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  1. I just bought the Maule M7-235 by Pilot Experience Sim for MSFS. Here are my first impressions: The exterior model looks very good. The control surfaces and their controls all work and look realistic. The only thing that bothers me is the tail wheel. When you turn in, the angle of the wheel doesn't match the way you are taxiing. The cockpit is perfect. All buttons and switches work, even the circuit breakers. It has great details, for example boxes as cargo on the back seats. These can be hidden with the interactive checklist. With the interactive checklist you can also select the instrument panel. When I changed the instruments, I couldn't turn on the new one. I don't know why. Overall, the Maule is a good addon. I like to fly this plane. The 25$ was definitely worth it.
  2. Bus Driver By Tony Vallillo This being the story of how he abandoned Boeing for a time, and took up with a plump French Tart! And, by the by, a review of an outstanding new product for X-Plane 11. In the beginning there was Henry Ford; who, as Ernie Gann wrote, seemed to have enticed all of the Aunt Mabels of the country to turn in their washboards to be fashioned into airliners. Then came Donald Douglas, who at the behest of first TWA and later American, created the most timeless airliner of all time! Then came Lockheed, and Convair, and Martin and soon the world was overrun with airliners. But finally came Boeing, and conquered all, for a time, during which the others faded away, some quickly, some slowly. And Boeing did rule the roost. Meanwhile, back at the ranch, the European ranch, an airliner specification was quietly making its way around the several old world airliner manufacturers. It was, oddly, an American specification - meaning American Airlines, and it was the brainchild of one Frank Kolk, who was Vice President of Engineering at AA. When the US airlines decided, early on, that the 747 was simply too large for domestic use (even though many bought them, largely because the passengers loved them) they proceeded to underwrite the next generation of wide bodies - the DC-10 and L-1011. Frank Kolk drew up the American Airlines specification for this class of airplane and it featured two engines, of roughly the size and power of the engines on the 747's. Not for the first time (remember the 727 story?), most of the airlines wanted more engines, thus the three engine layouts of Douglas and Lockheed's nearly identical pair. The American specification continued to float around for awhile, eventually finding its way to Europe. Eastern was the first US customer for the original A-300 Dassault, Sud-Est, and a few other entities had by now formed a new conglomerate called Airbus Industrie, and they were very interested in the AA specification, to the point of talking with Kolk about it, but by that time American was invested in the DC-10. Nonetheless, the widebody twin was designed and built as the Airbus A-300. A number of airlines around the world, including Eastern Airlines in the US, bought them and put them into service in the 1970's. This original A-300 was fairly conventional, with a three man crew and a flight engineer station in the cockpit. It was not initially a big seller, but it was successful enough that further developments were forthcoming, including a "shortie" version dubbed the A-310. This was significant because it was the first variant to feature a somewhat automated, two pilot flight deck. As time went by, Airbus decided to graft the automation and the two crew cockpit onto the larger A-300B4 fuselage, thus begetting the A-300-600. Wardair Canada A-310, the short version that introduced the two man cockpit. By this time Boeing had also gotten into the widebody twin market, with the 767. There was, initially, a controversy in the USA over the three versus two pilot crew issue; and not until a Presidential commission had cleared the way for two pilot operations did the 767 take off, so to speak. The competition between the A-300 and the new 767 was interesting to behold. The initial 767-200 was somewhat smaller than the A-300, and had a fuselage of slightly smaller diameter. This made it necessary to design new smaller under deck cargo containers for it. Airbus had built the A-300 with a larger, perfectly circular fuselage that could accommodate two of the regular wide body containers side by side, and of course they tried to make some marketing hay about it, but the industry turned out to be quite sanguine about building smaller containers, and the 767 did not lose sales on this account. A few years after the introduction of the 767-200, Boeing did what they and Douglas had always done best - they stretched the design and made the 767-300. With this airplane they had a closer match for the passenger capacity of the A-300-600. A-300-605R in AA colors at Toulouse in a publicity shot. I still bears French registration. (AA photo) All the while, Airbus was trying hard to sell the latest models of the A-300 to US airlines, a factor that did not go unnoticed at AA headquarters. Bob Crandall drove hard bargains, as all of the employees at AA were to eventually find out (but of course, these bargains also had the effect of strengthening the company, thus ensuring durable careers for many, including yours truly!). But not only employees -- suppliers of all sorts found this out as well: if you wanted to do big business with AA, you had to offer a great deal. So Airbus and Crandall hammered out a great deal - an initial total of 25 A-300-605R's on what was essentially a Hertz-like rental agreement (in contrast to the long term capital leases that typically financed airplane purchases for airlines). It was an agreement that could even be cancelled early on if AA was not satisfied. Such a deal! Another publicity shot over France (AA photo) Interestingly, Boeing also offered a nearly identical "bargain" on new 767-300 ER's, and Crandall, loath