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    REVIEW - F4U Corsair BirdCage by JustFlight for FSX/P3D




    by Mike Cameron



    The F4U-1 Birdcage aircraft package for FSX and P3D was developed by Aeroplane Heaven and is being distributed by Just Flight Software.  The information for this introduction was gathered from the product page, documentation and the airvectors.net website.  In 1938, the U.S. Navy Bureau of Aeronautics issued a request for proposals for a ship-borne fighter aircraft.  Vaught-Sikorsky (later Chance Vaught) answered the call with a proposed design powered by a 2,000 horsepower, twin-row, and 18-cylinder radial engine from Pratt & Whitney, known as the ‘Twin Wasp’, one of the most powerful aircraft engines of the period.  Such a large engine needed a big propeller to soak up this power, so the design featured a 4.06 meter (13 feet, 4 inches) three-blade variable-pitch constant-speed propeller designed by Hamilton Standard.  The big propeller posed a problem for the design team.  It dictated long landing gear so that the prop arc would clear the ground on take-offs and landings.  The problem with the long landing gear is that they tended to be too weak to tolerate the hard carrier landings.  The designers came up with a unique feature that everyone associates with the Corsair, the low-mounted, “inverted wing” or “cranked wing”.  With this type, the wings are bent down from the root and then back up to the tip, with the main gear mounted at the lowest point of the wing.  This arrangement also improved the pilot’s field of view and the right-angle connection between the wing and the fuselage improved aerodynamics.

    The first test flight of the prototype XF4U-1 was on May 20th 1940 with formal naval acceptance trials of XF4U-1 starting in February, 1941.  The initial Navy production order of 584 “F4U-1’s” was placed on June 30th 1941 and this type was given the name ‘Corsair”, which had been the name of several pre-war Chance Vaught aircraft.   The first production F4U-1 performed its initial flight on June 24th 1942 and the Navy received its first production Corsair on July 31, 1942 with carrier trials beginning on the USS Sangamon on Sept 24th 1942.  Getting the Corsair into service proved difficult.  The framed “birdcage” style canopy gave a poor field of view for deck taxiing, a serious concern given the serious damage the oversized propeller could do to anything that got in its way.  Even more serious, the aircraft had a tendency to “bounce” on touchdown, which could cause it to miss the arrestor hook and slam into the crash barrier, or even go out of control.  Despite this, production was going ahead anyway, with Vaught building 178 Corsairs by the end of 1942.

    These aircraft soon found their way to front line duty in the Pacific Theater, immediately flying combat missions in 1943 with the US Marines Corps based in the South Pacific Islands.  The Marine Corps saw the potential for this type of aircraft by its nature and was less intimidated then the Navy by the Corsair’s unpleasant features, seeing them more as a challenge and was willing to work out the bugs in parallel with production.  Although the Navy would come to accept the F4U, the Corsair would always be more of a Marine fighter aircraft than a Navy one.  The type was certified “ready for combat” at the end of 1942, though it was only qualified for operations at land bases until carrier qualification issues were worked out.  The US Navy did not get into combat with this aircraft until September, 1943, and in fact the British Royal Navy Fleet Air Arm (FAA) would qualify the Corsair for carrier operations first.  The first combat mission was carried out by VMF-124 on February 11, 1943.

    The most prominent marine squadron of Corsair pilots was VMF-214 led by major (later Colonel) Greg “Pappy” Boyington.  VMF-214 was called the “Black Sheep” because the pilots were gathered from other squadrons in the Pacific Theater.  VMF-214 racked up large scores against the Japanese in the South Pacific.  The Corsair served with great distinction throughout the remainder of World War II and later in the Korean conflict.  Later variants of the Corsair were employed by other international forces such as the French and Argentine navies, flying into the 1950’s and 1960’s.  Over 12,000 Corsairs were eventually built and many airworthy examples exist in private ownership.




    Wingspan: 41 Feet (40 feet for the British clipped wing B Model)

    Wing Area: 314 square feet

    Length: 33 feet, 4 inches

    Empty Weight: 8992 pounds (4074 kg.)

    Maximum Take-off weight: 12656 pounds, (5740 kg.)

