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Vickers WellingtonPublisher: First Class SimReview Author: Felicity SmithSuggested Price: $19.00/images/fsc/wbicons/pilot-shop-buy.png /images/reviews/vickwell/t/2018-5-24_13-55-4-206.jpgIntroductionThis is a review of the First Class Sim Vickers Wellington bomberfor FSX and FS2004. For the purposes of this review, the add-on hasbeen tested in FSX Steam Edition and with DX10 enabled. Memories Of The Vickers WellingtonOne night towards the end of May in 1942, when I was an 8 year oldevacuee being fostered in rural Bedfordshire, I saw my firstWellington bombers. Apparently they were keeping a rendezvous withother bombers of Bomber Command to await the streaming attacking forceto raid Cologne in 'Operation Millennium'. One thousand and fiftybombers of R.A.F. Bomber Command took part in this onslaught, themajority of which, thirty seven squadrons were Wellingtons. /images/reviews/vickwell/t/2018-5-24_13-37-28-299.jpg /images/reviews/vickwell/t/2018-5-24_13-37-7-21.jpgPossibly the ones I saw came from R.A.F. Feltwell. I consideredmyself fortunate to observe one of the formations taking part in thefirst of three thousand bombing raids during World War II, the firstof which was the most successful. The Wellington was the only bomber to be used constantly from 1939- 1945. In fact its overall history in active service dates from 1938- 1953. Admittedly, when the heavier bombers - Stirlings, Halifaxesand Lancasters came off the production lines it was reduced tosecondary roles - albeit important functions such as assisting CoastalCommand. Barnes Wallis (of Dambusters fame) was Vickers' chief designer ofthe famous aircraft and produced a unique airframe which couldwithstand severe punishment. It made its maiden flight in June 1936and eventually over eleven thousand were built, some of which stillsurvive. /images/reviews/vickwell/t/2018-5-24_13-39-16-106.jpg /images/reviews/vickwell/t/2018-5-24_13-39-58-139.jpgThere are a number of Wellington museums in England - such as theBrooklands aircraft factory - now a temporary museum. At Cosford onecan see a Mk X version and at Pilstone, near Leighton Buzzard there isa large Wellington Bomber project on display. Peter Smith RN retired InstallationThe installation procedure was straightforward, in that once theproduct is downloaded and unzipped, it's just a case of choosing yourdesired simulator (FSX or FS2004) and inserting the provided productserial key. For the purposes of this review, I decided to use FSXSteam Edition, and the install program found in the package, performedflawlessly. /images/reviews/vickwell/t/2018-5-24_13-50-36-108.jpg /images/reviews/vickwell/t/2018-5-24_13-52-44-419.jpgDocumentationConsidering the price, the included documentation is fairlycomprehensive and would put many more expensive products to shame.There is a nice PDF diagram providing information on the Wellington'svirtual cockpit; a Wellington Mission PDF, showcasing the includedmissions, plus the aircraft's main manual. To get the most out ofthis add-on, I highly recommend taking your time and reading throughthe various items (flying the Wellington will be a lot more enjoyableif you do). First ImpressionsHaving been a fan of the venerable Vickers Wellington since I was ayoung lad (Commando comics and later an Airfix model), I had highhopes for this add-on, and upon loading the aircraft and selecting theexternal view, I was not to be disappointed. Presented in front of meand in full glory, was a highly detailed rendition of an oldfavorite. Employing Steve's DX10 Scenery Fixer so as to maximisevisual quality, First Class Sim's Vickers Wellington looked highlyauthentic. /images/reviews/vickwell/t/2018-5-24_13-55-23-863.jpg /images/reviews/vickwell/t/2018-5-24_13-58-28-334.jpgVariantsThe package contains four of the most popular variants of theVickers Wellington: Wellington 1C, the first main production variant of theWellington, which added guns to the MK 1A. In all, 2685 of the 1Cvariant were produced. The aircraft was flown with a crew of six:pilot, radio operator, navigator/bomb aimer, observer/nose gunner,tail gunner and waist gunner.The Wellington B. MK III upgraded the original Wellington designwith a 1375 hp Bristol Hercules engine and a four tail gun turret,replacing the previous two. /images/reviews/vickwell/t/2018-5-24_13-57-23-172.jpg /images/reviews/vickwell/t/2018-5-24_16-23-39-436.jpgThe Mk X became the most widely produced variant, with 3804aircraft entering service. Additional performance was gained bybuilding a fuselage of light alloy, replacing the steel constructionof earlier models and the installation of a 1675 hp Hercules engine.The Mk X proved highly popular for Coastal Command duties.The Wellington GR Mk XIV is a derivative of the Mk X, specificallyadapted for coastal command duties. The chin radome housesantisubmarine radar reflecting the maritime role. /images/reviews/vickwell/t/2018-5-24_16-14-9-715.jpg /images/reviews/vickwell/t/Wheel_Detail.jpgExteriorFirst Class Sim have included authentic color schemes