to leave anything on the table, took them up on it to the tune of 25 of them, causing a good deal of heartburn at Airbus. But both deals were done; and, as it turned out, the two types would constitute the entirety of my flying for the last 18 years of my career. In the end, we would get 10 more Airbuses and become the largest A-300 operator in the world, considering only passenger versions (FedEx and UPS now have many more, and are still operating them. In fact, Airbus was still building them as freighters until 2007). But, in the end, it was the 767 which became the king of our fleet for a long time, and we eventually ended up with over 100 of them, mostly the -300ER variant. The initial cadre of our pilots for the Airbus was treated to what must surely be the greatest boondoggle in the history of aviation. They all trained in Toulouse France, at the Airbus headquarters, where a school had been established. While the AA schoolhouse in Texas was being set up with an A-300 division, a few hundred AA pilots (some accompanied by their wives and even families) were wined, dined, and subjected to one month of training crammed into three months! Sadly, this was all history by the time that I got there, and I trained at our own digs hard by the DFW airport. But the stories I heard from the pilots who had gone the Toulouse route were the stuff of dreams, including junkets all over Europe, and I always regretted having missed out on that. AA photo I got trained on the A-300 considerably out of seniority, as a direct result of having gone back into "the office" as Chief Pilot at JFK. JFK, at the time, was more or less the nexus of our A-300 operation, since we primarily used the airplane on the Caribbean runs to take advantage of its high passenger capacity (in the two class configuration we used, it had a capacity of over 250 passengers, which was more than the 777-200 could take in a three class layout, to say nothing of the huge belly cargo volume). Since most of our operation at JFK involved the A-300, one of the chiefs at New York, usually the one at JFK, was always qualified on it. And so it was that I found myself in 1990 headed not to Toulouse, sadly, but to Arlington Texas for my first new airplane school since C-5 school in 1984. In the study hall, learning the A-300. The joystick, form a military surplus store, reflects an inadequate understanding of which Airbus I am dealing with! Things had changed considerably in the intervening years. Whereas the C-5 school had consisted of classroom work with large mechanical systems trainers like the ones I had always seen since I started flying, the Airbus school had been computerized, and consisted entirely of what we now call computer based training (CBT), with what would today be considered PowerPoint presentations with embedded narration. All of the systems and procedures were taught this way. The fleet classrooms had been replaced by a large open area with dozens of CBT carrels, capable of running any of the programs on any of the fleets. After watching these programs in the morning, we ate lunch and then gathered with an instructor in a small room (there were only a handful of us in any given "class") for review of what we had supposedly learned that morning. To facilitate this review, the room was equipped with what we called a "wooden Indian" - that is, a paper trainer, although these were done up with full size instrument panel photos, not the previous line drawings. There I was to discover something I had not anticipated; that is, that CBT gained knowledge is extremely volatile. Many's the time my response to a question from the instructor was "we haven't studied that yet", only to be rebuked with the reminder that yes indeed, we had encountered it earlier that same day in the computer course! And had already forgotten it. This was shocking, and my only comfort came from the fact that my partner was having identical difficulties. Left: Later on at the hotel, going quietly nuts over the complicated systems! The Airbus was and is a very complex airplane, in terms of systems and cockpit layout. The systems are sophisticated, and replete with nit-noy collections of relays, solenoids, subsystems and all manner of complexities. In this the Airbus resembles the C-141 and C-5, both Lockheed products and both the result of the same sort of thinking on the part of the design engineers. The cockpit of the A-300 is festooned with buttons, switches, knobs, dials, and other assorted minutiae, in stark contrast to the relative simplicity of the 757/767 flight deck. In the 767 the FE was carefully and thoughtfully eliminated, pretty much vanished in an engineering disappearing act. In the Airbus, they more or less moved the FE panel up overhead and kicked out the FO, promoting the FE to a window seat. Had it not been for my long experience with complex airplanes in the military I might have had a worse time of it. As it was, I wound up spending most of my weekends at the schoolhouse instead of going home, to stay up with the academics. Left: The A-300-600 simulator at the Flight Academy in Texas. Note the complex flight deck. Right: The somewhat simpler layout of the 757 flight deck. The simulator training was equally intense. By this time, the airline had changed its training philosophy from "the pilot is a junior mechanic and needs to be able to build the airplane, or at least fix it" to "since no one can fix much while the airplane is flying, the pilot does not need to know much beyond which button to push when". In other words, operationally oriented rather than theoretically oriented training. At Toulouse, when pilots tried to delve into the inner workings of systems, they were often met with a Gallic shrug and an exclamation "It ees Automatique!" And we got a good bit of the same attitude in Texas, except for the accent (waaal, shucks - its aw-tow-matic!). Left: My notes on the overhead panel picture. There was much to learn on