We all found FU3 to be an excellent product in many respects. The planes and panels are beautifully rendered and highly convincing, though the designers took "creative license" with each plane's panel arrangement so as to maximize the view through the wind screen. And that's because, we found, FU3's scenery and weather effects are its strongest features. As you will see, the Seattle, Washington and San Francisco, California (if you also own FU2) sceneries are amazingly detailed. And FU3's weather effects are arguably "best in class." FU3's innovative Air Traffic Control features serve to bring the flying experience to life as well—for VFR pilots, that is. IFR-based ATC is included, but it has some rough edges. And some will be disappointed to discover (as were we) that ATC for IFR flying is available only within the two major regions; not enroute from one region to another. In fact, while ATC Departure and Arrival Clearance facilities are new to FU3, there are no "Center" controllers. That said, the included training scenarios and videos are first rate—perhaps slightly shading "real world" accuracy, but challenging and fun indeed. So clearly there were tradeoffs in designing this simulator. To sum up, it's apparent this simulator is designed with an emphasis on having fun. In fact, the most appropriate characterization we could think of is that FU3 provides a flying experience that is unique among the current simulator offerings. On the other hand, those looking for fidelity in panel design and realism in IFR flying will doubtless be happier with Terminal Reality's Fly!, Microsoft's FS98 (and certainly FS2000) with their numerous add-ons, and perhaps others. Yes, FU3's "look and feel" is that of a "game." You'll be reminded of that again and again as you become accustomed to FU3's User Interface. Perhaps its design approach is most apparent using the game's (we have to say it) Flight Planner. It's simplistic, but serviceable and certainly gets you going quickly. Planning a flight is literally "point and click." If whatever you want to point at isn't there, well, it's not important anyway <G>. And handling the simulator's controls and flying the plane sure does reward folks who like games—it's replete with Control+this, Alt+that, and Shift+whatever; liberal use of function keys and so on. Fortunately for those of us who are more at home with a joystick or yoke, mapping familiar functions to the control device is straight forward; button assignments can be made in your joykeys.cfg file in your flight3 install directory (samples can be found in the "Readme" file and in various AVSIM Flight Unlimited forum messages). Adding to the fun are plenty of "Artificial Intelligence" (AI) planes. Watch out for these as you taxi to a runway or enter a landing pattern! We also should mention that the sounds in FU3 are impressive, including different engine startup sounds for all aircraft, rumbling sound while taxiing, change in sound when gear lift from the runway, different engine sounds from idle to full for all aircraft, and sounds of nearby thunder and lightning. There are even scraping sounds if you dip a wing to the tarmac while taxiing, and great crash sounds too. While on this subject, there are great damage models that include wings torn off, aircraft upside down, aircraft partially submerged, and more. While not a "pretty picture" in real life, using the F7 camera view to these damage models, like seeing your aircraft upside down after a "ground loop," is very impressive in FU3. We found FU3's 164 page documentation to be most complete. Though it departs in format from that provided in FU2, it's well organized and comprehensive. You'll find a detailed and well illustrated discussion of each of the new plane's instruments (with notes concerning flying technique), together with aircraft descriptions and specifications, operating limitations, checklists, and a tutorial-style flying guide for that specific aircraft. This is followed with brief histories of selected aircraft. There's a brief section on creating "challenges" (adventures), and a really good primer on ATC, including scenarios for departures and arrivals. The guide concludes with some notes about navigation methods, and a glossary. Happily you'll also find some 36 pages of information explaining FU3's User Interface. We wish, though, that the color fold-out chart of the area, and airport diagrams and approach plates for the Seattle Region airports were there, as were provided in FU2. On the other hand, you can download scanned diagrams (except, oddly, SeaTac Int'l as of this writing) from FU3's Airport Diagrams and Approach Plates website. Nevertheless, the care that Looking Glass devoted to documentation sets a standard we hope other publishers will take to heart. Installation can be customized; a minimal install (with no "outer terrain" takes some 300MB; a typical install is about 750MB. There's also an option to install FU2's San Francisco scenery and integrate FU3's features with that. A wealth of options for further customization