review

This is a review of Wilco Publishing’s A380 by Jessica Bannister-Pearce.

It’s no secret. I like flying the Big guns, the heavy iron, in short, the world’s passenger aircraft. I really am a frustrated Airline Pilot. But up til now, the biggest thing I’ve flown is the 747-400, and that was the old flight sim default aircraft, so she doesn’t count. But when I was given the chance to review the worlds biggest, latest (In more than one way) and grandest aircraft, I just had to take it. So lets take a trip aboard the brand new A380.

What Do I get?

As is common these days, the A380 is available either as a boxed CD or a download. What you get with both is the lovely new A380 to install on your machine and a large manual to explain what to do when you get there, including a full tutorial, which is always a nice thing to see, especially with an aircraft as complex as this.

Think Big

Once installed, the scale of the aircraft becomes apparent from the moment you load the Configuration utilities. Like so many of the airliner sim’s, the A380 comes with its own selection of options to set prior to loading up flight sim. Clicking on the A380 configuration icon in the start menu (tucked away under the Wilco folder), or from the desktop, you’re confronted with a choice of 4 additional programs to run. First up, and most important, is the main configuration settings. Clicking on this will open up a plethora of choices. From here, you can set everything from the skill level at which you wish to fly the aircraft (Beginner, Intermediate or Expert), the amount of time you require to set the IRS system (From 0 to 10 minutes), as well as other items including your weight reference preference (lbs or Kg) and even the panel volumes. You can also set the aircraft to a cold and dark setting and select the pushback type (FS2004 only). Using this menu will get the aircraft set up ready to fly and by clicking save, it stores the settings ready FS use.

Next choice on the main menu is the Load Manager. It’s from here that you can really get a feel for the shear scale of the beast. There are no less than 8 fuel tanks on board, including two in each wingtip. But it’s the load out figures that really give it away. If, like me, you’re used to flying the smaller Boeings and such, the load out features are unfathomably huge. Large six figure numbers fill the screen, and that’s just the ZWF reading. From here we save the figures, based on a full, empty or randomly set passenger load ready for take off. Then on to the fuel.

The fuel planner is a really handy utility that works out the amount of fuel required based on the route mileage and cost index (the mythical figure that airlines use to save money). Entering these two factors gives you the fuel required and promptly loads the aircraft for you. As before, just click save and we’re away to go.

The final choice of menu left to us is the Key Config utility. From here you can select your own short cuts to specific A380 functions. Personally, I leave well enough alone there.

Now our aircraft is ready at the gate, waiting for us, so let’s go meet her.

The poor old 747 seems so small compared to this leviathan

Up, Up and away?

After loading flight sim, as always, select your aircraft from the main menu. You’ll be met with a choice of liveries, ranging from Singapore airlines through to Virgin Atlantic, with BA, Emirates and Lufthansa thrown in for good measure, along with a few others. Next, a word of advice. If selecting a gate to park at, pick a big one. But once we’re onboard, the real fun begins.

Exterior Model

The Exterior models of the A380 does well to express it’s size. For added grandeur, park it next to a 747 and see the difference. I was lucky enough to see one of these aircraft at it’s gate in Heathrow recently, and by chance a Virgin 747-400 was parked two gates over. For size, the 747 seemed puny! But strangely enough, the A380 seemed not quite as big as I thought she was. Still, the model provided for Flight Sim helps show the vastness of it all.

How’s that for a nice touch, some lovely contrails off the winglets

The interior

The inside is, of course, where we spend most of our life as pilots, so it’s perhaps more important to get this right as opposed to anywhere else. To any regular airbus pilots, the cockpit will immediately make you feel at home. In common with the other aircraft Airbus make, the cockpit looks almost identical to the A340. From My point of view, the Airbus cockpit seems confusing. But I figure it’s just that I’m more of a Boeing girl than an Airbus girl. (There are only two sides, you know. Sorry Embraer and Bombardier). Still, engine start up is easy, and once you get use to the overhead layout, you’ll wonder how you ever managed without it. But it’s the wealth of information available on the various MFDs that really can overwhelm you. The lower centre screen is really mind boggling. Everything from APU status, through to the hydraulics system, air conditioning packs and of course fuel volumes can be displayed here, accessed by buttons found on the throttle quadrant panel. The lower screen, however, can only really be seen from the virtual cockpit. The other displays offer the usual options of maps, route choices, power settings and everything else we expect to find in the cockpit. That just leaves the FMC and Autopilot MCP.