this beast... Right: The FMS, which was the source of a great deal of confusion during training. The A-310 was a transitional airplane, and not as much a clean sheet design like the 767. Much of the stuff of the three crew A-300 made its way onto the 310 flight deck, and stayed there when the cockpit was grafted onto the longer A-300 fuselage. Thus, in addition to all of the new ECAM and PFD/Nav Display gimcrackery, an entire set of analog engine instruments occupied much of the center panel, and 4 of the original 6-pack of flight instruments clustered around the glass in front of each pilot. There was, however, a big difference between this and any other airplane I had ever flown - the FMC; or rather, as they called it in the Airbus, the FMS. These gadgets were a brand new concept; and, especially for the older guys, a very difficult concept to grasp - totally integrated navigation and automatic flight. All of the mostly senior pilots who gravitated to these well paying widebodies already knew jet aircraft systems cold from 20 plus years of experience. But they did not know much if anything about integrated flight management systems, and it was to this deficiency that the bulk of the simulator training was addressed. Whereas in the past sim training had consisted largely of takeoffs, approaches, stalls, steep turns and engine out approaches, combined with sessions that introduced most of the systems abnormalities that could crop up, the majority of the time in the A-300 sim was spent learning how to program the FMS, and watching it make Otto jump through hoops. Abnormals, in any event, were mostly a matter of running a checklist that appeared like magic on the left ECAM screen whenever the need arose. But the real comic relief was watching both pilots (me included!) trying to herd all of the digital cats into the CDU. Once we had achieved some level of competence in the workings of the FMS/CDU and had learned to fly the beast with but a single engine running, the rating ride was taken and passed; and we then proceeded to the line to encounter the real airplane for the first time -- and with a load of passengers to boot, none of whom was given to know that their Captain was, in fact, a neophyte! As always in such circumstances, there was a check airman in the right seat to keep the blue side up. I finally make it to the line, perched in the left seat. The Airbuses have something of the appearance of a bird's beak up front. I had been flying the C-5 for 5 years at this point, and mere size in an airplane no longer intimidated me - in fact, the cockpit of the A-300 was a good 10 feet lower than that of the C-5, so the bird felt smaller than it actually was. But what did impress the hell out of me was the ability of two engines to convert fuel into acceleration. This was the first twin engine airplane I had flown since the T-37 and T-38 in pilot training, and the effect, on my first takeoff, was not unlike that of the T-38 in full afterburner! It felt an E ticket ride at Six Flags. We weren't all that heavy for the JFK-SJU flight, and rotation speed seemed to flash by in mere seconds. This was not something that the simulator fully duplicated - oh, it made the airspeed needle move impressively, but even with a 6-degree-of-freedom motion system they don't replicate acceleration completely. I eventually came to appreciate that this is more or less true of all twin engine transport category aircraft, since they are all, by decree, nearly 100% overpowered for takeoff when both engines are operating. After all, they have to keep flying when one engine quits at V1! Eventually I got used to it, more's the pity, and getting pressed into the seatback became a typical experience. But, like love...oh, that first time! Ensconced in the left seat somewhere between the old world and the new. I flew the Airbus for nine years, most of it on the line after I "retired" from the office. After eight years of flying it in the Caribbean I decided that I might as well reacquaint myself with the delights of Europe, and I started flying the Atlantic division trips to London. By this time, around 1997 or so, ETOPS was old hat in the industry, and so for the first time since 1993 I was flying the NATS. While not a truly long range airplane, the Bus could make it from New York or Boston to London without difficulty. After a year or so, London led to Paris, which in turn led to the 767, the steed that bore me through to retirement. The A-300-600R was a good airplane, stable and easy to handle with its old school hydraulic control systems and artificial feel. It wasn't the sweetest handling airplane I ever flew, something that I discovered immediately, having come right off the 727 (which was the sweetest handling transport ever), but it was docile enough when I flew it and it proved not difficult to land decently. It did hide a flaw, one which caused an accident in late 2001, but which had not been previously identified - the way the rudder limiter system was designed, it turned out to be possible to put excessive loads on the vertical tail if the rudder pedals were moved rapidly, even over the span of an inch or so, in a clean configuration. My last flight on the Bus, in late May of 1999. It had excellent field performance with those two big GE engines, and it could climb quickly, but only to medium altitudes. The engines could take it to the moon, but the relatively small stiff wing did not like high altitudes, and with transatlantic loads we usually started out at FL310. Empty, though, it was a rocket. Once, on a ferry flight from Puerto Plata to JFK, I made a max power, max climb departure. It was like riding a spooked bronco, and we were at FL 410 in less than 10 minutes. But it was only when it was empty that any altitude above 370 was attainable. This could be problematic; like the night we were coming back up from the Spanish Main and coasting in over Norfolk, only to find a solid line of huge