and markingson each of the Wellington models and when used with DX10, the resultsare particularly pleasing. Canopy and other glass areas incorporategood use of reflections, and the various crew members situated aroundthe aircraft are modelled well. The high level of detailing extendsto the undercarriage and wheels, with these being incredibly detailed(Dunlop logo visible on tires). All major control surfaces are animated and I especially liked theauthentic way the undercarriage raised itself. /images/reviews/vickwell/t/2018-5-24_16-14-0-614.jpg /images/reviews/vickwell/t/2018-5-24_13-58-13-532.jpgInteriorFirst Class Sim's Vickers Wellington comes complete with anauthentic looking cockpit. Gauges are clear and easy to read, andmost of the switches and levers found in the cockpit are operable.Overall the detailing is good, but not really up to the standards setby more expensive aircraft, such as those offered by Carenado and A2A.Unfortunately, there is little in the way of weathering, which is areal shame, considering the abuse these aircraft had to cope with.However, this aside, the texturing is still good and sets the moodnicely. For those simmers who enjoy using a 2D panel over a virtualcockpit, one is included, and whilst not quite up to the standard setby its more modern counterparts, it works well. /images/reviews/vickwell/t/2D_Panel.jpg /images/reviews/vickwell/t/2018-5-24_13-57-51-367.jpgEquipmentApart from the standard equipment found on an aircraft of thisvintage, there is a standard GPS present, plus an authentic lookingautopilot panel that attempts to mimic the style of a 1940s aircraft.Visually it looks the part and it did a great job at keeping me on thestraight and narrow! Flying CharacteristicsFirst Class Sim's Vickers Wellington is a real delight to fly.From taxiing to cruise, she was pure butter and never for one momentgave me cause for concern. There is a fair amount of oomph on takeoffwhich continues if one is not to aggressive on the climb. I managedjust over 1000 fpm unloaded, which for an aircraft of this size andage, was pretty good. Manoeuvrability wise, she's just a little bitmore docile than a C172. Whether or not this kind of performance isauthentic, I don't really know, but put it this way...I never thoughtit felt unrealistic! /images/reviews/vickwell/t/2018-5-24_16-23-53-402.jpg /images/reviews/vickwell/t/2018-5-24_16-27-15-474.jpgSoundsThis was the one area (if I'm to be totally honest), in which I wasnot particularly impressed. I found that the engine samples used bythe developers lacked body and character, and were a bit of a letdown. For an aircraft of this size and age, something a little moremeaty would have been preferred. The other sound samples used withthe aircraft however, worked quite well, and really helped bring thevintage bomber to life. PerformanceDuring my flight testing of the Vickers Wellington, I experiencednothing but smooth flight. There were no stutters or major drops inFPS; it was as if I was flying the default FSX GA aircraft - prettyimpressive considering the detailing. /images/reviews/vickwell/t/2018-5-25_9-12-14-849.jpg /images/reviews/vickwell/t/2018-5-24_16-22-19-437.jpgSceneryAlso included in the package, is a custom made, period scenery ofRAF Driffield in East Yorkshire. RAF Driffield has quite a strongconnection with the Vickers Wellington, as many were stationed thereduring war. Having this scenery included in the package is a nicetouch and shows that the developers are prepared to go that extramile. MissionsTwo missions are included in the package; Coastal Command andWinter Warrior. Both last for just over an hour and allow you to putthe Wellington through its paces. /images/reviews/vickwell/t/Glass_Reflections.jpg /images/reviews/vickwell/t/Pilot_and_Refections.jpgConclusionFirst Class Sim's Vickers Wellington was a product I really enjoyedusing as it faithfully managed to bring to life an aircraft I've longhad a fondness for. The four different types of Wellingtons includedin this package allow enough of a variation to make it unique. Add inthe additional scenery of RAF Driffield, plus the missions, and youget an almost perfect product. The only areas which let it down in myopinion, were the engine sound samples, plus the lack of weathering inthe cockpit. However, when you consider the low price, theseshortfalls can almost be forgiven. To conclude, if you're a fan of the Vickers Wellington, or WW2aircraft (especially British bombers), then I would highly recommendthe product being reviewed here - they just don't make them how theyused to! /images/reviews/vickwell/t/RAF_Driffield.jpg /images/reviews/vickwell/t/RAF_Driffield_2.jpgNow where's that fabric covering... /images/reviews/vickwell/wellington.jpgFelicity Smith Purchase First Class Sim - Vickers Wellington Bomber