The FMC can best be described as something that resembles a product that is not quite like an FMC. It’s confusing (I’m not a fan of FMC’s, but this one is different.) You are given the option of three settings when entering the FMC. The Standard FMGC, ACARS, And AIDS. Sadly, only the FMGC is modelled here, which is a real shame. Still, once the FMGC is clicked on, we’re taken to the somewhat familiar set up pages for route and such. Good news is that you can import your FS flight plan and save yourself the trouble of entering the route manually. All in all, I’m sure the airbus pilots are used to this system, but for the rest of us it’ll take some getting use to.

The autopilot (or FCU, to give it it’s proper title) also takes a bit of getting used to. Setting the heading, speed and V/S requires a push of the appropriate buttons. Pushing the buttons places control in the aircrafts hands via the FMC, whist pulling the buttons allows you, the pilot, to chose the settings you want.

The final part of the interior is a chance to view the cabin behind the cockpit door. It’s a nice option, but not one that really adds anything to the sim.

The Upper deck seems more like an office than an aircraft

What Goes Up…

Flying the A380 is a different experience to the little Boeing’s I tend to fly. The first thing I noticed was how much power it took to move this leviathan. You begin to get a feel for the immense size and weight of the aircraft. Taxiing is stately and you’ll really need plenty of space to turn. Take off speeds, however, are relatively low, but it does seem to take a little longer to get there. Once in the air, however, the aircraft behaves like a perfect lady. At lower speeds she’s a little sluggish, but at speed she’s as nimble as any aircraft. On approach is where you really begin to notice the size of the thing again. The approach seems high from the cockpit, with only the ILS and Vasi lights helping to keep on profile. Just like the 747, when landing you’ll need to remember that you’ll still be way up there.

Three Displays are bad enough, there’s another hidden from view

…Must Come Down

So, what’s the verdict? Well, if I’m honest, It’s not good. There are some bugs that need to be worked out. Firstly, in common with Wilco’s 737 PIC, there are no ATC call signs available (you’re simply referred to as Airbus) which I can only say is down to laziness on behalf of Wilco. It takes just a minute to include the relevant lines in the Aircraft.Cfg file, so why is it left out? Next, another bugbear for me is the lack of working switches in the virtual cockpit. Plus, there are many switches that simply don’t move. Even if a switch’s system isn’t modelled, would it have harmed if it was just animated?

There are other things, too. The FMC system isn’t the same type as used on the Actual A380, so it’s just a generic system based on other aircraft. But for me, the biggest bug I encountered kept me frustrated for over a month. I have two sets of the excellent Saitek throttle quadrants. However, they steadfastly refused to work properly. I battled with it for awhile before turning to Wilco’s technical support. This didn’t help. In fact, I would have to describe the support I received as poor. (Including answering one email with “Dear Sir”.) It was obvious as well that their grasp of written English was somewhat lacking (I believe they’re French Canadian’s).

Either way, in the end I was really left without any option but to fix it myself. (It was a problem with FSUIPC’s handling of the throttle axis. An easy fix that Tech support missed.) Also, the ‘Cold & Dark’ setting doesn’t quite work as the batteries and main electrics are already switched on. Plus, if you start the sim without the parking brake on, the ‘Cold & Dark’ doesn’t work at all.

It’s not all bad news. Unlike other Wilco products, the manual included is very good and informative and the addition of a mission with three different variations is a nice touch.

I really wanted to like this add on. I really did. But in the end I found it frustrating. It’s not a bad product, but it’s not that good either. If Wilco had just tried a little harder, this add-on would have been great, a classic.

Sadly, this one’s just an also ran.

It’s a thing of beauty, sadly let down

This is a review of the Learn the Mad Dog training DVD by Jessica Bannister-Pearce.