thunderstorms from Virginia Beach all the way to California, or so it seemed! We had managed to struggle up to FL350 by this time, but it was obvious that 350 was far short of what might be needed to top the line. Struggling out of 32,600 feet, probably for no higher than FL330. A 757 was going over it at 410, and I envied that Captain the possibilities that a decent high altitude wing conferred upon him. I, vertically challenged, had to request a deviation out over the Atlantic to the east, but this was refused. The Navy, bless their salty hearts, was dogfighting in the warning areas off the coast. I asked for a deviation around the west side of the line, but when I informed the controller that it was unlikely that we would be able to flank it until we were past Pittsburgh he refused that request as well. Finally, I simply asked for clearance to a VOR well south of the line, to hold or divert because I wasn't going through that gauntlet of lightning and red radar returns. No sooner had I made this request than every flight behind us coming up the airway to Norfolk requested the same thing. Like elephants in a circus parade, it often happens that way - one guy decides that discretion is the better part, and the rest suddenly think it's a good idea too! In any event, clearance to deviate west was eventually forthcoming, and indeed we were near Pittsburgh before we flanked the line and headed back east to JFK. But for the want of a wing, FL410 could have been ours. The yellow thing is a sunshade, provided for each side window. Even with its altitude limitations, the Airbus was an excellent fit at American because of its huge blimp-like fuselage. As I said, it could carry over 250 passengers - more than our 777-200's - and the cargo hold was cavernous. One Christmas season, shortly after a flight attendant strike during which Bob Crandall had kept the airline operating with mostly empty airplanes (and we discovered that we could sometimes break even just with belly cargo), we flew dozens of trips from New York to the Caribbean carrying only the excess baggage of the islanders. We were totally empty on top, not even flight attendants, but those flights were profitable nonetheless. That was a lesson the industry is now relearning, thanks to COVID. Tied up at the gate at Boston after my final Airbus flight in 1999. AA kept the A-300's until shortly after I retired in 2008. By that time they were back to plying an east coast to Caribbean trade, bumped off the North Atlantic by the burgeoning 767 fleet. I myself abandoned my French flirtation and returned to Boeing in 1999, eventually flying the 767 all over Europe and South America. I ended up with nearly 4000 hours in the Bus, lower than you might expect over nine years time because of my 4 years in the office. Our A-300's, and likely many of the other passenger variants, often wound up being converted to freighters, which is pretty much the only version flying today. But it is indeed still flying today, and in good numbers. Both FedEx and UPS each have fleets nearly double the number we had, and cargo carriers worldwide are still making good use of all the volume that fat fuselage provides. In fact, as I said earlier, Airbus was still building it in 2007. It may not be the prettiest airplane in the world, but it can still pay the bills! Review: Inibuilds A-300-600F In the world of PC flight simulation Airbus has, until now, been mainly represented in the form of the later and smaller A-320. A variant of it was standard equipment in FSX and Aerofly FS2, and it has become available in nearly every platform as a "study level" add-on. There have even been add-ons of the somewhat larger A-330, yet until now there has been no payware A-300-600R. But the wait, for the faithful, is now over, and the result is very impressive indeed! Inibuilds is a company that I was heretofore unacquainted with; but, if their new offering is any indication, they will bear close watching in the future. Their A-300-600F (the freighter version) is an excellent piece of work - with a high degree of realism, not only in terms of the visual look, but also the flight model and most impressively the systems. As I mentioned, Airbuses are complex under the skin, and the ECAM displays which provide a glimpse into the inner workings of all of the mostly automated systems are replete with screen after interactive screen, just about all of which are faithfully recreated for this product. For all practical purposes, all of the systems needed for normal operation are modeled, and granted that my last flight as a Captain on one of these was 21 years ago, it all seems complete and correct to me. Typical of today you will find, over on the forums at the Inibuild web site, numerous complaints that this or that nit-noy was not included or improperly modeled, and indeed some of those posters should have been on the alpha and beta teams! But operationally, in terms of real world flying (not a simulator session from recurrent training) this is a complete package, and it is just about the most realistic add-on I have ever encountered (full disclosure - I have never owned or tried anything from PMDG, nor any of the A-320 variants on any platform, so there may be something out there that is as good as this, that I have not been exposed to. Just sayin'). In the past, new product reviews have been replete with illustrations inside and out, and descriptions of how the thing works, together with technical specs on such important minutiae as frame rates and the like. Today, though, there is little need for written reviews thanks, largely, to YouTube. We now have full blown video reviews from some very fine gents such as Froogle and Jeff Favingiano, to name but two, and these give far more insight into the product than any written report ever could. So, aside from an opportunity to share with you my French flirtation, the reason that I write this is to convey that which only a pilot of the