11 version, but the earlier version is better)
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