of the flt3.cfg are listed in the Readme file. While you're at it, be sure to check the Options|Graphics screen to activate your 3D graphics card. Installation is for the most part trouble free, but there are some surprises in store. We've experienced computer lockups (if less than a full 2.1G installation) when we forgot to insert the appropriate Seattle or San Francisco CD before initiating a flight in the other region. There's no advance warning, but we understand that Looking Glass will address this in a future patch. There's a printed Install Guide, an (almost) accurate keyboard chart, and a separate Help file with links to numerous troubleshooting tips. In addition to AVSIM's Flight Unlimited forum, other web-based resources are available to you. We found one of the most helpful to be Peter James' Hints and Tips article. For example, consider this gem: "Using the F12 key while flying, you can alternate each level of building density by hitting ctrl-shift-m. Each time you hit this key combination, you will see the new level of detail displayed and you can watch your frame rate change on the fly (ctrl-f)." Well, enough of these generalizations; let's go on to the individual review sections. Aircraft and Panels Microsoft's Flight Simulator started off with a couple, then went to five, and finally ended up with six planes "out of the box." Pro Pilot 99 also gave us six. But FU3 offers up ten aircraft! And for the first time in any commercial flight simulation product, we get two floatplanes!!! So what do you get?? · Fokker Tri-Plane
Fokker Tri-Plane:
This aircraft, officially called the Fokker DR1, is called the tri-wing because it has three wings. Because of this, the aircraft could easily climb to altitudes of 20,000 feet at over 3000 feet per minute. Might not sound like much considering today's high performance aircraft, but this aircraft was built back in the World War I era. With an average speed of about 100mph, the aircraft was perfect for dogfights, putting fear in the enemy pilots. Here's your chance to fly this legend.
From the outside, the aircraft looks beautiful. The bright red paint with the war symbol looks fabulous. The aircraft has moving ailerons, rudder, and elevators. Part of the cylinders on the Thulin built, 110hp Le Rhone 9J 9-cylinder air-cooled radial engine are visible, right down to the cooling fins on the cylinders. Upon strapping in, you'll notice a very basic cockpit, with an altimeter, an airspeed indicator, and radios. That's it. A wooden texture to the panel compliments the simplicity of the aircraft. As to how it flies, be extra careful during ground handling and during takeoffs and landings. Since the airplane is a tail-dragger, the first thing to be extra cautious about is your view straight ahead. The fact that the aircraft is a tail-dragger is one thing, but the fact that two machine guns have been plunked right in your field of vision is another contributing factor to limited vision. And no, the machine guns don't work, so you can throw the idea of shooting down a corporate jet out the window. Steering is something else to watch for. Take a turn too fast and you risk losing control of the aircraft, and possibly scraping your wings on the ground.
In the air, the aircraft is quite easy to handle. It doesn't take much to find the right position on the joystick to make the aircraft fly level and straight, although the aircraft is quite sensitive. Even with the joystick sensitivity down all the way, it was still touchy on the controls. Still, it was quite a lot of fun flying. Disobeying air traffic control (since we can't do it in the real world), have a ton of fun performing loop-the-loops and climbing really high and then diving to the ground and pulling up at the last minute. But be careful with the latter, since speeds above 135 knots will cause fabric particles to fall off your aircraft, or cause structural damage.
Muskrat Seaplane:
The Muskrat Seaplane, carried over from FU2's DHC-2 DeHavilland Beaver, is a true Canadian bush aircraft. Originally fitted with the Pratt and Whitney R98 radial engine, later models came out with a 450 HP engine. The Muskrat included here has amphibious gears (both floats and wheels). The aircraft has no autopilot so controlling it is a lot of fun. It's also responsive on the controls. One problem I kept having was during takeoffs. From the water, you either need a very, very long takeoff run, or you let the aircraft come up itself and trim nose down to build up airspeed once you do become airborne. We found getting this bird out of the water to be a major challenge. Feel free to taxi with the gear down but don't expect it to turn. Pardave tried it at SeaTac International and the controller kept coming back, "thanking him for mowing the lawn, but to stay on the taxiways." As for the panel, it's simple and effective, perfect for an aircraft that is over 50 years old. The panel includes one radio, a transponder, the standard engine instruments, an attitude indicator, and two compasses. Not much else to say here.