    Power Plant: Pratt & Whitney R2800 18-Cylinder ‘Twin-Wasp’ radial engine, 2000hp

    Propeller: Hamilton Standard fixed-speed, variable-pitch, 13 feet, 1 inch diameter

    Maximum Speed: 417 MPH @ 19,900 feet

    Climb Rate: 3870 FPM

    Service Ceiling: 36900 Feet

    Maximum Range: 1015 Miles

    Fuel Capacity: 237 US Gallons – fuselage

    2x 62 US Gallons – wing tanks

    1 optional drop tank of 175 US Gallons

    Armament: 6x50 caliber machine guns

    1 x 1000 pound US Standard Bomb



    Product Features:

    High detail model featuring  fully functional virtual cockpit, intricate cowl flap mechanisms, oil cooler & intercooler doors, wing folding mechanics, tail hook, animated bomb & drop tank release and more.

    Additional external model that depicts the Royal Navy F4U-1B clipped-wing variant.

    Accurately modeled F4U-1 Corsair designed using real-world aircraft plans.

    Six Authentic Paint Schemes:

    Number 15 ‘Daphne C’ flown by Captain James N. Cupp of VMF-213, Munda Sept. 1943

    17-F-13 in the tri-color scheme as it appeared aboard the USS Bunker Hill with the US Navy VF-17 units in 1943.

    Number 576 ‘Marine’s Dream’, flown by Major Gordon of the ‘Flying Aces’ VMF-222, December 1943.

     Number 18 ‘Bubbles’ of VMF-124, flown by Lt. Bill Crowe.

    5A British Royal Navy F4U-1B with clipped wings.

    RNZAF NZ5201 recently restored and located in New Zealand.

    Numerous animations of various aircraft surfaces.

    High definition textures are used to produce the highest possible texture quality, and bump & specular mapping are used throughout the aircraft to reproduce a truly 3D fill.

    Accurate flight dynamics

    Authentic animated virtual cockpit with cockpit sounds such as switches, knobs and levers.

    In-game options: Special configuration window allows for seat height adjustment and view angles in the VC and the removal of the pilot from external view.

    PDF Operations Manual with flight guide and PSD paint kit.

    And More




    Installing Just Flight products are very easy but do require an active internet connection for activation.  After downloading the setup file, double-click to start the unlocking process.  This will open the activation page, simply enter your Just Flight account information and select “Login”.  Your purchase will be confirmed and the install process will start automatically.  This procedure is self-explanatory but I want to commend Just Flight for including a multiple installer for all of the current simulators on the market today, FSX, FSX: SE and the P3D versions.  I like this because many people own both simulators and this will save them some money and I appreciate when simulator add-on companies provide this wonderful feature for their customers.  Once activated and installed, Just Flight products can be removed and reinstalled as many times as you would like on the same system but if you purchase a new system or you replace your hard drive, simply download again and repeat the above process.  I already mentioned the nice Operations Manual that is included and it is nice that the Paint kit is also included as part of the install instead of being a separate download. 



    Virtual Cockpit

       Before starting the review process I decided to find some World War II era, South Pacific scenery to use as background.  I found a free scenery pack called “Solomon 1943 Version 2” of the South Pacific Solomon Islands during World War II.  It is available from http://www.sim-outhouse.com/sohforums/showthread.php?75393-Solomon-1943-V-2-FSX-P3D-open-beta-Feb-3 .  I was able to install the scenery into P3D without issue and it greatly adds to my review experience.  It does require that you manually add it to P3D, so be sure to read the instructions thoroughly.  I am now seated in the default VC View and as you can see from the first screen grab, only the top portion of the instrument panel is visible.  The default zoom level is .80 so if you want adjust this and or your eye positions for better views.  You always can use the simulator controls to perform these functions but Aeroplane Heaven provides a wonderful utility for adjusting your height or eye position in the cockpit or from an exterior view.

