Historical Background Perhaps there is no more majestic of a sight than that of an F-8 Crusader as it ascends into the untamed skies. Having lived in the shadows of other Vietnam era aircraft such as the F-4 Phantom, the Crusader was certainly an unsung hero of the battlefield in the sky. But now, the F-8 has been reborn to gain the recognition it deserves, thanks to the skilled craftsmanship of the AlphaSim design team. The story of the F-8 begins in March of 1953 when a joint U.S. Navy and Marine Corp team of top officers and elite pilots hosted a competition among aircraft manufacturers to create a new day fighter aircraft. The militaries demands were high as they insisted on an aircraft with the capabilities of Naval fleet defense, photo reconnaissance, air to air combat, and the ability to operate from aircraft carriers. Not only did the Navy receive everything they had asked for, but they were also given the bonus of four 20mm Colt Mk 12 cannon guns with 144 rounds each and the addition of four AIM-9 Sidewinder missiles. The unique variable-incident wing and slatted leading edge help to affirm the Crusader as a miraculous performer at low speeds and during direct ground support. But the F-8 was plagued with one flaw which would create a hardship for the Navy and almost ground the entire Crusader program. Simply put, the Crusader was difficult and tiresome to fly. Without the presence of fly-by-wire capabilities, pilots were forced to endure treacherous flights of five hours or more under manual control. In addition to this, the F-8 was not exactly friendly to the pilot when it came time to land. The distinctive “nose up” design of the aircraft gave the pilot a somewhat restricted view on approach to aircraft carriers. In many cases, pilots would have to attempt landing three or four times before catching the arrestor cable. Normal runway operations were no treat for Crusader pilots either. On a number of occasions, F-8 pilots struck the tail on takeoff and landing due to the unorthodox distance from the tail to the landing gears, which failed to yield room for more than a few degrees of pitch. NASA had been testing electronic fly-by-wire and autopilot systems, one type of which had proven successful on the Crusader. In light of this development, all remaining F-8 aircraft were fitted with the new fly-by-wire and autopilot system within just six months. The success of the Crusader had not gone unnoticed as the French Navy maintained a fleet of F-8 “E” model aircraft all the way through 1999. All F-8 aircraft are now out of service world wide. The United States decommissioned the final American owned F-8 in 1991 and placed it on static display at the Cecil Field Naval Air Station. Though the history of the F-8 ends at the gates of Cecil Field, the legend will live forever. A few original F-8’s can still be seen today in a variety of Navy and vintage aircraft museums throughout the states. The “Skies Over Jacksonville” annual air show draws crowds in the tens of thousands every year to see an original 1958 Crusader soar over the beaches of Florida. The F-8 may be outdated by today’s standards, but it remains one of the finest aircraft to ever serve the United States Navy and Marine Corps. Installation and Documentation
Installation of the AlphaSim F-8 Crusader is relatively simple and direct. After downloading the 24.7 MB zipped file, you will have everything you need to install and use the aircraft. The original zip file should be maintained in a separate location in the event you need to reinstall the aircraft at a later time. The new folder created by the unzipping process will contain three additional sub-folders. The folders will be named “Aircraft”, “Effects”, and “Gauges”. The aircraft folder needs to be relocated to your main FS9 aircraft folder. This is the location of all your default and add-on aircraft. Next you will need to move the contents of the effects folder into the main FS9 effects folder. Finally, transfer the contents of the gauges folder into the main FS9 gauges folder. You can locate the aircraft in the Flight Simulation aircraft selection list as “ALPHA F-8”. If you would prefer that the aircraft appear as “Chance-Vought” (the actual aircraft manufacturer) in the aircraft selection menu, you can change the name in the aircraft.cfg file located in the aircraft folder. To do this, go to the AlphaSim F-8 aircraft folder that you placed in the main FS9 aircraft folder and open the aircraft.cfg file with a text editor such as notepad. The 11th line down from the top will say “ui_manufacturer=ALPHA”. Change the word ALPHA to Chance-Vought. You must do this with each of the six variations in the cfg file. Save the file, and now the F-8 will show up in the FS9 aircraft selection menu as Chance-Vought F-8 Crusader. The documentation included with the F-8 is limited but informative. There are two files with aircraft specific information located in the aircraft folder. First you will notice a “readme” file which contains information on how to use certain aircraft features such as the fuel probe, canopy, wing fold, spoilers, and smoke effects. Next you will find a file named “f8_check”. This file can be viewed directly from the aircraft folder or during game play by use of the kneeboard, which is activated using the F10 key. Here you will find the operating ranges of the aircraft including speed and altitude limits, as well as detailed information on how to properly fly the aircraft. I would highly recommend printing this information to have on hand during the learning process. In addition to the included documentation, you can also receive installation and aircraft information from the AlphaSim website at http://www.alphasim.com.uk. The website also contains a wide range of forums which can be used as a quick access tool to answer any questions you may have.