Books are old school man! I mean, like, who wants to read all those pages. And, like, think of the rain forests. Surely there’s, like, a better way.

Happily, there is.

We all know that flying the big iron is hard work. I literally have shelves that bow in the middle from sheer weight of flight manuals. Just the thought of having to sit and study these massive files can strike fear into the hardiest pilot. But as I said, these days there is another way.

Be Afraid, Be Very Afraid…..

All Hail The DVD

In recent years, DVD’s have become a familiar sight around the home. The great thing about DVD’s is that they’re cheap to make, easy to duplicate and take up little room on the shelf. So knowing this, it wasn’t long before the flight sim community began to take notice. First to come out was Angle of Attack productions for Level D’s 767-300. This proved the benchmark by which all others should be measured. So with this in mind, how does the “Learn the Mad Dog” stack up?

Ground school was never this easy

What’s A Mad Dog?

I’m ashamed to say, that until recently, I hadn’t heard of a ‘Mad Dog’. In fact it wasn’t until I reviewed Flight 1’s Super MD-80 that I knew much about the aircraft itself at all. Since then however the ‘Mad Dog’ has gone on to be a fleet favourite with me, so when Larry Foltran offered me the chance to review His ‘Mad Dog’ Training DVD, I jumped at the chance. Larry is know as the Chief MD-88/90 Test pilot at Delta Virtual Airlines, and has worked hard to bring us this DVD. The first thing to point out is that this DVD is based on Leonardo’s ‘Fly the Mad Dog 2006′. So to get the best from this DVD, you’ll need this version, but if you fly flight 1’s Super MD-80, you’ll find a lot of crossover information. So don’t restrict yourself.

Follow the onscreen instructions to the path of knowledge

Knowledge is power, and power comes from…

Like AoA 767 DVD is split into two parts. Part one covers each system and switch onboard the aircraft. Whist part to takes us through the pre-flight all the way to shutdown. And Like AoA’s DVD, Do not sit and watch this in one go. At over 3 hours you’re brain will melt. (Trust me, mine did, but I am Blonde.)

The amount of information contained in this DVD is simply astounding, but perhaps its best feature isn’t the information, but the production values. Each section is presented in turn by two professional voiceover artists, one male, one female. This is a great feature as, if you want to watch more than one section at a time (You brave Person), you’ll find the change of voice helps to wake the mind back up, so you can learn. But it doesn’t stop there, the pointers on screen are clear and concise and the information is never delivered dryly.

The Study guide will help you cement what you’ve learned

But wait, there’s MORE

Had that simply been it, then the ‘Learn the Mad Dog’ DVD would have been a great buy. It successfully raised the bar set down by AoA productions. But as the title above suggest, there is more. Larry Foltran seems to be a man on a mission. To that end, He’s produced a study guide to accompany the DVD. At nearly 50 pages it’s a great addition to you’re learning and it includes 75 (Yes 75!) study questions to help with your knowledge. Also included in the guide is a full section on the weather radar onboard the MD-80, a section that had to be cut from the DVD. At $23.99 it can seem expensive. But if you’re buying both together then it’s a steal at $38 (Compared to $32 for just the DVD).

You will become a better pilot. Honest.

Conclusion

So how do I rate this DVD? Well, this has taken the bar and raised it not just a little high, but into a whole new category. The information is delivered without ever feeling heavy, though it is best to watch in bite size pieces. And the optional study guide really is a must if you really want to get to grips with the MD-80 (Or if you really want to show off you’re knowledge to other pilots). DVD’s really are the way to learn our favourite aircraft systems. But perhaps the best news of all is that Larry is going to be working With Chris Palmer at AoA on an upcoming project. So imagine what that DVD will be like. Either way you look at it ‘Learning to fly the Mad Dog’ is now much easier. So why wait?

This is a review of Aerosoft’s Flight Tales 1 by Jessica Bannister-Pearce.