    This 2D Options view is the only 2D window included with this aircraft and is opened with Vehicle Instrument Panel menu in P3D V3.2 or Shift+1.  I will explain the other features of this utility later in the review.  The nice thing about the Options window versus using the simulator functions is that there is a “Reset” button to return to the default view.  Looking at the right side of the cockpit, there are electrical switches along with the map light, radios, arresting hook and canopy controls.  I love the amount of “wear” textures included in the cockpit.  Switch labeling is very easy to read and it is nice that there are sound effects associated with switch operation.  You are also rewarded with nice sound effects during the opening/closing of the canopy.  I adjust my eye position so that I can have a better view of the rear of the cockpit with the canopy open and am very satisfied with the three dimensional features and texture quality.  Looking down I get a good look at the Corsair seat with a 2D parachute (still looks pretty good) and the controls on both sides of the seat.  The oxygen metering valve is on the left and the emergency release bomb or drop tank controls is on the right.  Also visible here are the wing folding controls.  Resetting the view to look at the left side are the trim and engine controls along with the fuel tank, landing gear and at the lower left portion of the instrument panel, the flaps, carb heat and the magnetos.

    Looking forward and down I is a very nicely textured control stick and rudder pedals.  Moving up to the instrument panel, the default VC view provides a good view of the entire instrument panel and all are large enough to be easily readable.  The Operations Manual does a good job explaining the layout so I am not going to repeat it here but will concentrate on the extra cockpit features included with the Just Flight F4U-1 Corsair.












    Before commenting on these features I first want to zoom in close of a cockpit label and this label looks outstanding.  It is these small but realistic details that I look for with a premium flight simulator aircraft product.  To the right of this label is the control to toggle the gun site reticle and brightness control.  I reset the view in order to see the gun site in the simulator and I could not control the brightness level so maybe this feature is not simulated.  Below the Airspeed Indicator, Turn & Bank, Vertical Speed and the Outside Air Temperature gauges is a click spot to open the chart table and clicking on the table closes this table.  This looks great but I wish Aeroplane Heaven would have included some form of simulator feature when this is opened such as the ability to open the simulator map.

    Another feature that can be opened with a non-simulated switch on the electrical panel is the optional navigation radios.  An ADF radio, the localizer for instrument approaches, NDB/VOR gauge is located here and they are mounted underneath the chart table.  I am glad that these are included for modern cross country flights but I am also happy that they are an optional feature when you want to operate the Corsair as a historic warbird.  When opening the chart table, these move along with it though this looks like it would be uncomfortable for the real world Corsair pilot.  There are two alternate views, “Engine Controls” and “Cockpit Overview” but I probably will just adjust my views rather than using the overview of the cockpit.  Lastly, the instrument panel lighting looks very nice.















    Exterior Features:

    There are six different Corsairs included with the package, five Birdcage models and one SA British Royal Navy F4U-1B with the clipped wings.  For most of this section I am going to be using a Corsair that would have seen action in the South Pacific, No. 576 ‘Marines Dream’, flown by Major Gordon of the ‘Flying Aces’ VMF-222, in December 1943.  At the end of this section I will include spot views at various angles of the other Corsairs included with this package.  The Operations Manual makes a point of explaining that the developer decided to use exterior textures that reflected how hard the environment of the South Pacific was on these aircraft.

    I appreciate that Aeroplane Heaven did this for the realistic look but I wish they would have included one with textures of a Corsair that has been restored or a museum model.  Load the aircraft and placing it in ‘Spot’ view, I love the quality of the exterior textures.  I adjust the zoom level so that I can get a closer look of the entire Corsair.  A feature that I look for with premium aircraft is the ability to display or hide exterior ground objects as well as removing the pilot from the exterior views.  These are controlled with the Options window mentioned in the previous section.  The textures and the animation of the pilot are very nice.  Also from this screen grab, I can see the quality of the exterior textures such the pinup girl, the environmental textures and the engine cylinders.  To toggle the pilot simply flip the switch on the Options window and with the pilot removed I like the amount of cockpit detail that I can see from the exterior views.  I open the canopy to look at the cockpit from the outside and from this view I can see more of the impressive exterior features.  Everything is three dimensional and looks fantastic.  The external fuel tank or the bomb can also be toggled with the Options window.  From this viewpoint I can also see the detail of the gear assembly along with the harness for the drop tank or the bomb.  The drop tank or bomb can also be release in flight using the Options window which I will attempt to capture during the flight model review.