type can provide - to give you an idea of how this A-300 "flies", compared to the real thing! Now obviously, the first difference in how it flies is tens of millions of dollars worth of real airplane, or an only slightly lesser dollar amount of high tech certified simulator hardware and software. So the issue boils down to this: does this thing offer the hobbyist a reasonably accurate simulacrum of the actual experience of piloting this airplane? In short, yes it does, within the limits of what is achievable on a PC with a $100 yoke and $500 pedals. All transport category airplanes fly pretty much alike. That is to say, if you put in a certain amount of roll input on the yoke you will get a certain amount of roll in the airplane itself. Likewise for pitch inputs. The response of a real airplane of this class can be categorized as stable and just slightly ponderous, and pretty much lacking in "twitchiness" and instability. This was achieved aerodynamically and with artificial feel back in the A-300's day, and through flight control computers in the fly-by-wire era of today. The responsiveness of a transport category jet is not unlike the responsiveness of a Honda Accord - pleasant and relatively stable. On the other end of the performance spectrum, a modern fighter jet is somewhat unstable for instant maneuverability. Think Maserati or Lamborghini, rather than Honda or Ford. Going back a few decades, the 707's and all of the propliners flew more or less like a Mack Truck without power steering. Another aspect of realism in a project like this is the power output of the engines and the indications thereof, as well as the response of the simulated airplane to the engines. Twinjets with engines under the wings have a pronounced tendency to pitch nose up with the addition of power, especially large inputs of thrust, and to pitch nose down when thrust is reduced, especially when it is reduced quickly and a lot. The best way to stop on a dime the otherwise excellent climb rates in these airplanes is to pull all throttles to idle. The climb stops NOW! That was the drill if we ever overshot an assigned altitude. This pitch-tendency-tied-to-thrust is so predictable that you can fly the airplane with it; and indeed, that is more or less what Captain Al Haines and his crew did in the Sioux City event. On a more mundane level, the taxi performance and response to thrust on the ground are also elements of realism that we will explore. Different engines have different ground idle thrust levels, and some will make the airplane scoot right along on the ground while others have to be occasionally "encouraged", not unlike a jockey brandishing a whip on a racehorse. And, lest we forget, the tendency of the airplane to stop quickly or not is an element of realism too. In our PC flying we have, of course, no "feel" other than what centering springs provide. Although this might actually be realistic for something like the A-320 series, it leaves us with no possibility of analyzing "feel". Instead, realism in a product like this depends largely upon a) the accuracy of the systems modeling and b) accuracy of the flight model - that is, how accurately does the sim react to control inputs and is the performance at given speeds and power settings what would exist in the real airplane? So off we go to find out! The screen from the old AA FMS trainer for the Airbus. Not until I had seen this again did I really remember that our airplanes indeed had the Sperry FMS as depicted faithfully in the Inibuilds offering. Hopping into this A-300 is like stepping back 20 plus years in time. I have pretty much kept my hand in, so to speak, with the 757 and 767 - at least in terms of what they were equipped with 12 years ago, thanks to Level D and Flight Factor. The Airbus is a different story - 21 years is a long time; so long, in fact, that I did not even recognize the Sperry Flight Management System that is very well modeled here. It was not until I dragged out the old disks from my AA A-300 training that I realized that yes indeed it was the Sperry. The Sperry is not at all like the system on the 757/767. That one, probably by Honeywell, was way more intuitive, with specific keys for many of the functions such as DEP/ARR, CLB, CRZ, DESC, and the like. All of that, in the Sperry, is hidden in various other pages, and takes some knowledge to pull up right away. A quick trip to one of many study videos on YouTube, some produced for Inibuilds itself, was enough to refresh my ailing memory on some of the ins and outs of the FMS, enough to input a flight plan of sorts, the better to launch myself on a mission of rediscovery. Contrary to my usual practice of jumping in with both engines running, I decided to go "cold and dark", to experience the start up sequence and judge its accuracy. For this, too, I had to resort to the "how to" video, but except for actually turning off the packs (apparently this was "Automatique" when the start switch was placed to either of the two ground start positions) I was able to get them both started without damage! The actual start up is very well depicted, and the sounds are excellent, albeit fairly low level in the cockpit, which is probably realistic given the size of the airplane and the distance to the engines. In any event, if you want yours to sound like an open cockpit you can adjust the levels in settings. It is plenty loud enough in outside views. Starting big high bypass turbines is a relatively slow process, and this is accurately modeled. Also, the EGT gages on the Airbus were slow reacting (also accurately depicted) in contrast to the fast response thermocouples on the 767, which were unnerving to us in the simulator the first time we started up. Many pilots did the hot start drill when they saw the EGT wind up like a figure skater in a spin. The Airbus, in contrast, was a thermodynamic study in slow motion. Once both engines are started, which IRL we did one at a time beginning