Lake Renegade T-270 Seaplane:
At first sight, you may say to yourself "What on earth is this??!!" Well, it's a modern sea/land plane. The next question you may ask yourself is "Where's the engine?" It's on top of the aircraft. Pardave quips, "The joke among us mechanics was the manufacturer built the aircraft, but forgot the engine. No room under the wing, so put it on top." Starting from the outside, the paint job is white and aqua-green strips and lettering, reminiscent of the ocean. Rotation speed is about 100 knots. Unlike the Muskrat, this aircraft doesn't require a takeoff run from Paine Field to SeaTac. In the air, the aircraft is nice and stable, and easy to control. You won't be struggling with your joystick trying to keep the aircraft stable. Jump inside and you see a clean, well laid out flight deck. You have your IFR instruments, your radios and your engine instruments. Speaking of radios, if you're a seasoned FS98 or Fly! Pilot, you may be left wondering how to change the radio frequencies, or how to change the heading and course indicators, or the altitude hold in the Beechjet. To change radio frequencies, the easiest way is to click on the frequency box you want to change; it'll highlight yellow. Then, just type in the frequency from the keyboard and hit enter. That's it. The frequency change has happened. To change your heading, course and altitude indications, you have to learn to make a circular motion with the mouse. Click on the knob, and then either pull the mouse down or push the mouse up, and you'll notice the numbers changing. It takes a bit to get used to, but after a while, you should get the hang of it.
Piper Arrow:
The PA-28 (a.k.a the Piper Arrow) is a perfect all-round airplane. Also carried over from FU2, it's ideal for beginners and professionals. It's easy to fly, and many flight schools include this aircraft in their fleet. Business people also own one because it's perfect for cross-country flying. From the outside, the aircraft looks pretty simple. But don't get fooled by the simple looks. Jump inside and you'll be overwhelmed by a beautiful flight deck with a nice gray background texture. The panel is simple, like the Cessna 172. You'll see the usual instruments, along with temperature measuring instruments for the engine, and a stack of radios.
Performance wise, the aircraft is known as the "Ferrari of small general aviation aircraft." It can comfortably climb at 1500 feet per minute at 80 knots and not lose speed. The airplane is small and agile, allowing it to perform acrobatic moves, although this isn't really recommended unless you have enough dough to go buy another one or have some major structural work done. We tried it, and actually heard creaking noises when pulling out of a dive going at 200 knots. It's a nice change from everyday C172 flying.
TLS Bravo:
Better known as the Mooney, the Bravo is a fast aircraft for its size. Capable of speeds of up to 250 miles an hour, and altitudes of 25,000 feet, this baby can certainly go places. The Mooney is a single-engined, piston-powered aircraft, and the only piston-powered aircraft that we know of that has speed brakes. They're little panels that slide up and down from within the wing to help slow the aircraft down. The aircraft behaves like a sports car, so be careful with it when you fly it. It can be made to turn on a dime. The cabin isn't pressurized so if you plan flights above 11,000 feet, pack a Portable Breathing Equipment kit with you. It's got an autopilot panel included, so no need to remember the shortcuts to engage the autopilot. Inside, you'll find your standard attitude indicator, a turn-rate indicator, an HIS that has all the needles for your two navigation radios and your ADF radio, and your engine indicators with both Turbine Inlet Temperature (TIT) and Cylinder Head Temperature (CHT) gauges. The reason for both is the engine has a turbocharger, so the TIT gauge measures the temperature at the turbocharger, while the CHT gauge measures the average temperature of the cylinders.