    There are six alternate angle views to allow for better close-up views of different areas of the Corsair exterior.  I will adjust the zoom level if needed for screen grabs.  The wing folding controls are located in the cockpit and with the wings folded; the exterior detail of this mechanism is impressive.  The wing folding animation is wonderful but oddly there is not much if any sound effect associated with this operation.  I could not get the flaps or the arrestor hook to operate while on the ground so I will capture screen grabs of the flaps and the arresting hook in the next section.  I probably am missing some procedure and will have to study some more about lowering the flaps and the arrestor hook.  Before moving on I am going to turn on all of the exterior lights and change the time to dusk.

    The Corsair includes plenty of exterior lighting controls.  There are three Recognition Lights (Red, Green & Orange), Landing light power & extend/retract switch, Section (power & brightness) and the Running or NAV lights (power & brightness).  The lighting features are very impressive but I could not get the landing lights to work on my system.  The final screen grab of this section is of the clipped wing British Royal Navy F4U-1B.





















    Flight Model

    The Operations Manual provides a basic guide for operating the F4U-1 ‘Birdcage’ Corsair.  The document provides some detail about the climb and cruise phases of flight which is nice but is awkward to read while trying to operate the Corsair for the first time.  Obviously, the Corsair does not have an autopilot so it is hard to fly and read at the same time.   I recommend placing the simulator on pause and then reading the manual to help get the most out of the simulation.  If this is the first time operating a World War II era warbird, I recommend reading this section several times until you understand what you are reading.

    There is an HTML checklist for you to print out or read from the aircraft kneepad in the cockpit but unfortunately Aeroplane Heaven created this document to be used alongside the Operations Manual with sections simply referring to the Operations Manual for optimal settings.  I am disappointed about this so I decided to create my own checklist with notes from the manual which is easier to grab and use in flight rather than using the Operations Manual.  If you want to do something similar, copy the text from the checklist to Notepad then add whatever notes that you would like.  Now it is time to get started.




    If you have never operated a warbird and/or tail wheeled aircraft on the ground, I suggest that you start on the active runway or at an airstrip without a lot of other static aircraft.  The Corsair has a nose high attitude and it is very difficult to see over the cowling when taxiing.  The recommended taxi procedure is to perform a series of S-turns to see where you are going or adjust your seat height to see over the cowling.  Similar to all aircraft, verify that the parking brake is applied.  I should also point out that when you first load one of the Corsairs, they do not open in a full cold-and- dark state, some switches are already turned on and some levers pushed in.  Turn on the Master Battery and Avionics switches and they have a nice sound effect associated with this action.  Push in the Carb Heat (Alt Air) lever, place the fuel tank selector to “Reserve” and turn on the Fuel Boost Pump switch.

    Some controls like the Fuel Tank selector require left and right mouse clicks to move the switch left or right, very easy but I wish the mouse wheel control was also an option.  The sound effects of the fuel pump is very nice but I recommend until you are comfortable starting the Corsair waiting to perform this procedure until just before engine start because on my system after several minutes without the engine starting, it would power itself off and I could not start the Corsair without loading the aircraft again. Later I discovered that the battery is draining when this pump is turned on and if you wait too long it will drain completely and shut down the electrical systems.  I do not know if this is realism or a bug but now that I know I try to be faster with engine starts.  I recommend reading the checklist several times until you are comfortable with this procedure.  Also because of a simulator issue, when the fuel pump is turned on, the Fuel Pressure gauge is supposed to read 17 pounds but it will remain at zero or a very low setting until moving the Mixture full forward to the Auto-Rich (both hardware and cockpit controls) position.

    I captured a close of view of the Mixture labeling because it is very hard to see from the default position but it easier just to remember to move it to the Auto-Rich setting.  Moving along, turn on the Master Ignition, which is very hard to see (use tool tips or adjust your position) and Magnetos to “Both”.  The Magneto switch requires a right-click to move right or the “Both” position and be careful if you accidently left-click and place them in the “Off” position, this action will also turn off the Master Ignition.  I know this because I learned the hard way and wondered why the Corsair would not start after following the checklist precisely.  Place the Supercharger (Blower) to the forward or “Neutral” position and open the Cowl Flaps 2/3.