with number 1, we are ready to taxi. The Inibuilds A-300 interfaces with Better Pushback right in its own tablet system, so calling for and setting up pushback is easy. That tablet system was not a feature of the airplane when I flew it - we barely had laptops back in 1990 and we certainly did not have them in the cockpit! With around half fuel and half a cargo load, breakaway thrust is accurate at around 40% N1. I flew these with GE's, so that is how I will evaluate it here. Initially, I had to keep adding a bit of power from time to time to keep it moving, but once you get it up to around 15 knots or above it keeps going by itself, just like in real life. Turns are well depicted, and if you start with a little input and add more when the turn is established you will look like a pro. You need to oversteer an airplane like this just a bit, since the nosewheel is behind your seat - a good bit behind. That is to say, don't start the turn until your viewpoint is a bit past where you think you need to start. The 757 was like this too, but the 767 nosewheel was almost beneath the pilot seats and you only needed a little bit of oversteer to account for the distance back to the main gear, which you want to keep straddling the yellow line! Once lined up for takeoff, you stand the throttles up (increase them manually to around halfway) and, when satisfied that both engines are accelerating more or less together, you would (in the airplane) hit the TOGA button on the throttle. But in this simulation, for some reason, that does not work, nor does the Autothrottle button on the autopilot panel up front. Instead, Inibuilds has created a phantom TOGA switch, located on the little screw just to the left of the A/THR button. When you move the mouse there, the little hand appears. Just click, and off you go! Both engines accelerate to whatever takeoff power you have commanded, and the airplane starts to roll. In the simulation, this acceleration is realistic: rapid if you are light, and somewhat stately if you are heavy, just like the real thing. The computed V1 and V2 speeds, courtesy of the tablet at your left elbow, are somewhat higher than I dimly remember them to have been. Just now, as I am starting a trip from Puerto Plata to San Juan, they are on the order of 164, 166, and 171, at a weight of 281,000 pounds. I will have to look among the dusty cobwebs of my aeronautical archive to see if I still have any performance manuals from the Airbus. As I said, my memory is more likely to be faulty than Inibuilds data, but I just don't remember the speeds to be that high. When you get to rotate speed, whatever it may be, the actual rotation is quite realistic, in terms of how much pitch input yields how much rotation. The nose comes up nicely and the airplane lifts off at just about the right pitch attitude - 7 to 10 degrees. This airplane did not have the close ground clearance, tailwise, that the Boeings had - the fuselage slopes up sharply near the tail, and it would take a considerable over rotation to actually hit any structure. Thus there is no tailskid on the A-300. Once airborne, this bird "flies" superbly, with only a little bit of excess response in both pitch and roll that is generally characteristic of all XP airplanes. This can be tamped down by altering the right hand edge of the pitch and roll response curves. There is a YouTube video showing how to do this, but the short version is -- reduce the right hand edge of the curve from full to around 80%. This yields a more realistic and slightly less eager response to yoke inputs. The real airplane flies in a stately manner, with smooth response in all axes. The Inibuilds model displays good climb performance, in terms of climb rate versus pitch attitude and airspeed. The pitch trim is a bit overenthusiastic, and it would not be difficult to over-control this if you are in the habit of flying with trim, as many tend to be, including real world pilots. But if you are judicious in your use of the pitch trim all will be well. This is fortunate since there is no simple way to rein in the pitch trim (i.e., how much the trim wheel turns for a given length of button push). The autopilot appears to be very well modeled, with only an occasional electronic tantrum on display, probably caused by me using profile mode while having only the dimmest memory of how it works! Many of you will use Otto for just about everything, which is fine considering that many of today's airline pilots do the same. VNAV is called Profile in the Airbus, but pretty much does the same things; and if you never master it, Flight Level Change and Vertical Speed are just a click away. The old "3 times the altitude loss" rule (distance from target to begin descent is three times the altitude loss in thousands of feet; i.e., to lose 10,000 feet start down 30 nm [10x3] away from the point where you need to be level again) works pretty well, and you can fine tune it as you get used to the performance. Don't forget to add about 10 miles to the distance for slowing to 250 knots, if that will be a factor, and also maybe add or subtract a bit of Kentucky windage for headwinds or tailwinds. The autopilot can, of course, land the airplane as well as fly it, and it does this with great realism. I flew an autoland at a relatively light weight (220k lbs) and it was flawless - smoothly flown, with the autothrottles tracking the commanded airspeed closely, followed by a perfect flare and touchdown. The airplane wiggled a bit left and right at touchdown, as the yaw dampers compensated for the slight crosswind (all autoland systems have a de-crab feature to eliminate landing sideways in a crosswind). Autobrakes on medium will bring the ship to a complete stop without fuss or screeching of tires. Having satisfied myself that Otto was possessed of all of his faculties, I decided to try it myself. In my book, the landing is the gold standard of all flight simulation, be it PC based or Level