Screen shots by Abacus

The Vulcanair P68 is a twin-engine, high-wing, general-aviation aircraft designed and manufactured in Italy. It was developed by the Partenavia company in the late 1960s, which began production of the P68s in the early 1970s. Intended for private and business use, the P68 has also been used for cargo transport and training. Several models have been built. Vulcanair purchased all the designs and rights in 1993 after Partenavia's descendent companies went bankrupt. Models of the Vulcanair P68 are used by the Bahamas Defense Force, the Sierra Leone Military, and the New York State Police. The C model was still in production as of October 2011.

For comparison, the Vulcanair P68 is a bit lighter and slower than the Beechcraft Baron 58. At 4,594 LBS maximum take-off weight, the P68 is about 20 percent lighter than the Baron 58, whose maximum take-off weight is 5,524 LBS. The P68's 190 mph (165 KIAS) cruising speed is slightly slower than the Baron 58's 200 KIAS cruising speed.

A P68 that is on static display at Palma de Majorca Airport in Spain had been abandoned by its owner according to the World Aeronautical Press Agency. A P68C's wings separated at an air show in Plainview, Texas, in September 1983 after the pilot performed high-speed maneuvers in excess of the aircraft's capabilities. The pilot was killed. A P68 Observer was offered for sale on Aircraft24.com for $552,280 US as of 15 October 2011.

The Abacus Renditions

The eight models offered by Abacus are variations of two basic models. The C models have 200 horsepower Lycoming engines, and the TC models have 210 hp turbocharged Lycoming engines. With their more powerful engines, the TC models have shorter take-off distances, faster cruising speeds, and a higher maximum altitudes. The Observer models feature a Plexiglas nose allowing wider forward visibility. They were initially introduced by a German company for use by law enforcement, and they were later added to the Vulcanair line. Based on the two basic models, there is an Observer C and an Observer TC. Some of the Abacus models have wheel fairings, and some do not.

• P.68 Observer 2, Italian Police
• P.68 TC Observer TC, US Government
• P.68C, Wheel fairings
• P.68C, No wheel fairings
• P.68C, Wheel fairings and G1000 panel
• No wheel fairings and G1000 panel
• P.68C-TC, Standard panel
• P.68C-TC, G1000 panel

The same package contains versions for FS2004 and FSX. Users select the specific version during the installation process. I reviewed the FSX version.

SAMPLING OF MODELS
Selection Menu
Observer, Italian Police	C With Wheel Fairings
C Without Wheel Fairings	TC Without Wheel Fairings
Screen shots by Bill Stack

Visual Features

Abacus' renditions of these Vulcanair P68s are accurate compared to the photos I found on the Internet. Overall dimensions and positions of parts are accurate. The liveries are true to photos I found. With many versions in existence, exact replications are difficult to verify. The Italian Police livery is especially well done. I didn't find anything visual to criticize.

P68 IN FLIGHT
Italian Police	TC
TC	C
Screen shots by Bill Stack

P68 Interior

Abacus has rendered the interior of its three models very accurately compared with photos I found on the Internet. Again, many variations exist over the past 40 years, so exact replicas are difficult to verify, but their renditions are essentially correct.

P68 INTERIORS
Standard Cockpit	Observer Cockpit	TC Cabin
Observer Left/Front View	Observer Right/Front View	TC G1000 Cabin
Screen shots by Bill Stack

P68 Instruments

Three types of instrument panel are used in these P68s. The standard panel is used in the C and TC models, and its instruments are typical of many MSFS default instruments. The radio stack is the common Bendix/King found in many MSFS aircraft. The Garmin 1000 glass panel is much like the Garmin 1000 panel used in the FSX Baron 58. The Observer panel is condensed to enable pilot views below and ahead of the aircraft. In this regard, it is somewhat like a helicopter panel. Each panel is rendered in two and three dimensions.

Switches, knobs, handles, and similar controls can be worked with mouse clicks. Most instruments and controls have descriptive tooltips.

Popup windows show the Garmin 500 GPS unit and close-ups of the throttle/propeller/mixture controls, engine instruments, overhead panel, and electrical switches. For the G1000 panel, the popups show the primary flight display (PFD) and the multifunction display (MFD) instead of the GPS and the engine instruments.

All gauges and controls are clear and easy to read. Some require zooming in because of their sizes.

Yokes block the pilot's view of some instruments and controls, but they cannot be made to disappear as is so with some add-on aircraft.