The HSI gauge is a little busy, which makes it slightly harder to see your Nav1 indication during an ILS approach. Also, if you click on the top right hand corner of your monitor, an overhead panel will come down, giving you access to your lighting switches. The panel also has trim switches and visual indications in the form of a moving light indicator. This is nice because it allows for easy adjustment of your rudder and elevator trim without wondering how much you have moved it using your keyboard. The aircraft requires a short take-off run and it's airborne before you know it. Setting the cruise speed to about 130 knots gives the aircraft a range in the neighborhood of 750 miles. Set your climb speed to about 100 knots and let her climb.
Incidentally, aircraft damage is modeled amazingly well (and when you least expect it). Being careless about retracting your flaps results in an audible blam if your airspeed climbs above the plane's maximum flaps operating speed; they won't be there when you call for flaps on approach. And if you land too hard and at too steep an angle, you'll actually bend the nose gear (as will be sadly apparent if you check the external view after one of those landings). Believe us, the plane won't move any farther in that condition.
The "Windhawk":
Though with this panel FU3's Windhawk could be mistaken for the vintage Beechcraft Duchess (Model 76)—but the Duchess was a T-tailed plane—it's the carryover Raytheon Aircraft Beech Baron Model 58 from FU2. The Baron, with twin 300 HP piston engines and 6-place capacity, has proven to be perhaps the most popular light twin in the industry. This plane generally is equipped with full IFR capability. Once again, the Windhawk provides a simple panel, with the basic six instruments, engine indication, and the same set of radios found in the other aircraft—though we highly doubt all 9 aircraft would be equipped with the same set of radios (the Beechjet has a different set of radios).
Ground handling can be a little tricky using the rudder, but then again, you don't really have a choice. Too much application of the rudder can cause the aircraft to start scraping its wings with the ground. During the takeoff roll, be extra cautious in the amount of rudder you do apply to keep the aircraft center-lined, because it is very easy to lose control of the aircraft. Once airborne though, feel free to do whatever you like. The aircraft is built like a brick-house. At one point, Pardave actually redlined the airspeed indicator during a dive, and the aircraft held together. During the approach phase, the aircraft can get blown quite easily from the wind, so watch out.
BeechJet 400A:
This plane is the pride and joy of the fleet. If you're a jet enthusiast like us, you'll probably jump straight to the 400A without even trying out the other aircraft. From the outside first, the aircraft paint scheme is gorgeous. Two Pratt and Whitney Canada JT15D's sit on the back, each pumping out just over 2900 pounds of thrust. The paint scheme is sleek and stylish, with blue and black pin stripes, and a gray and white two-tone paint scheme. Climb the steps, make a left turn, and you'll be confronted by a digital semi-glass cockpit. Two glass CRT's are what you find once sitting in your captain's seat. Next to the CRTs is a digital RMI. On the other side of the CRTs are the analog engine gauges. One other gauge you'll find in this aircraft and not on the others is a stall indicator. It's an analog gauge that is marked with red, amber and green colored bands. Red means you're in a stall. Amber means you're headed for a stall, and green means no stall imminent. Your first CRT houses the attitude indicator, and your Horizontal Situation Indicator. This CRT also includes your airspeed and altitude ticker tapes, and a climb rate gauge, along with the control knobs to set various parameters of the autopilot. This is where that half-circle motion comes in really handy. To the bottom of this CRT are the autopilot knobs, the main autopilot activation knob, the radio stack, and your engine start knobs. On top of the CRT are two caution warning lights, one being a Master Caution, and the other being a Master Warning. The two systems are independent, each monitoring their respective settings. The Master Caution monitors the following:
The Master Warning system monitors the following:
The other CRT is quite something. It can provide you with information about everything around you. It's a moving map display, a TCAS system, and weather radar all in one. All the airports and navaids have been programmed into the display already. No chance here of adding fixes or any other navaids. The plus or minus keys can be used to set the range of the display, although we could only increase the range of the display. You can display up to 100nm away or as close as 5nm. The next two buttons are used to cycle through the navaids programmed into the system. Select your navaid, and up top, you'll see the selected navaid ICAO code, the heading to fly to get there, how far it is from your current position, and estimated time of arrival. The AIR, NAV, and WX buttons bring up the airport location, navaid location, and weather radar respectively. Speaking of which, the weather radar is simply marvelous. Clicking on the WX button turns the weather radar on. When turned on for the first time, it scans the horizon in front of you, and then paints the picture of where the severe, moderate, and calm weather is. Green indicates calm, moderate is indicated by yellow, and red indicates severe. Pink indicates lightening strikes, which you will definitely want to steer clear of. Check out the screenshot below for the result of trying to fly through a thunderstorm.