D certified. As you descend and approach the field, the airplane slows down just like the real one, and you will want to anticipate the need to add power as you approach your target speed. Pitch attitudes for the various configurations (clean at 250, 15/15 at 180 and so on) are spot on if memory serves. The "airplane" handles with just the right touch - stately but adequately responsive - and the deck angle comes down as flaps are extended, just like it should. On final, fully configured, it is one of the best "flying" simulated airplanes I have encountered; right up there with the Level D 767 for MSFS and the various Flight Factor and FlyJSim offerings over here. That is high praise, in my book. It is about as much like the real thing as it would be possible to get on a PC. Landings are really excellent, provided that you have been on glidepath and on speed (the so-called stabilized approach). As you get below around 30 feet, a small flare of around a couple of degrees of pitch is enough to stop most of the sink, and let it settle on. After turning a hundred knots or so of speed into heat (which you can see on the brake temps page of the ECAM, and should trigger you to turn on the brake fans), you are back to taxiing once again. Happy Landings indeed! This thing has some excellent features, in addition to the very realistic performance and operation. Like many products today, it features an in-cockpit tablet mounted on the side window. Real pilots have been using these for a decade or more, and the resulting elimination of close to 40 pounds of kitbag has perhaps been one of the reasons that the retirement age could be raised to 65! This tablet is the most useful and versatile I have yet seen in a PC simulation. You can access all of your loading options from within it, and it has a page to calculate your takeoff data. On top of that, it will send all of that to the FMS for you. Of course, you access all ground services from there as well. Best of all, it all works quickly - no annoying Walter-Mitty-realism leading to annoying real world fuel and load times. Real and Memorex! An outstanding simulacrum indeed. Settings, too, are handled here and there are many of them, giving you a great deal of control over many aspects of the simulation. And wonder of wonders - there is a startup states page, which lets you instantly select and progress to any of several start states - the cold and dark that is so beloved of flight simmers (and so unusual in the real world), an at the gate state with the APU running, a ready to taxi and a ready to takeoff, the latter of which has done everything for you except for the initialization and flight plan setup in the FMS. The only way to fly! The product currently consists of only the freighter version, which may be appropriate since that is the only version currently flying. They have really good looking liveries for just about every airline that flies it, and some fictional ones that do not. Inibuilds also has the passenger version coming along soon as a free addition to the package, and they have even assured me that both the grey and the bare metal versions of AA's airplanes will be available. There is available a document that is more or less a quick-start introduction, but I have yet to come across a real Pilot Operating manual for it, other than to go down to my archives and drag out the real manuals (that would likely work, given the level of realism here). Fortunately, there are a number of high quality video tutorials on YouTube (also referenced on the Inibuilds web site) and these are must-see items for anyone who is not a current or nearly current A-300 pilot. This airplane (real and simulated) is very complex, and does not always lend itself to a kick-the-tires approach to flying it. So study hard and study well, and approach it loaded for bear, and you will be rewarded with an ultra realistic experience! Nothing worthwhile these days is cheap, and certainly not the Inibuilds A-300-600R. The price is approaching the take-your-breath-away level - in my case around $95 at the exchange rate of the day I bought it. That's a lot of dough indeed - probably too much for many people, especially with MSFS 2020 having hit the streets with a price tag even higher (for the high end versions). In fact, my purchase of the A-300 will definitely delay my eventual purchase of 2020, although it is not the only factor that will make me a latecomer on the Microsoft side of things - I will need a completely new computer for 2020, whereas I am getting good performance (20-40 fps depending upon scenery) from the A-300 in XP 11.41. If you are planning to stick with X-Plane, and wait until the dust settles a bit on 2020, you could not do better than the Inibuilds A-300 to keep you happy and challenged. It is a superb simulation of one of the most interesting airplanes I have ever flown. Granted, at this point it is more or less a normal-operations-only simulation, and someone who contemplates simulating all sorts of abnormal and emergency situations will be frustrated. But for "line flying" it is complete. Even at the stratospheric price, I am delighted with it. Well done, Inibuilds, and keep 'em coming! Happy Landings! Tony Vallillo Purchase iniBuilds A300-600R(F) On The Line for X-Plane 11