Whenever we think of missions, we’re transported to a world of fast jets, big guns and targets needing destruction. These days, of course, things are different. With the inclusion of missions in FSX, we discovered the fun of flying, from landing on a moving bus to soaring like an eagle, to running out of fuel over the Indian Ocean. The missions are a great distraction from the monotony of a long haul flight, or simply to relax in a spare half an hour. When Microsoft first mentioned the mission system, there were those that claimed that FS was being ‘dumbed down’, taken away from its true simulation heart. I prefer to think of it as a way of opening up flight sim to a wider audience, And I think it’s working. As if to prove a point, just in the last few months, several developers have released their own add-on mission packs. Just Flight has Rescue Pilot, whilst Aerosoft has released ‘Flight Tales 1′. And boy, is it fun.

Meet your best friend here. He’ll guide you through the Tutorial

The Package is available as a boxed set or a download of some 90+ Megabytes, and once installed, you’ll find 10 shiny new missions in the FSX mission listings. Selecting the ‘Aerosoft flights’ section from the pull down menu brings up all 10 without the need to rummage around the whole list.

Each mission has a skill level, beginning with Beginner and ending with a rather interesting Expert level flight that will certainly test your skill as a pilot, but more on that later.

Starting at the beginning, your first mission is a tutorial flight; this simply takes you through how missions work, how to navigate and how to spot failures like fuel and oil leaks. The real beauty of the Mission system is that they come with scripted dialogue to make you feel like the co-pilot is really there chatting away before… Well, you get the picture. Aerosoft has done well here, though for a few flights, the regional accents can be hard to make out, so it’s best to keep the kneeboard open in case you misunderstand what the co-pilot/ATC or narrator tells you.

Easy now, don’t hit the others!

Once the first mission is out of the way, then it’s on to the serious stuff. The missions are all based on the default FSX aircraft, and Aerosoft have used as many as they could. This can be fun by itself, as several of the aircraft I hadn’t yet flown. The question then becomes what do you fancy. How about a job in the mail room, delivering letters in Alaska to a variety of small airstrips, or perhaps a few hours soaring in Australia (I have a soft spot for gliding, having completed a solo flight back in the early 90’s) This is the longest mission, as it’s open ended. If fun flying is your thing, then how about some aerobatics at Oshkosh, or a thrilling air race at Monaco. The choices are varied and you’re guaranteed to find something you enjoy. The most fun to be had, though, is the unpredictable nature of some of the missions, at least the first time you fly. There are built in failures, poor weather that only gets worse, and a cracker of an in flight emergency to deal with on one mission. I just wish there were more.

Who’d be a postman in this weather?

So, what else can I say about this great package, The missions are challenging, but there really is something for everyone, from the barnstormer, to the rescue pilot through the heavy iron pilot like me. Every mission comes with detailed charts, briefing and even designer notes for you to browse afterwards. All in all, a superb package only ever so slightly let down by a few thick accents, but for little more than €20’s it really represents great value. After all, how much fun can you really have at that price. Now, if you’ll excuse me, I have a date with a DC-3 in Peru, and it’s raining.

It never rains….

This is a review of Flight1’s Messerschmitt BF-109 by Paul Webster.

The Aircraft

Researching the Messerschmitt BF-109 for this review has been enlightening. I previously knew little about the Spitfire’s arch nemesis and I was surprised to learn that this aircraft not only has it’s rightful place in the history books but also in the record books too.

The BF-109 was produced in greater numbers than any other fighter aircraft in history. Mass production started in 1937 with the BF-109B seeing active service in the Spanish civil war. During the course of World War II alone, 30,573 were produced and post war the Spanish continued to manufacture the BF-109 under license (as the HA-1112 Buchons) until 1958.

The Bf-109 scored more aircraft kills in World War II than any other aircraft. One German fighter wing (Jagdgeschwader 52), which only flew the BF-109, was credited with over 10,000 victories (mostly against Russian aircraft over the Eastern Front). In addition to being Germany’s main air superiority fighter, the aircraft was used extensively for bomber escort, ground attack, and reconnaissance duties.

A very brief model history - The Messerschmitt BF-109E was the first variant that was produced in any numbers early in the war. The 109F was much revised and was the most favoured by pilots who generally agreed it was the best handling of all the variants. The 109G series was designed to be adaptable enough to undertake a variety of operational tasks such as long range and reconnaissance duties and saw the introduction of a special high altitude interceptor with pressurised cockpit and a nitrous oxide boost system. The last in line 109K series was a product of necessity due to limited finances and parts availability towards the end of the war, whereas the previous models had been heavily modified with a wide array of armaments, kits and factory conversions to undertake different roles. The aircraft was now consolidated back to a modular approach with each aircraft using the same basic parts.

