Hi fellow simmers,

 

Just a quick query to ask if anyone who currently owns the Virtavia F-111 for FSX could chime in with their assessment of this product, as I am considering buying either that or another one from "F-111 for FSX" at the http://www.f111-fsx.com/ website. Is the Virtavia F-111 for FSX basically the same as the FS9 version and merely a port over to FSX, or is it an all-new version of the F-111? I have their FS9 version and while it's okay, it's not great. Steering is woefully inadequate (it has the turning circle of something bigger than an A380), brakes on the wing aren't animated and the large brake panel in front of the main landing gear extends through the runway surface! Apart from that, it's not too bad. I hope the FSX version has been altered to fix these problems.

 

So if someone could please post a reply, perhaps including some pics, I'd appreciate it. If there is a review out there in cyberspace somewhere, even better if someone can point me to that.

 

Kind regards,

Although I don't have it, the Virtavia model looks completely new; it's got a lot more detail and some scratches along some panels to reflect the aircraft's age.

 

I've got the old model too and I agree with all of those faults. The flight dynamics feel really weird too.

For a review try the following link:

 

http://www.virtavia...._review_FSP.pdf

 

To view a video of the cockpits try the following virtavia link ,and hit the F-111 button:

 

http://www.virtavia.com/

 

The following are new features:-

 

- multiple models including the new Australian F-111C and EF-111 Raven

- 5 seperate 3D cockpits depending on model flown

- the F-111C and EF-111 intakes have the splitter plates, shorter shock cones, and a working translating cowl

- Multiple new authentic weapons loadouts that can be jettisoned

- AN/ALE-40 countermeasures rectangular unit under elevators on some

- long wings where applicable

- active wing top spoilers

- proper round nose cone ( without astro tracker window ) on the "C"

- static wicks

- correct boat tail and dump outlet position

- modified exhausts with internal actuating mechanism

- superb realistic afterburners

- and of course the trade mark Dump and Burn

- 2048 high definition textures

- retractable rotating beacons

- wing tip vapour stays with tips regardless of selected wing sweep

- gunship grey livery choice

- new wheel hubs

 

 

I have been flying the older version for several years , and have found it to be superb.

The turning circle is dependant on your taxy speed , I regularly land mine on hardened rooftops and

at 1 to 2 knots taxy it through a turn of over 180 degrees on the small confines of that

rooftop prior to a catapult take off.

I personally put the flight dynamics up there with the likes of the VRS F-18 Superbug and

Milviz F-15E , all are superb flight models , the F-111 will not fly properly if it is not correctly

trimmed or the correct wing sweep is set for the current airspeed range set , it really is a matter

of getting to know how to fly it correctly.

 

Cheers

Karol

I love old Century Series fighters and this IMO is the best so far - none of the old issues you mentioned, and it's a fantastic flyer. I briefly flew an FB-111 sim at Plattsburgh AFB in the 80's, and the control response feels the same; it has a very believable FM throughout the speed range and has some neat features (I never had the older version). And it's just plain fun to fly...

 

G.

The following are some relevant airspeed vs wing sweep notes they are from my F-111 Pig HUD panel

flight manual.

They may be of interest.

 

4. SLATS/FLAPS LIMIT SPEEDS.

The flaps and slatS have been structurally cleared to the following limits during travel, or when fully ex­tended:

• Slats only 330 KIAS or mach 0.62 whichever is less

• Flaps 0'·30 330 KIAS or mach 0.62 whichever is less

• Flaps 31 '·Full 300 KIAS or mach 0.56 whichever is less

 

However, to ensure slat/flap extension, and from com­ponent life and handling considerations, the following limitations should be observed:

Flaps:

During Extension

• Flaps-l0 to 25 degrees 250 KIAS or 0.62 mach whichever is less

• Flaps-26 degrees to full down 220 KIAS or 0.48 mach whichever is less

Static Extended Condition or During Retraction

• Flaps-0 to 25 degrees 270 KIAS or 0.62 mach whichever is less

• Flaps-26 degrees to full down 245 KIAS or 0.48 mach whichever is less

• Slat limit speed is 295 KIAS or 0.62 mach which· ever is less.

