ProFlight 2000 flight:

Once I started FS2000 and loaded the adventure, I was positioned near the gate and listening to Clearance Delivery chatter. Opening the GPS window I confirmed that the KDFW-KMEM flight plan was loaded there as well. I had set FS2000 to use FSClouds and I'd started FSMeteo, so it was interesting to find rain on the windshield and winds set correctly. So I checked the weather by calling FSS, then called Clearance Delivery, filed my flight plan and set the transponder as instructed by the voice response. I was given the Ground frequency, so I 'rogered' Clearance Delivery and called Ground. I was informed I'd be taking off from Rwy 17R. Calling again for an altimeter check I was given the current barometric pressure. A really nice feature of ProFlight is that I heard the call from Ground to hold and report to Tower (Ground announced its frequency) as I taxied into position short of the runway—the call came automatically. I chose to engage ProFlight's communications management feature at this point by selecting the "Virtual Co-pilot" COMM mode; and completed my pre-flight selecting the A/P's initial altitude, runway heading, and speed and activated the autothrottle button, then called the tower. He confirmed the runway, reported winds, and I was cleared for takeoff! (You're as likely, though, to be told to hold short for traffic, or to taxi into position and hold until cleared.)

The initial climb is a busy time, cleaning up the plane, hitting the CMD A/P button and activating Speed, Heading and Altitude. Almost immediately Tower gave me the frequency and told me to switch to Departure, with a polite "Good day..." With that Departure promptly issued the heading to intersect the departure route (by now on a line between CVE and TRISS) and my next altitude step.

At this point I elected to engage the VCP PIC mode which continued to acknowledge and responde to successive altitude and heading changes, rogered transfers to other controllers and followed the planned route precisely. I checked this by using FS2000's GPS display as a moving map, noting that airway deviations never exceeded 1.5 miles; more typically less that 0.3 miles. Course headings are adjusted to compensate for wind direction (this can change relatively often when using downloaded METAR data.)

Putting blind faith in electronics, I let the VCP fly the approach into Memphis, call the tower, and report "Clear of the Active" once I was down. The ATC-assigned step-down altitudes and speed changes were reasonable; the vectoring flawless. I was sure glad to see VOR1 automatically tune to the indicated runway's ILS frequency (for 18R), with 174 degrees dialed for the CRS automatically. The landing was good; the thrust reversers deployed automatically. About the only thing I had to do was to brake a little; and after contacting Ground, taxi to the terminal.

Radar Contact v2.1 flight:

This was a very similar experience to the above. A difference is that I needed to first select the airport and position the plane by slewing it to the gate. Upon loading the adventure I was tuned and listening to ATIS. Since the opportunity is afforded to ask my co-pilot's help to handle communications at the outset, I did so, cycling automatically through Clearance Delivery and Ground. Though the transponder was set automatically to that assigned, I handled the altimeter barometric setting myself. Curiously, though my co-pilot's name is "Otto," that proved to be a "she" with a delightful voice. Again, with instructions to taxi to Rwy 17R and hold, I set the parking brakes once there, which triggers a call to Tower. I was told to taxi into position and hold; after a brief interval I was given clearance to take off.

The two CRJ panel screenshots below depict the Radar Contact flight, and other than the text display and the RC controls utility is representative of the ProFlight test flight as well.

While setting up the initial climb Tower called to transfer us to Departure, with a cheery "Have a good flight." Once we were with Departure I quickly handed the plane over to Otto to see how well she (well, Radar Contact) handled the flight plan. Even though she was now the PIC, flap, spoiler and throttle control settings remained my responsibility. She smoothly turned us from the runway heading toward CVE, our first waypoint in the Departure Procedure, then turning smartly eastward to TRISS and the remaining waypoints.

The cruise phase was uneventful; again route tracking was excellent (as expected, headings are adjusted for wind). In due course we were handed off from Ft. Worth Center to the Memphis Center and soon began our initial descent. Here I was curious whether Otto would handle the step down altitudes and speeds to make the 10000 ft./250 IAS restriction Radar Contact assigned, approximately at the TAMMY waypoint (as these were famously easy to miss with Radar Contact v.2.0 when flying on your own). With v.2.1 it's a piece of cake!