  3. Review: Orbx London City Airport For MSFSBy MrYorkiesWorld /images/reviews/orbxcity/t/orbx-london-city-msfs-01.jpg /images/reviews/orbxcity/t/orbx-london-city-msfs-02.jpgIntroductionHello there guys, my name isMrYorkiesWorld, welcome back to the channel, and welcome to my reviewof the new Orbx London City Airport for Microsoft FlightSimulator. It's a fantastically detailed piece of scenery from Orbx that I'mvery excited to review, and I'd like to thank my good friend Dom Smithover at FlightSim.com for making this video possible by providing mewith a copy of the scenery. London City Airport is an international airport in London,England. It is located in the Royal Docks in the London Borough ofNewham, approximately 7 miles east of the City of London and a shorterdistance east of Canary Wharf. So without further ado, let's get into the review. /images/reviews/orbxcity/t/orbx-london-city-msfs-03.jpg /images/reviews/orbxcity/t/orbx-london-city-msfs-04.jpg /images/reviews/orbxcity/t/orbx-london-city-msfs-05.jpg /images/reviews/orbxcity/t/orbx-london-city-msfs-06.jpgPerformanceNow I'm going to jump straight into the performance because this isprobably one of the main things everyone is going to be looking forwhen they consider buying this scenery. I'm happy to say that based onmy hardware; a 2080Ti and an i9-9900K with 32GB of RAM, this airportactually runs really well. I think it's important to note that every system is different, andthe 2080Ti is now considered to be a previous-gen GPU since the recentannouncement of the RTX 30 series from Nvidia. Chances are you'll seeeven better performance with the RTX 30 series GPUs, but even with a2080Ti, performance and visuals are still really good. On various different test flights in aircraft such as the A320, the787-10 and the Cessna 172, I was able to get between 45 - 60FPS, whichI consider to be really good. The one thing to bear in mind though, isthat this was using stock aircraft, and not something complex such asa PMDG model which we will see making its way to the sim in thefuture. Overall though, I was definitely impressed with theperformance. It's a lot better than what we've seen in previoussimulators, so definitely a thumbs up from me. /images/reviews/orbxcity/t/orbx-london-city-msfs-07.jpg /images/reviews/orbxcity/t/orbx-london-city-msfs-08.jpg /images/reviews/orbxcity/t/orbx-london-city-msfs-09.jpg /images/reviews/orbxcity/t/orbx-london-city-msfs-10.jpgNight LightingLighting effects from early evening to early morning lookspectacular as always in Flight Simulator 2020, and there doesn't seemto be much of a drop in texture quality either during this time. I wasalso pleased to see that there were no texture bugs present (somethingI've experienced on other platforms). The dynamic lighting at night looks nice, although it's possibly alittle darker than what you'd actually experience in the realworld. However, this is a simulator and not real life, so I'm notreally bothered about it personally. Graphics, Textures And ModelsFrom a graphics and texture viewpoint, the scenery is really quitegood, although I did notice the quality of text on the airport namewas rather poor when zooming in. Maybe this could be improved on infuture updates, but when you're flying over this airport or coming into land, its really not that noticeable (unless you happen to crashinto it). /images/reviews/orbxcity/t/orbx-london-city-msfs-11.jpg /images/reviews/orbxcity/t/orbx-london-city-msfs-12.jpg /images/reviews/orbxcity/t/orbx-london-city-msfs-13.jpg /images/reviews/orbxcity/t/orbx-london-city-msfs-14.jpgOne glitch I did notice though, was a railway bridge that appearedto go straight through one of the buildings, which isn't veryrealistic. Maybe this is something else that Orbx can take a look atin their next update for the scenery. Again, I had to actually get the drone camera out to be able tonotice this, so there's a good chance you wouldn't really see itanyway, but it's definitely worth pointing out. The runway looks nice, but maybe slightly blurry up close - againthis is something I'm sure Orbx will be able to improve on overtime. I really liked the ground models situated around the airport, suchas the static aircraft and apron objects. They all looked prettyaccurate and definitely detailed enough to pass as realistic. OverallI think the models and textures in this airport are prettyimpressive. /images/reviews/orbxcity/t/orbx-london-city-msfs-15.jpg /images/reviews/orbxcity/t/orbx-london-city-msfs-16.jpg /images/reviews/orbxcity/t/orbx-london-city-msfs-17.jpg /images/reviews/orbxcity/t/orbx-london-city-msfs-18.jpgAccuracySo when we talk about accuracy, generally we mean what this airportlooks like when compared to its real-world counterpart. Obviouslywe're dealing with a new type of technology here that Microsoft areusing to model their scenery, and Orbx seem to be trying their best todesign their own scenery to fit into it. There are a few discrepancies which you'll notice - one of thembeing the aforementioned railway track going through one of thebuildings, but truth be told, I'm not sure whether this is a problemon Orbx' part, Microsoft's, or a combination of both. Overall though, things appear to be about where they should be inreal life, and so I think Orbx have done a good job here. In sayingthat, if the issues encountered are due to the scenery, then I wouldhope that Orbx would issue a fix/patch to rectify them. Price Point And MarketplaceSo at the time of making this review, the price for Orbx LondonCity Airport is £11.57 GBP, which I think is a very reasonableprice for what you get - perhaps too reasonable. The scenery isavailable from either Orbx directly, or from within the simulator(Marketplace). /images/reviews/orbxcity/t/orbx-london-city-msfs-19.jpg /images/reviews/orbxcity/t/orbx-london-city-msfs-20.jpg /images/reviews/orbxcity/t/orbx-london-city-msfs-21.jpg /images/reviews/orbxcity/t/orbx-london-city-msfs-22.jpgFinal VerdictI have to say, that overall (even with the minor issuesencountered), I was really impressed with Orbx' rendition of LondonCity Airport; you definitely get your moneys worth. With any luck,sometime in the near future, Orbx will update the scenery so as tomake it even more appealing. As I say to everyone, it's very important to keep in mind thatFlight Simulator 2020 is a new platform. The issues we see right now,will (hopefully) be sorted out. Both X-Plane and P3D went through asimilar experience, so I'm pretty sure the same can be said for FlightSimulator 2020. MrYorkiesWorld Purchase Orbx - EGLC London City Airport for MSFS
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