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Great Airplanes 6: Vickers Vimy By Andrew Herd (19 March 2005) On June 15, 1919, Captain John Alcock and Lieutenant Arthur Whitten Brown flew a modified Vimy IV non-stop across the Atlantic, in sixteen hours, twenty seven minutes. They returned to claim Lord Northcliffe's Daily Mail newspaper prize of £10,000, presented by Winston Churchill who at the time was Britain's Secretary of State, and shortly after both men were knighted at Buckingham Palace by King George V. I retrospect, it doesn't seem like much. Thousands of people cross the Atlantic by air every day, reading books, watching in-flight movies, trying to survive airline catering and ogling the stewardesses. But in 1919, the only creatures that had flown the Atlantic direct were birds and powered flight was still in its infancy, the Wright brothers having made their first tentative hops barely fifteen years earlier. To all intents and purposes, the ocean formed an impassible barrier to flight - and though many West-East flights followed Alcock and Brown's pioneering journey, it is a sobering thought that it took nine long years before anyone succeeded in crossing the other way. In many respects, the flight was a typically British affair. The pair were experienced flyers, thanks to the First World War, and they converted a Vickers Vimy bomber and shipped it across to Newfoundland with so little fuss that the majority of people in Britain were unaware of the attempt until they arrived in Ireland. It took them three weeks to assemble the plane, test it and search for a suitable takeoff site, a fruitless task, which ended up with them using the place they first thought of, Lester's Field near St. John's. The Vimy was the best plane they could find, which isn't saying much. Powered by two Rolls Royce Eagle IIIs, it was flat out at 85 knots, which translated into a 22 hour journey in still air - leaving them little margin for error should their weather reports prove incorrect. It was, however, one of the most modern aircraft available, having been designed in 1917 and only just entered service with the RAF. The Vimy was a strategic bomber, a role in which it never really served, but which made it ideal for a transatlantic attempt. Apart from its relatively low cruising speed, the major problems with the plane were lack of torsional strength (in turbulent conditions, deflections of the control surfaces were often cancelled out by twisting of the fuselage and flexing of the wings) and its complete lack of any form of blind flying instruments or de-icing equipment, inventions which lay far in the future. Alcock and Brown literally flew by the seat of their pants, with the dubious aid of a pair of clinometers, an airspeed indicator, an altimeter and a clock. At 13:40 on 14th July, an overcast day despite a good weather forecast, Alcock turned the Vimy into the westerly wind and opened the throttles wide. It picked up speed very slowly at first, getting faster and faster until a collision with the pine forest at the end of the field seemed inevitable, but at the last second, it lifted, the wheels skimming the tops of the trees, according to Brown. Alcock's laconic observation was the concise: "At 1:45 PM we were airborne". Cheered by the sirens of ships in St. John's Harbor, they scraped up to a thousand feet before Alcock turned the aircraft eastwards, towards Ireland. As the coast of Newfoundland was left behind, they slowly gained height, reaching a heady 1,300 feet as they passed out of sight of land. Apart from the takeoff, the first three hours were uneventful, but at 17:00 a bank of fog appeared, blocking their path. Climbing over it was impossible and when Brown worked out their position he recorded the wind speed as nil (though in fact it can't have been, as you can't get fog without a light breeze). An instant later, the Vimy plunged into fog so thick that they couldn't see the propeller blades and even the engine noise was muffled. An hour later, they were still flying completely blind and Alcock inched the Vimy higher in the hope that Brown might be able to take one more sextant shot before dark. While he was doing this, a violent clatter broke out from the right hand engine and it began to spit flames towards them into the slip-stream; an exhaust fitting had cracked, and all they could do was watch it melt in the fierce heat. Their ears under assault from the unsilenced Eagle, a new problem became apparent, which was that the battery used to heat their flying suits had run out unexpectedly early. They froze. They finally broke clear of the fog, only to discover an overcast and a frontal system dead ahead, so close that they couldn't avoid it. It was as if the Vimy had been thrown into a cement mixer and Alcock temporarily lost control - they lost 3,900 feet before he could recover, levelling out a hundred feet above the waves. When Brown recovered enough to see how Alcock reacted to this nearly fatal plunge, his friend just grinned, opened the throttle wide, reversed course (they had exited the spiral facing the wrong way) and began slow climb back to 7,000 feet. Then, communication being impossible over the racket of the engine, he opened his mouth and pointed, until Brown realised that his pilot wanted something to eat. They shared sandwiches