The Exterior Model After having seen a plethora of Crusaders in person, in addition to the photographic research I performed for this review, I am confident that AlphaSim has produced the most realistic and precise replica of the F-8 available for Flight Simulator. Each of the six model and texture variations are finely detailed with historical precision. The download package contains the B, C, E, and J models of the aircraft, including the French Navy and U.S. Marines version of the E model. All models have fully animated refueling probes, landing gears, tailhooks, flaps, elevators, ailerons, rudders, spoilers, and opening canopies. From the “spot” view, you can also enjoy a moderate smoke and contrail effect. Just as impressive is the realistic afterburner effect included with the F-8. Just remember not to stare too long as the fuel goes quickly with the afterburners on. While parked you will notice the distinctive “nose up” design of the aircraft which as been modeled to perfection. The variable-incident wings and slatted leading edges can be viewed best with the flaps fully deployed. Also included, is the wing fold animation which helps the aircraft to maneuver in tight space such as the deck of an aircraft carrier. Just remember to unfold them before takeoff.
So with all of these features complimented by detailed paint schemes, you may be wondering about the frame rates. Well, this is perhaps the most impressive feature of the aircraft. After testing the frame rates in a variety of weather conditions throughout the world, I have not noticed any adverse affect. In fact, in many situations, I actually received better frame rates in the F-8 than the default Boeing 747. On average, I maintain a frame rate of 59.4 with my default aircraft. The F-8 yielded an average frame rate of 59.5 in the same scenarios. I have concluded that the F-8 does not require a high-end system in order to appreciate the detail of the aircraft without sacrificing scenery display. The wingtips are accented by normal beacon lights, but they do not provide much residual lighting. The light located on the nose gear is sufficient for taxiing, but it takes on a triangular shape with no overspray. By this I mean that the lighting effect is geometrical and does not dim as it widens like you would be used to in real life. I can probably chock that up to the limitations within the Simulator itself. The Interior Model Not unlike the actual Crusader, the AlphaSim model is highly detailed with a vast array of instrumentation and controls. Initially I was taken away by the near perfect texturing on the inside of the canopy and control panel. A weathered effect has been applied giving the pilot the feel of being in a well traveled F-8. Looking straight ahead, I am smothered by the endless gauges, controls, and indicators. It was effortless to find the necessary instruments for flight such as the altimeter, airspeed indicator, and vertical speed indicator. Each and every control required for flight is present and usable within the “virtual cockpit” view. It is notable to mention that the gauges are very clear and legible even as I zoomed out for a more panoramic view.
As I set the time to dusk and eventually night, I am awarded with a pleasant orange backlighting which illuminates the panel with a subtle, yet definitive glow. I am impressed with the manner in which backlighting provides illumination without a “glaring” effect distracting me from flying the aircraft. With the canopy closed, my forward left and right view has been restricted tremendously. The thick frame of the canopy has created an almost useless point of view unless I zoom out a few frames. Luckily, I have the option of panning to either side of the cockpit by use of the hat switch on my joystick or the number keys located on my keyboard. This can, however, create an inconvenience as you approach the runway, but with practice, the forward view is all you will need to fly this plane. Of course, like most fighter aircraft, looking behind the pilot does not grant you with a very impressive view. While I believe that the texturing toward the rear of the cockpit is accurate to its real life counterpart, I would like to see a more “metallic” texture. So how about the frame rates in the virtual cockpit. Unlike most add-ons, you won’t have an excessive drop in frame rates while flying from this viewpoint. On average, I receive a frame rate of 51.9 in the virtual cockpit of my default 747 and 777 aircraft. With the Crusader, I have averaged 51.7 under even the most demanding of situations, such as inclement weather and near detailed scenery. In fact, the lack of negative impact on the frame rates in conjunction with the spectacular detail of the cockpit have made the “virtual cockpit” my preferred location from which to fly the F-8. Panel Just when I thought the AlphaSim F-8 Crusader couldn’t get any better, I stepped into the “cockpit” view. Never before have I seen a panel so accurate to real life with such an excellent view. The viewpoint is spaced just far enough from the panel to provide a great forward and peripheral view, yet close enough to view and admire the instrumentation.