So with interest well and truly roused, let’s have a look at Flight1’s offering of this Warbird of distinction, or “Germany’s greatest WWII fighter” as it’s referred to by Flight1.

The Product

This is the retail boxed product which includes the 3 last and greatest WWII variants of the BF-109 - the F, G and K models, for both FS9 and FSX. Each variant is available for download individually from the Flight1 website. However, if you want all three, it is cheaper to purchase the retail box. Despite the prominent label on the packaging stating “For Microsoft Flight Simulator X”, a look at Flight1’s website reveals that “This product was designed for FS2004, but it will work in FSX!”, a real bugbear of mine as I feel it is misleading to label up a FS9 product with no reworking for FSX in this way.

Along with the installation files for the aircraft, the CD contains a ‘Manuals’ subfolder, which contains a colour manual in PDF format for each variant type and a ‘Videos’ subfolder, which has promotional videos of a couple of Flight1’s other products (the Siai-Marchetti SF260 and Ultimate Traffic 2007). The manuals on the CD are worth printing out and using in conjunction with the printed manual, as both appear to have different but useful information included and the PDF manuals are in colour, unlike the printed manual in the box which is black & white. You will need to access the manuals from the CD, as they are not copied over to your PC as part of the installation process.

Installation

Installation is simple and straightforward. Insert the CD, choose your simulator (FS9 or FSX) and accept the defaults through the next 6 screens. I was somewhat surprised to see the space required by the installation was a hefty 1.2Gb, but once you start up FSX the reason becomes clear. Your aircraft selection screen now contains an amazing 30  - yes 30 - BF-109 model variants and this is without having ‘show all variations’ checked. Doing so results in a choice of 51 aircraft, nearly one for each week of the year. According to the box, we have 7 models and 7 textures of the pilots favourite 109F, 12 models and 13 textures of the multi-function 109G and 3 models and 12 textures of the last in line 109K. The choice is bewildering and certainly represents great value for money.

Getting Started

Prior to your initial flight, like many other add-on aircraft the manual states that you should first load up a default flight with the Cessna 172 at Seattle-Tacoma (KSEA), then change the aircraft to a 109 and move it to the airport of your choice and save the flight in 2D cockpit view, which, given the aircraft doesn’t have a 2D cockpit view, is a little disconcerting. We’re also advised to assign a joystick button for the “Release All Drop Tanks” command. Obviously, this is to enable full use of the long range versions of the 109. Dropping the tank results in a different set of aircraft configuration data being used, so you should experience the full impact on handling that lugging the extra fuel creates.

The Walk-Around

It’s not a complex aircraft, so there’s not a lot of detail to get right (or wrong). Certainly it looks like everything that should be on the aircraft has been modelled accurately. All the required control surfaces move freely. The canopy opens, allowing a better look at the pilot in his seat and dressed in authentic flying kit. My initial reaction, though, is not overly favourable. Comparing the default FSX aircraft lined up next to the Messerschmitt, it’s easy to spot the improved reflections, especially on the glass cockpits and bare metal parts, and although it makes no difference to the model, there’s no pilot animation, which you don’t seem to bother with when it’s there, but miss it when it’s not. Given this product is being marketed specifically as being for FSX, I don’t think the comparison is unwarranted, especially against the default aircraft. Of the 51 models/repaints available, none of the ones I looked at were rendered to show any obvious signs of wear and tear to the aircraft. All appeared, if not factory fresh, relatively new.

The Cockpit

As previously mentioned, the developers have chosen not to include a 2D cockpit, which is fine by me. As the manual states, “the 3D Virtual Cockpit (VC), is far superior to a 2D panel, and everything needed to fly the aircraft has been implemented in the VC”. Everything that should be there has been accurately modelled, though again, to the constraints of the rendering options of FS9. Some wear and tear has been modelled inside the cockpit, although in reality it seems token given the age of the aircraft and the use to which it was put. Unfortunately, the pop-up instrument labelling within the cockpit didn’t work, with the text being shown as black blocks, this may have something to do with my graphics settings, but I confirmed that these were working with my other FSX aircraft, both default and 3rd party.