and a bottle of beer, which they tossed overboard. With seven o'clock approaching, the sun put in an appearance, directly behind them. Brown grabbed his sextant and took a fix, which, in further testimony to Alcock's skill as a pilot, showed they were only a few miles south of their planned route. Then with equal suddenness, they were back into cloud. Midnight passed and although Alcock climbed to 6500 feet, they were still trapped in the murk. Fifteen minutes later, the veil was swept aside and Brown was able to take a star shot. Consulting the air tables and scribbling furiously on his pad, he worked out that they had flown 850 nautical miles, leaving a thousand more ahead. But most important, their average speed was 106 knots, which meant that they were going to make it. They had three hours of relative peace, apart from the engine, when they flew smack into another cu-nim, if anything worse than the last one. The Vimy was thrown violently about, lashed alternately with rain, snow and hail and the airspeed indicator quit as the plane went out of control again. Alcock yanked the throttles to slow their descent and somehow managed to regain control, although there was a moment when the Vimy was in an absolutely vertical descent. "The salty taste we noted later on our tongues was foam," Alcock was later to report. "In any case the altimeter wasn't working at that low height and I think that we were not more than 16 to 20 feet above the water." But there was a new threat now. Virtually every part of the plane was affected, including the control surfaces, so that Alcock needed all his strength even to move the rudder (an essential control for coordination of turns in planes of that era). The engines began to run rough, snow was piling up in the cockpit, and both men were bitterly cold in the open cockpit. Snow was collecting on the carburetor air filters and ice on the engine inlet connectors, so Brown found a knife and climbed out onto the nose. Alcock tried to prevent him going out on the wing, but Brown pulled free and fighting an 85 knot blizzard in pitch darkness at 8000 feet, crept out to the engine, despite a stiff left leg, the legacy of a war injury. He cleared the air filters, the inlets and the fuel inspection windows - before climbing back over the nose to do the same to the other engine. Brown would repeat this four more times before dawn. Just after 07:00, an hour after the ailerons had iced up completely, the "Vimy" was cruising at 12,000 feet when the clouds parted enough to let Brown take his last fix. They were still on course and they were close to land, but there was a thick layer of cloud beneath them. With the ailerons frozen, Alcock knew they had little chance if they encountered turbulence, but they had no choice, so he took them down, but as they neared 3000 feet, the snow in the cockpit began to melt, leaving them sitting in a puddle. At a thousand feet, Alcock, his eye on the rough ocean beneath, cautiously opened the throttles and the Eagles picked up smoothly. Twenty minutes later, they sighted land. Brown identified the town of Clifden in Connemara and they headed for a lush green field beyond the radio station. The pair were dog tired and they misinterpreted the warning waves from the station's staff, for they were on short final to a bog, shortly to become the most famous one in Ireland. The Vimy only ran a few yards before pitching violently up onto its nose, leaving the adventurers hanging in their belts. It took some time for their rescuers to pick their way across Derrygimla Moor. A man by the name of Taylor shouted up: 'Where are you from?' 'America,' came the laconic reply. It is typical of the pair that they insisted the Vickers and Rolls-Royce mechanics who had helped them ready the plane should receive a £2,000 pound share of the prize money. Though he did not know it, John Alcock, arguably one of the bravest pilots who ever lived, was not fated to live much longer, because he was killed in a flying accident in December 1919, only three days after he had presented the salvaged Vimy to London's Science Museum. FS2004 comes with a brace of Vimys, as the transatlantic flight inspired record breaking journeys from England to Australia and South Africa by other flyers. As with all the 'Century of Flight' planes, the Vimy is a classy piece of coding, the one problem being that the compass was screwed to the floor of the original aircraft, which means that it isn't exactly easy to see in the virtual cockpit of the simulation. Fortunately, Microsoft have provided a pop up substitute, allowing the plane can be flown entirely from the VC. So, after you have enjoyed the ponderous takeoff roll and inched your way up to 4,000 feet, I would like you to load the 'heavy snow' theme, reduce the vis to one sixteenth of a mile, turn icing up to 'moderate' and turbulence up to severe, and go fly. I hope you do better than I did, but this is precisely the conditions in which Alcock turned and grinned at Brown. Andrew Herd -
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