One of the biggest gripes I have with add-on aircraft is the different panel configuration of the cockpit and virtual cockpit. This aircraft has eliminated that distraction by creating a near mirror image between the two. To the left center of the panel, the vital instruments are arranged vertically with the radar altimeter and airspeed indicator close together. The artificial horizon takes stage front and center giving the pilot quick access to the aircrafts pitch and bank statistics. All of the additional panels can be opened from the cluster of switches located on the lower left end of the panel. The additional panels include the default Garmin GPS, autopilot, and radio stack. Conveniently, the radio stack and autopilot can be positioned on the panel without interfering with any of the instruments. I do this by placing the radio stack on the lower right side and the autopilot just above the artificial horizon. Unfortunately, there is little that can be done with the GPS, unless you choose to restrict your view or a few gauges. If you have good eyesight, you can drag the corners of the GPS and make it smaller to fit on the panel. While I am very impressed with the similarities between the panel and virtual cockpit, I do have one minor complaint. As I stated earlier, the virtual cockpit has an orange backlighting. I noticed that the panel provides a soft white lighting behind the gauges. The lighting does provide a clear view of the gauges, but I would prefer the same orange glow as in the virtual cockpit. This is not to say that the panel lighting is insufficient by any means, but I prefer uniformity. Looking off to either side of the aircraft, I am pleased by the unrestricted view of my surroundings. The forward left and right views are also very useful, as I have a decent view complimented by the outer portion of the panel. By now I have already determined that the frame rates of the “spot” and “virtual cockpit” view are comparable, and in some cases better than the default aircraft. But the view from the panel has them all blown away. Using the default 747 and 777 aircraft, I have managed to pull frame rates of 64.8 on average in a variety of scenarios. The AlphaSim F-8, in the same scenarios, has produced frame rates averaging 71.9. Even as I adjust the display sliders up, I still received frame rates in the high 60’s under the highest quality conditions. While I don’t expect everybody to achieve the same results, I am confident that regardless of your computer’s abilities, you will show frame rates equivalent, if not better, than your default aircraft. Sound I think I might have found the one thing about this plane that has the rest of the features beat hands down. As an Air Force veteran, my fondest memories of my time in service were the nights I spent on the ramp watching the jets take off and hearing the rumble of the aircraft as they travel down the runway. Thanks to the meticulous attention to detail by the AlphaSim team, I can now relive that memory every time I get in my F-8. From the light “hissing” of startup to the deep rumble at full throttle, the Crusader sound set is the closest re-creation of an actual single engine jet to ever sound off in Flight Simulator. To begin my inspection of the sound file, I start on the ramp, engines off, in a cold and dark cockpit. Following my pre-flight checklist closely, I can hear the familiar “clicking” of the toggle and panel switches as I inspect each system. Now ready to start the engine, I hear the distinct wind up sound as only a single engine jet has. This is when I first notice that the sounds are not steadily repeating themselves as with most simulator aircraft. Instead, the blending of a variety of sounds are masking each other to prevent me from hearing the sound restart on the media player. I am referring, of course, to the fact that with most aircraft, you can hear the “broken record” effect as the sound file ends and begins again. Stepping inside of the cockpit, I was impressed with the way that the sounds are quieted to a much less than deafening roar, yet they remain crystal clear and distinct. I also noticed that the flap and gear sounds can be heard clearly without drowning out the sound of the engine. But when I’m in a fighter jet, flaps and gears don’t impress me like the sound of 20,000 pounds of thrust. Therefore, I gave this bird the ultimate sound test at 40,000 feet and mach 1. Whether in the cockpit, or spot view, this aircraft is very convincing when you have the throttle pushed all the way forward. For those of you who like a little extra excitement, breaking the sound barrier will reward you with a fantastic sound effect realistic enough to make you install a seatbelt on your office chair. Despite my complete satisfaction with this sound set, do not get too hyped up in anticipation. The author is responsible for making sure that the sounds are there, but the user is responsible for being able to hear them properly. I believe that this aircraft is best heard with high quality surround sound systems in order to fully appreciate even the most minuet effects. A set of headphones or a two speaker desktop system will not do the aircraft the justice it deserves. As for those of you with a high quality sound system, just make sure the neighbors aren’t home when you fly this plane. Airfile Sure the aircraft looks and sounds great, but if you can’t fly it, you have just wasted your money on a $20.00 static display. I want to remind you that the aircraft does come with an instructional file that I recommend you get to know. It is my contention that the flight dynamics are as close to reality as Flight Simulator permits. There is, however, one minor error with the flight dynamics. The F-8 was praised for its high altitude capabilities in the late 1950’s and early 1960’s. In fact, one of the records still held by the F-8 to this day involves a sustained climb rate of 3,000 fpm to 58,000 feet. However, the AlphaSim version does not want you to recreate that experience. Around 50,000 feet, I noticed an increased lack of control which ultimately led to a stall and nose dive shortly thereafter. Since I don’t do much flying 9 ½ miles above the earth, I am willing to overlook that little issue. One of the biggest problems with
the high speed jet aircraft for Flight Simulator is the failure to adjust the
flight dynamics
for
increased speeds. An F-15 does not perform at Mach 1 in the same manner
that it does at 200 nm/hr. Thankfully, the AlphaSim team understood this and
created
the airfile to respond properly to the aircrafts speed and altitude. As in
real life, the F-8 performs very well at low speeds and loses its agility
and tight
turning radius as it increases speed. In addition to this, the Crusader responds
very much like its real life counterpart during takeoff and landing operations.