Getting Going

OK, time to fire up the engines from cold & dark. This is made a bit difficult with the pop up labelling problem and any actual labelling in the aircraft being in German. Still, manuals in hand and a few clicks on the appropriate controls, the V12 engine comes to life and idles with a pleasing burbling rasp. Inside the cockpit, the sound is 3 dimensional. When you turn your head to either side, the sound gets louder in your ear nearest the engine. In spot view, however, there is no change to the sound set when rotating around the aircraft. I don’t know if this is a new FSX feature, but certainly the default planes in FSX sound different in spot view when your facing the prop to when your behind the aircraft and in some FSX payware models this is really well done with a definite 3D effect to the sound. Rather disappointingly, there’s not much difference in the sounds used inside the cockpit to those used outside.

Ground handling on the Messerschmitt 109 was notoriously bad. The landing gear is attached to the fuselage, giving the wheels a narrow track and the relatively small rudder had problems overcoming the strong slipstream of the propeller. Add to that the poor forwards visibility inherent with taildraggers and once rolling and before getting airborne you have an interesting time of it. All this is accurately modelled on Flight1’s 109. Getting the aircraft to turn whilst taxiing is certainly challenging. Without use of the barely effective differential brakes or throttle to counteract it, the tailwheel keeps the aircraft turning in a circle, even with the rudder steering the opposite way. Going in a straight line is equally as hard when you cant see in front of you. Pilots used to ‘snake’ the aircraft to get round this problem, but this had the unfortunate effect of exacerbating the problems with the narrow track of the wheels, sometimes ending up with the aircraft on its wing. Obviously, taxiing in spot view makes things easy, but it’s certainly cheating. Once lined up on the runway, taking off is also challenging. Unlike the other taildraggers I’ve ‘flown’, the nose doesn’t come down of it’s own accord once at speed. It takes a firm push down on the joystick to get the nose down and the tail up and once this has happened it’s time to give the joystick a push in the other direction to take off.

In the Air

The design brief for the Messerschmitt BF-109 was to concentrate first on top speed. Second priority was climb rate and the third consideration was maneuverability. This probably explains why the aircraft doesn’t handle as well as I thought it would in the air. Getting it to change direction takes more pressure on the joystick and more time than I thought it should for a fighter aircraft. Still, it’s good fun to chuck around the sky, especially when you get the contrails coming off the wing tips. Once you’ve finished making patterns in the sky, you can turn your hand to bombing runs with your fuel tank, or perhaps some dogfighting with the AI traffic. With no navigation aids to speak of, this is the kind of flying that you’ll be doing with the BF-109, unless you have VFR scenery and want to practice dead reckoning. Still, I guess those of you interested in putting a WWII fighter in your virtual hanger wont have the use of modern avionics high on your priority list.

The last Words

The Messerschmitt BF-109 is a record breaking piece of aviation history and so ought to be considered for anyone’s virtual hanger, especially if you are at all interested in military aircraft. Whether Flight1’s model is for you really comes down to what simulator you use. As a FS9 product, this is definitely worthwhile purchasing. In terms of value alone, including 51 individual models of an aircraft is, as far as I’m aware, unprecedented. The model is pretty flawless for the older simulator. Some rendition of heavier wear and tear both externally and internally on some of the models would be nice to see, but other than that, I can’t think of any improvement I’d want to see.

When it comes to FSX, the fact that there has been no reworking of the model to incorporate the latest enhancements leaves the model feeling somewhat flat, even when compared against the default FSX aircraft. I’m not certain that the product is fully compatible with FSX given the problem with the pop-up labelling and a couple of minor niggles with non-existent clickspots, but other than that it works well enough. Having said that, given the value this product represents, you might be willing to forgive the lack of FSX bells and whistles and if so, you won’t be disappointed.

Buy now (US) - Buy now (UK)

This is a review of Flight 1’s ATR 72-500 by Jessica Bannister-Pearce.