The nine sets of gauges to the right of this CRT are your N1, ITT (Inlet Turbine Temperature), oil temperature and pressure, fuel quantity, and fuel flow for the respective engines and tanks. Finally, you have your trim indicators for pitch and rudder, your flap indicator and handle, your throttle controls, and the speed brake switch. One thing you may be left wondering is how to activate the reverse thrust for the engines. Well, since the engines have clamshells that fold over the engine, what you have to do first is unlock the clamshells. What this does is open the clamshells so they fold over the engine cowling. Next, you deploy the reverse thrust. Once this is done you push the throttle levers forward until the desired amount of thrust is reached, and then watch the aircraft slow down. By pushing the throttle levers forward, you're sucking air into the engine, but the clamshells are pushing the air over the top of the engine instead of out the back, resulting in reverse thrust. Pretty cool way when you think about it.
Now, let's get the bird in the air. Ground handling is stable. Moderate rudder input is required to make the aircraft turn, but once again, too much rudder application with too much speed will result in your wings hitting the ground. Keep in mind that the wingspan of this aircraft is much longer than the other aircraft. Once you're all set for takeoff, line up, and advance the throttles forward to about 98% N1. At about 140 knots with 10 degrees flaps, pull back lightly on your joystick and the aircraft should transition to positive forward flight. Raise the gear, and climb out on runway heading.
Prior to takeoff, you would have set your moving map display to your first waypoint. Turn the aircraft to the heading the map tells you, and away you go. Cruise altitudes should be kept at about 37,000 feet or less. Anything above that, and the risk of stalling the aircraft becomes greater. On approach, the aircraft should be flown at about 120 knots until the flare, at which point the engines should be brought back to idle, and a standard flare executed. Unlock and deploy the reverse thrust, or if you have enough runway, use the brakes to bring the aircraft to a safe taxi speed, turn off the active and contact ground on 121.70 when off.
Other Aircraft
There's more, the ubiquitous Trainer (a.k.a Cessna 172 from FU2), the Stemme S10-V7 Motorglider—perfect for those mountain thermals—and a vintage P-51D to take advantage of military fields in the vicinity. With what's already been discussed, there isn't much to add here. As can be seen in these remaining screen shots, you'll enjoy these as well. Flight Planner
FU3 comes with a simple, easy to use flight planning utility. Tell it where you want to take off from, click on the map as to where you want to go, tell it your destination airport, save the flight plan, and away you go. That's it, but there are a few quirks here. It's not EFIS98, or Super Flight Planner with a million options. It's just a basic mouse-click planner.
That can get you in trouble; here's an example: Maury intended to set up a flight plan from Portland International to SeaTac International in the Beechjet. Here's what happened, in his words: "Now, if I'm living on Earth, and not Earth in a parallel dimension, Portland International is an international airport, not a private airfield. It's supposed to have a ground controller, a tower controller, departure, and access to center controllers. Well, not in this case. It seems Looking Glass regards Portland International as a "private airfield." But we guess that can be forgiven because the designers chose to constrain themselves to Washington State's Seattle region, unfortunately excluding Portland just across the border in Oregon (and alas, Vancouver, B.C. to the North). Oregon does have a number of airports; who knows, maybe Looking Glass Studios will depart this 'parallel universe' for the one the rest of us live in—with FU4.
This review continues with Air Traffic Control (ATC features)
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