P68 INSTRUMENTS
2D Standard Panel	2D Observer Panel	2D Glass Panel
Screen shots by Bill Stack

Night Effects

Lighting effects at dawn, dusk, and night are accurate and nicely done inside and outside. Light casts and shadows are realistic. The cockpit and cabin seem bright, but I don't know what they are like in the real world.

NIGHT EFFECTS
C Exterior	C Glass Panel
Observer Panel	C Cabin With Standard Panel
Screen shots by Bill Stack

Animations

The entry/exit doors of all aircraft open and close with keystrokes but not mouse clicks. The location of these doors differs among the aircraft models. Abacus' "ReadMe" document describes using other keystrokes to open and close other doors. Only one Observer model has more than one door that opens and closes.

ANIMATIONS
Main Cabin Door	Main Cabin Door	Two Doors Open
Screen shots by Bill Stack

Performance Specifications

Abacus says its Vulcanair P68 flight models are based on the manufacturer's published specifications, but specifications in its documents differ from those I found on the Vulcanair website. In response to my question, designers Massimo Taccoli and Dennis Seeley explained that specifications in their aircraft-configuration files came from Jane's All The World's Aircraft, which publishes specifications provided by manufacturers. They also explained that some of the variances I found result from variables such as altitude and weight.

P68 Performance

For my flight tests, I used Capodichino International Airport (LIRN) in Naples Italy, where Vulcanair has its factory. Elevation is 294 feet. Runway 06/24 is 8,622 feet. I used clear weather with standard atmosphere (59F, 29.92 inches). And I used Abacus' default gross weight of 4,596 pounds.

Starting: The aircraft's engines start easily when the checklist procedure is followed. Engines idle at 676 RPMs and 5.5 inches of manifold pressure.

Taxiing: More power is needed for beginning to taxi than for taxiing itself. The aircraft didn't begin to move until RPMs were over 1,200 and manifold pressure was over 13. Then it gained ground speed quickly, requiring power reduction for control. It steers left and right with little effort. It doesn't brake very well, so more distance than usual for an aircraft this weight is needed to stop, even with throttle at the lowest position.

Taking Off: The guidance that's provided with this aircraft isn't clear about configuration for taking off. For flaps position, the checklist simply says "flaps set takeoff." The three positions on the flaps lever are "UP/IN TRANSIT," "APR," and "DN," and the flaps indicator shows 0 degrees, 15 degrees, and 35 degrees. The Climb checklist says to bring flaps up "to 300 FT," so they apparently should be deflected somewhat for taking off. Not knowing what the flaps position should be for taking off, I tried taking off with flaps at the 15-degree minimum position. The take-off checklist doesn't specify RPM or manifold pressures; it simply says "throttles slowly to max."

Again, the aircraft needs about 1,200 RPMs to begin moving. Maximum throttle position pushes engine-gauge needles to their redlines and produces different readouts in the various aircaft models because of the different engines. In the Observer, maximum power resulted in 2,580 propeller RPMs and 44.2 inches of manifold pressure. In the C model, maximum power resulted in 2,700 RPMs and 28.7 inches. At these levels, the aircraft quickly reached rotation speed of 66 KIAS and liftoff speed of 98 KIAS. They did not rotate until 90 KIAS, however, and they lifted off before 98 KIAS. Take-off distance was about one-third of the 8,615-foot runway at Naples. Later I tried taking off with no flaps, and the aircraft rotated and lifted off at between 100 KIAS and 105 KIAS. To lift-off at 98 KIAS, therefore, flaps would be necessary.

Climbing Out: The Climb checklist calls for climbing out at 90 KIAS with 25 inches of manifold pressure and 2,500 RPMs. At those criteria, the aircraft climbs at about 1,200 feet per minute. This checklist also calls for retracting flaps at 300 feet, which I assume means above ground level, which is reached quickly in this aircraft. Pitch falls immediately upon flaps retraction, requiring swift correction to maintain climb rate.

Cruising: At 4,000 FT MSL, and with full power, the aircraft cruised nicely at 150 KIAS. Abacus' documents say this aircraft cruises at 190 KIAS at 7,500 FT, but the airspeed indicator's yellow caution zone starts at 160 KIAS, and I never got it faster than 150 KIAS in level flight at any altitude. I was able to cruise as high as 18,500 FT with indicated airspeed at 95 knots. A quick calculation showed true airspeed at 133 knots.

Turning: The aircraft banks and returns to level flight very easily at any altitude and airspeed.