In the beginning, there were the props. And so it was until the 1950’s. Then came the jets. Slowly, the jets took hold and by the end of the 1960’s, the golden age of prop liners seemed to be over. The Bristol Britannia, the Vickers Viscount, and countless others began to slip from our airports. The Jets had won. Or had they? Jets were complex, thirsty creatures, and it soon became apparent to many airlines that operating jets that were only filled with a dozen or so passengers was costing them a fortune. Jets worked well at high altitudes, but on a 30 minute flight they rarely reached full efficiency. There was a hole in the market for a more efficient aircraft that could cruise at lower altitudes. Suddenly, the props were back. Advances in technology produced a breed of props ready for the new feeder market and the ATR was there waiting.

The ATR72-500 is the latest version of this popular aircraft. With more than 100 operators worldwide using an incredible 600 aircraft, ATR can certainly be crowned the queen of the prop driven skies. The Aircraft itself is a twin engine turboprop offering speeds up to 250 knots and a maximum cruise altitude of 25000 feet. As already mentioned above, many airlines use these versatile aircraft as feeder services to their main hub on routes that jets cannot fill. So lets take a look at what we get.

Waiting for passengers. Note the tail prop.

The Box

The box and packaging, as you’d expect, contains the DVD and pre-flight briefing manual (strictly for installing the aircraft and a very quick guide around the basics of setting up the aircraft).

Preflight

As is the case with many add-ons these days, starting a flight is never as simple as just selecting the aircraft in FS and away we go. The ATR is no exception. Before even loading flight sim, you’ll need to run the ATR configuration program first. This can be found nestling in the Flight 1/ATR folder in the start menu. We run this for various reasons. Firstly, we need to set the number of passengers on board. You’ll be confronted with a top down view of the cabin, and by clicking on any of the 72 seats you can place a passenger. Along with individual seat assignments, you can also choose that passengers gender and age. One click places a man in the seat, a second click changes that person to a woman. A third changes that person to a child whist a fourth empties the seat. Each choice alters the weight of both the passengers and cargo hold. (Presumably, we women need more suitcases). Both the cargo holds can also be altered. If you don’t wish to spend time assigning each individual seat, there are options for both full and empty load outs along with a random setting for those of you who enjoy surprises. Strangely enough, there are no options to adjust the amount of fuel. This still has to be done within FS.

Also contained within the configuration program are tabs to select various interior options for the ATR, from the colour of the cockpit (older style brown to new blue) to the type of cabin fittings along with a choice of Cold and Dark set-ups to Full engines running. There are also choices for high quality cockpit panels or standard quality for those wishing to run the aircraft on an older system. There are also options for seating position for the captain along with 2D panel views from just the captains side to a slightly extended version to include the engine gauges.

Anyway, once you’ve made your choices and loaded the aircraft, click save followed by exit and prepare for FS.

On FS start up, you’ll need to load a default flight, like the old C172 at Seattle. Once it’s loaded, feel free to change locations and such before choosing the ATR from the aircraft menu.

Exterior

The ATR is an awkward looking bird if you’re use to jets. Still, you have to admire the quality of the model provided. Included are three liveries: one house colour set and two others. Although sparse, Flight 1 do direct you to their website were a wealth of repaints are available for free. If you are feeling artistic, you can also add your own custom liveries via Flight 1’s Text-o-Matic program. This can also be found for free on the website.

The Devil is in the detail with the exterior.

Interior

Up at the front, the 2D panels are nothing short of excellent. All are clearly readable and if you can’t quite see them there are various click points dotted around to allow the captain to get an up close view. The VC is also well detailed with just about everything I clicked working. (A pet hate of mine is a VC with non-working switches, especially if the same switches work in the 2D panel). Gauges run with fluidity and frame rates don’t seem to suffer to any noticeable degree. There’s also a nice touch. You can open the cockpit door in the VC and take a view back to the cabin. You’ll need to switch this feature on via the add-on menu.

Peace and quiet before the “self loading Cargo” joins the flight. The cabin interior is your choice though.