 

5. GENERAL AIRSPEED GUIDE

Rotate 140 kts

Take0ff 160 kts

Cruise 350 kts to 2.6M

Approach 160 kts or ONSPEED

Touchdown 135-150 kts or ONSPEED

 

CONFIGURATION SPEEDS:

Slats- Normal MAX 295KIAS

Structural MAX 330KIAS or 0.62M whichever is less

Flap 25’- Normal MAX 250KIAS or 0.62M whichever is less

Structural MAX 330KIAS or 0.62M “

Flap 34’- Normal MAX 220KIAS or 0.48M “

Structural MAX 300KIAS or 0.56M “

Wing 16’- Takeoff / Landing

Slow airspeeds below 330KIAS or 0.62M

26’- Up to 0.80M

38’- Up to 0.80M

47’- Up to 0.80

Transonic 0.80M to 1.10M

58’- Transonic 0.80M to 1.10M

1.10M and greater

72.5’- Transonic 0.80M to 1.10

1.10M and greater

 

Landing gear - Normal MAX 295KIAS or 0.62M whichever is less

Structural MAX 330KIAS or 0.62M “

Airbrake - 2.2M

 

GENERAL LOWER ALTITUDE OPERATIONS

~350KIAS to 600KIAS is a reasonable airspeed range .

~350 – 420KIAS suggested for extreme low level manoeuvring

(slow enough to give the pilot ‘time’ )

Below 350KIAS control is not crisp and positive .

The F-111 flies best at 350 , or 350 plus knots .

Note ; Energy and consequent airspeed bleed off during hard manoeuvring , manipulate the throttle as appropriate to maintain desired airspeed .

 

SUBSONIC FLIGHT.

Operation of the aircraft at subsonic speeds up to mach 0.80 should normally be accomplished with a wing sweep of 26 to 47 degrees. Generally, response and damping about all axes in this speed range are consid­ered excellent based on flight experience to date.

TRANSONIC FLIGHT.

During operation of the aircraft at transonic mach numbers (mach 0.80 to 1.10) wing sweep angles of 47 to 72.5 degrees should be utilized. At 20,000 feet and above, sweep angles of 47 degrees are recommended to keep the aircraft angle-of-attack low which will result in better acceleration characteristics. At the lower altitudes, more aft sweep angles are recommended to optimize acceleration. Although the spoilers will be locked out with the more aft sweeps, roll performance will be improved due to the lower angle.of.attack and higher dynamic pressure. During transonic flight above 25.000 feet a relatively small directional trim change may occur just prior to achieving supersonic flight. As altitude is decreased in this speed regime, the trim change is more noticeable and below 10,000 feet may be exhibited as a small Dutch roll transient accompanied by mild buffet. No trim changes occur longitudinally or laterally.

SUPERSONIC FLIGHT.

Flight in the supersonic flight spectrum (mach 1.10 and above) should normally be accomplished with the wings fully swept. Some external store loadings pre­clude full aft sweep and as such are limited to 58 de­grees. Flight can be performed in the supersonic speed range with wing sweep angles as low as 47 degrees; however, such sweep angles are detrimental to optimum performance. Deceleration at supersonic speeds can be greatly enhanced by sweeping the wing forward to obtain increased drag. This allows the pilot to either pull power back to aid deceleration or maintain power for more rapid acceleration should the need arise. During wing sweeping and ensuing deceleration or acceleration, aircraft trim changes will be small and will appear to the pilot principally as attitude changes. Throughout the supersonic flight spectrum covered to date, response and damping characteristics have been good; however the potential of directional instability associated with angle-of-attack in excess of handbook limits still exists.