Descending: The checklist calls for descending at 18 inches of manifold pressure and 500 feet per minute. But at 14,000 feet and maximum throttle, the manifold pressure was at 16 inches. Assuming that the checklist might have meant 8 inches, I reduced power to 8 inches and adjusted pitch to maintain a 500 feet-per-minute descent. At those criteria, the aircraft descended very slowly at 100 KIAS, which at that altitude computes to roughly 128 KTAS. When I reduced power to zero (i.e. the lowest throttle position), the manifold pressure fell to 4.9 inches, the descent increase to 750 feet per minute, and the airspeed fell to 94 KIAS (122 KTAS). From 5,000 feet the performance was quite different. Manifold pressure at full throttle was 24.2 and indicated airspeed was 138 knots. This meant that I could reduce power to 18 inches and descend at 500 feet per minute, which produced an indicated airspeed of 150 knots. As a result of these tests, I'm guessing that these aircraft might be able to descend safely with less power than shown in their checklists.

Approaching: The Approach checklist calls for approaching at 120 KIAS and deflecting flaps 15 degrees, then the same Approach checklist calls for approaching at 101 KIAS and 35 degrees of flaps. I'm guessing that the latter criteria apply to final approach, although no airspeed or flaps criteria are specified in the Final Approach checklist.

Landing: There is no checklist section for landing. The Final Approach checklist says "Airspeed, when committed 80." I assume that means touchdown at 80 KIAS. The aircraft did so without problem, and it stopped well within Naples' 8,615-foot runway.

Overall: As a general comparison, this aircraft handles much like the MSFS Beechcraft Baron 58, which is similar in size and about 15 percent heavier. Each model has slightly different characteristics according to their descriptions.

Having never flown any Vulcanair P68 model, I cannot personally attest to how closely Abacus' rendition resembles the real-world aircraft's performance. Neither can I say how it compares to other P68s that might be available for MSFS.

The Documents

Three documents accompany this aircraft:

• Checklists: Checklists for most flight functions are in standard text format. They appear in the kneeboard, but not with the appearances of checklists in HTML (webpage) format. There is no section specifically for landing, but landing procedure can be construed from the "Final Approach" section.
  
  
• ReadMe: A document called "Vulcanair P68C Readme" in Microsoft Word format provides information about the aircraft and its history.
  
  
• Manual: A manual called "The Vulcanair P68 Story" in Adobe Acrobat format provides history of the aircraft, specifications, and checklists.

DOCUMENTS
Manual	Checklists	ReadMe
Screen shots by Bill Stack

Technical Matters

The same package contains versions for FS2004 and FSX. Users select the specific version during the installation process. This review regards the FSX version only.

In the Aircraft Selection menu, the P68 is listed under Vulcanair (manufacturer) and Abacus (publisher).

Frame rates are good. There is no video stuttering from any of the models.

The Sounds folder contains 37 unique sound files.

These aircraft can be uninstalled using the same program that installed them by selecting the "Remove" option. Or the Windows Add/Remove Programs feature can be used.

Technical support is through the Abacus website. Response was very quick and cooperative.

Readers with technical questions not answered in this review should ask the developer, who is in the best position to answer such questions. Using the links below, go to the Pilot Shop page where the product is listed and described, then click on "Manufacturer Tech Support" in the right column.

More Information

Detailed information about the real-world Vulcanair P68 is available from Vulcanair and European Aviation Safety Agency (EASA).

REAL-WORLD IMAGES
Vulcanair	Vulcanair	Vulcanair

The Developer

Abacus has been producing aircraft addons for Microsoft Flight Simulator ® for many years. The Vulcanair P68 models were designed by Massimo Taccoli, a native of Italy where the plane was manufactured, explains Adam Howe of Abacus. "Massimo has worked with us several times in the past and he designed plane because he liked it and then presented it to us when it was done." Abacus's many other products include:

• Boeing 787 Dreamliner for FSX



• Carrier Strike Force for FSX



• Catalina Platinum for FSX

Overall

Although the Vulcanair P68 is comparable to other general-aviation light twins, it is unusual because it has been built by Italian companies, and simulating flights over Italy in the P68s was a nice experience. The Observer is definitely unique with its plexiglass nose. It's ideal for visual recreational flying, at least for the pilot and right-seat occupant. The renditions are excellent, and flight characteristics seem realistic for this type of aircraft. Downloading is quick, and installation is easy. Tech support responses were prompt, thorough, and courteous.

Bill Stack
billstack@flightsim.com


Learn more about the Vulcanair P68 by Abacus

Bill Stack is author of several books about flight simulation, a regular author in flight-sim magazines, and a contributor to Flight Sim Com. His website is www.topskills.com