Navigation

The ATR is a fairly modern airliner, which means that we have the ubiquitous FMS to program. Personally, I’m still getting use to FMS. They can seem complicated, and they are. This one, though, is fairly easy to use, if a little light on features. As always you begin with out of date nav data. A quick trip to Navigraph solved that problem, so on to programming the route. As with many FMS in FS these days you can either enter the route manually or just import the FS flight plan. If you opt for the former you’ll be able to save your own custom routes via the FMS. I prefer to use the latter however. The Performance Init page is found under the VNAV button. Setting the Zero Weight Fuel and Ground Weight points are easy, you simply click on the corresponding button next to the reference point required, and this imports the figures from the load manager. Interestingly, the VNAV section is only an advisory. There’s no VNAV button on the autopilot panel, so you’ll have to navigate referring to the FMS to check you track, rather than just letting George get on with it. There are settings for SID/STARS to be used but there may be a few gaps, as the airport I flew out of didn’t have a SID selection, when I know it has. Still, it’s only a minor niggle.

The simplicity of the cockpit just adds to the ATR’s reputation.

Getting Going

These Add-ons are complex, and as such I recommend printing out the included Aircraft Operating Manual, supplied by Flight 1 and found in the start menu. At 481 pages, it might be an idea to only print the sections you need. Included in the manual are two tutorials, which help you work through the start up procedures right to the shutdown procedures at the other end.

The first thing you’ll notice when powering up is the lack of an APU. The ATR isn’t fitted with one. Power is supplied by starting the right hand engine in ‘Hotel’ Mode. This basically means running the engine, but disabling the prop. Following the check lists will lead you to push back time. And with clearance we’re taxiing out. One of the things that bother me with props, is the need to feather them, adjust mixture and needing to move up to six different engine controls. They just seem complicated. With the ATR though, I needn’t have worried. The props are feathered automatically via leavers next the throttles. They have four settings. Fuel shut off, feather, auto and overrun. Feather is fine to taxi, whist auto operates during takeoff and flight. You don’t have to constantly adjust the props, which is a relief.

Overhead is easy to read. See if you can spot the APU though.

Takeoff comes quickly, and the ATR can climb quite quickly. With the maximum airspeed of 250 knots, you won’t have to worry about exceeding the below 250 knots limit below 10000 feet. Although progress could be said to be stately, the ATR never feels slow. Yes, a jet is quicker, but below 10000 there’s no difference. The ATR also feels quite nimble, even at low speeds, which makes landings easy to control. The flaps only have two settings - 15 degrees and 30 degrees, and at full flaps, the stall speed is amazingly low, almost Cessna like.

Slow and steady with full flaps.

Conclusion

So, Has Flight 1 done a good job? Well, the short answer is yes. ATR themselves approached Flight 1 to produce this fantastic simulation, so the Flight dynamics are spot on. The company wanted a flight sim to help show off their great little plane. There are bugs however. Not with the sim, but with the Manual. If you follow the first tutorial there are files missing, which was a shame. Added to this is a confusing check list. For example, after starting the right engine for power, you’ll be told to extinguish the lights in the hydraulics section. They won’t go out though, not without both engines running with both props spinning and set to auto. You’ll need to select Ground power whist parked to run the hydraulics. Okay, its not a big issue, but a better explanation in the normal procedures section could clear this up. In both tutorials you’re given load outs to enter into the aircraft. With the best will in the world, I could not make the figures match without changing the passenger count away from the figures provided. Another thing I’d like to see, is a blown up chart of the cockpit panels, making it easier to find the required switches, gauges and systems. With every flight, you’ll learn the aircraft layout, but a chart would aid the newcomer, removing the overwhelming nature of such a complex add-on. These are only minor gripes though.

Can I recommend the ATR? Wholeheartedly yes. It’s a great aircraft if you like hopping on the busy commuting routes in the US and Europe. Many pilots transition through the ATR’s onto the big jets. Now you can be one of them.

Pros

• Complex and accurate thanks to ATR’s own input
• A gentle aircraft to fly before transitioning to the jets
• Plenty of liveries available online for free.

Cons

• Flight Manual isn’t clear enough
• No clear diagram of the cockpit and panels.