In fact, I managed to scrape the tail quite a few times before I got the
hang of it. The Crusader is a fairly pilot friendly aircraft to fly. The aircraft
handles just as well in a 2,500 fpm climb as it does in level flight. As
far
as speed is concerned, you can break the sound barrier before you have to
worry about an overspeed warning. Let's Take a Flight Talk is cheap. So let’s take this bird up and see just what it can do. I will start my trip from the U.S.S. George Washington based off the northeast Florida coast. Naturally, I have a cold dark cockpit and wings folded as I sit on the deck. A quick review of my pre-flight checklist and I am ready to go hook up to the catapult. The aircraft is so easy to control that I am able to set my flaps, unfold the wings, and set the autopilot, all while taxiing. Once I am attached to the catapult, I have to go to the spot view just long enough to enjoy the sounds of launch. After spooling the engine up to 15,000 pounds of thrust, I hit my brakes and take off into the clear skies over the Atlantic. Once I got the aircraft leveled off and stable, I kicked on the autopilot, sat back, and enjoyed the ride.
The aircraft seems to be handling very well at this point, but there is one problem. I have been admiring the afterburner effects for about twenty minutes now. With the afterburners on that long, I am almost certainly running low on fuel, so I better get back inside and check it out. Just as I expected, my tanks are at about 25% capacity, and I am 100 miles out at sea. Luckily, by reducing my throttle, I was able to make it back to land, only to find out that I was already in South Carolina. After a quick refuel at Charleston Air Force Base, I think we will get back up in the air and go looking for a carrier to land on. Descending towards the base, I am getting a little nervous about the landing. After all, I have had a few problems scraping the tail in the past. Conveniently, I was able to pull up my kneeboard and review the landing instructions before final approach. This time I had no problems whatsoever. The aircraft touched down beautifully, and came to a stop right before the taxiway. I headed straight for the fuel pumps and right back to the runway. This time, I will set up an IFR flight into the U.S.S. Abraham Lincoln in Norfolk, Virginia, just to see if I can fly this plane and follow instructions at the same time. This unscheduled stop has actually worked out for the best. So far I have had the opportunity to launch from a carrier and land on a normal runway. Now we can takeoff from a runway and land on a carrier. This takeoff is much slower, but just as exciting as it was from the carrier. With the large flaps extended, the Crusader ascended almost effortlessly into the sky. Unfortunately, I forgot that I was on an IFR flight, and I am way off course. The controllers have no problem letting me know that they want me back on course immediately. Finally, back on course, I arrive at 20,000 feet heading straight towards Norfolk. After a while of straight and level flight, I am getting a little antsy, and decide to see what this bird can really do. A few barrel rolls later and the controllers want to have a few words with me. Once over the Virginia coastline, I was able to descend to 5,000 feet and start getting ready to land. With the carrier in sight, I started to get a little nervous, but I’m still confident that this bird won’t let me down. There is still a little daylight left, but I am now relying on the panel lights to see the instruments. Of course, I had to pick the one carrier in my inventory that does not have a lighted deck. With only a few nautical miles left to go, I set the flaps at full, extended the gears and tailhook, and got ready for landing. Approaching at 170 nm/hr, I nailed the third arrestor cable with authority. Perhaps a little too much authority. Conclusions It is my duty as a reviewer to provide you with a fair and honest opinion of this aircraft. I have already made the case for buying it, but I do want to caution you about a few things. First, I would not recommend this aircraft to anyone who is not willing to invest a moderate amount of time into learning how to fly it. There is a big difference between flying this and a Cessna 172. Second, don’t expect to be able to master this aircraft overnight. I spent many hours of research, testing, and evaluation before I became comfortable with the plane. Above you will notice the specifications of the system I used to review this aircraft. Those of you with a modest sound system may not be as impressed with the sound set as I was. I also used a flight control system, rudder pedals, and throttle quadrant, all of which greatly enhance the experience of simming. As part of my review, I compared this F-8 to a variety of both freeware and payware Crusaders, and I am confident that the AlphaSim version has them all beat hands down. No where else could I find a Crusader with such attention to detail and historical accuracy. From the authentic animations to the realistic cockpit and sound set, AlphaSim has taken considerable care in producing what I conclude to be the finest F-8 Crusader ever to fly the virtual skies.
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