Memphis Approach assigned Rwy 36L on this flight (the winds had changed). Vectoring began some 5 miles beyond the TAMMY intersection, as this landing would be a transition slightly south east, then a turn to the north at 30 degrees to intercept the localizer. The ILS frequency and course settings were automatic; Otto called the Tower when we were established on the localizer, and then announced "Your plane." Oh! Hello! Again, the final and rollout went fine, she called ground, etc.

So you can see that the flight experience and ATC interactions are very similar with both products, whether you fly yourself, or have your copilot help with communications or even be the PIC (you can elect to manually handle comms if you like). The differences lie in the details; the features and implementation. I get to that next.

(You can return to the Features table from here.)

IFR Features detailed descriptions:

Now that I've covered each product's IFR implementation in general terms, let's take a closer look at some refinements each offers.

1) Terminal to terminal, non terminal to non terminal, non terminal to terminal and terminal to non terminal and terminal enroute type flights – Though the terminology used is somewhat different between these products, Pro Flight allows you to either fly from and to TCA's following IFR procedures, or you fly VFR, with its attendant set of communications facilities, commands and responses, or both. The departure and arrival airport selected (whether each is class B-D, or class E) determins the departure and final approach vectoring method. You can amend your flight plan IFR to VFR (or vice-versa if you encounter inclement weather) at any time by calling FSS.

With Radar Contact you designate the departure airport type when you set up your flight, and likewise you select either arrival terminal type. Further, you can cancel your IFR flight plan in the air at anytime by dialing VFR (1200) in your transponder.

(You can return to the Features table from here.)

2) Accurate handling of departure procedures, random heading assignments for takeoff, initial heading assignment by departure – With ProFlight 2000 you'll simulate departure procedures by including the DP waypoints in your original flight plan, or use the feature where you can add SIDs. ProFlight 2000 is unique in that it will accurately provide you with intercept vectors to the 1st waypoint (be it Fix, Radial, Victor route, or Jet route). ATC will also issue a "Resume own navigation" if your first waypoint is a fix. Also notable in ProFlight is that it accepts each successive waypoint without having to cross it precisely, and that it will call Victor and Jet routes by name.

With Radar Contact you elect to fly a DP by including a "Departure NOTAM" when you set up your adventure. You can proceed direct your first checkpoint, or join radials outbound from a VOR. If flying a conventional departure, Tower may tell you to "Fly runway heading", or it may not. With flight plans that include Departure Procedures you won't be assigned any sort of heading at time of takeoff, as you're flying under your own navigation until after you advise Departure or Center that you can proceed as filed. (Also note that subsequent crossing range limits for each waypoint have been eased somewhat.)

By the way, any time after you're instructed to change your heading to avoid traffic, and subsequently told you're clear of traffic, the controller will say "...resume own navigation..." You can choose to proceed direct to the next checkpoint, or to rejoin the airway you were flying.

(You can return to the Features table from here.)

3) User defined transition altitudes, proper handling of barometric pressure above and below transition level, altimeter calls while below transition level – Both programs let you change the transition altitude from the U.S. 18000 ft. default to a value suitable for another country's airspace. You set local barometric pressure yourself, either from that reported from ATIS or by Ground, or as advised by Arrival. Above 18,000 ft. you're flying in class A airspace, where the standard pressure setting (in the U.S.) is 29.92 in. Hg., so you'll need to dial the appropriate setting in your altimeter when passing that altitude.

Both product's Altitude Deviation check function factors in barometric pressure, so you'll want to set it 29.92 above Flight Level altitude and back to the local pressure at your current location when below that. Remembering that weather can change as you fly, you'll also need to periodically check the local pressure and correct it.

(You can return to the Features table from here.)

4) Pilot requests for higher/lower altitudes, deviations for weather, advise controller of turbulence – ProFlight 2000 offers a general set of commands to request higher or lower altitudes due to clouds or turbulence. In v3.12, Requests for higher/lower due to clouds will always be allowed if flying VFR; the likelihood of denial of altitude change requests is reduced when IFR as compared to the original release.

In this category, Radar Contact is somewhat more robust. You can:

• Make requests to deviate for weather (you must tell the controller when you're able to proceed on course when the time comes)
  
• Advise the controller you can't hold altitude due to chop (you must tell the controller when you're able to hold assigned altitude again)
• Request specific higher/lower altitudes, not just "higher" or "lower."
• Request a clearance direct to a navaid you've filed for beyond that which you're currently flying towards