    On my system I had the option between 62% or 70% so I chose 70 percent.  Unlike most general aviation aircraft where the propeller control is placed full forward or up for “Full” or “Max RPM” setting, with the Corsair this position is down.   The checklist says to place the Mixture control to the “Idle Rich” position but I could not see this so I just place it into the “Auto Rich” position which will be used later.  Flip the guard on the Start switch and if everything was performed correctly, the engine should start without issue and has some nice sound effects associated with this action.  These procedures are not all that complicated and most virtual pilots should not have any problems with the engine start procedures.  Idle the engine at 750RPM to warm up and the engine instruments are animated very nicely.  The final procedure before taxi is to make sure that the wings are lowered and locked.  Also, unlock the tail wheel for taxi if you are going to taxi to the active runway.  Missing from the Operations Manual and the checklist is any mention about exterior lighting so I turn on the exterior lighting now.  I have already commented about the taxi procedure and if you have not already done so, practice until you are comfortable.




    Now that I am at the active runway it is time to perform the Pre-takeoff procedures.  These are self-explanatory so I am not going to repeat them here other than to comment about a few of them.  First the Oil Cooler and Intercooler door levers are very close together and I sometimes had trouble controlling them because the tool tip mouse positions was slightly off so I would sometimes control the wrong lever by mistake so I had to carefully hold the mouse in the correct position.  Also the labeling is very hard to read from the default VC view but the closed position is at the top and open is at the bottom.  These levers also take some time learning to use properly but after some time they are really quite easy to use.

    The documentation does not explain this important operation but basically, left mouse click to unlock  and hold left mouse to open and right click to close, releasing where you would like them position.  The checklist says to use 6 degrees right rudder & right aileron wing down trim and 1 degree nose up elevator trim.  I will start with these settings and will adjust if it is too hard to control the Corsair with my controls.  I am not going to perform a carrier take-off but if you are the flap setting is 2/3 flaps but for land based airstrips, no flaps.  Similar to all aircraft it is time to perform the magneto check and thankfully this realistic procedure is simulated.  Also, I continue to monitor the instruments for any issues.




    The Operations Manual does a good job explaining the takeoff and climb procedures so I am going to do my best to summarize here.  Gradually add power and the Corsair should lift off at 45” Manifold Pressure and 2700 RPM but the document states that you can use 53.5” MP if needed.  Just past 45” MP I apply slight back pressure on my stick and the Corsair nicely lifts off of the runway.  I quickly decide that I am not going to use the recommended rudder & aileron trim settings because with my controls, the Corsair wants to constantly turn to the right.  I reduce these settings to zero and I am gladly willing to give up some realism for greater playability and enjoyment.

    If you I like flying with the most realism or have nicer hardware then I am using, the settings are there for your enjoyment.  At 110-120 knots raise the gear and this animation looks very nice in the simulator.  The Corsair climbs very nicely, it can climb at 3000 fpm at full military power but unless you want to drain fuel fast it is wise to start adjusting power and other settings to maintain performance as well as conserving fuel.  The recommended settings are as follows, after five minutes at full power, reduce to 43.5” MP & 2550 RPM, Blower at Neutral and keep the Mixture at Auto-rich.  With these settings they will still provide a very acceptable 2000 FPM at 125 knots airspeed.

    Engine failures are not simulated with this aircraft (other systems will provide warnings) and simulated fuel is free so if you want to fly unrealistically around the sky at full power, you can but if you like to fly as realistically as possible, follow the procedures.  My hardware controls are very sensitive and I have trouble getting these numbers exactly but I make do and even though I cannot get the exact performance numbers on my system, I still have terrific climb performance.

    To maintain performance past 8000 feet, throttle back to 39 – 40” MP, place the Blower into the “Low” position and increase power to 47.5” until 13500 feet.  Before I know it I am passing through 11500 feet.  The Corsair is a wonderfully fun aircraft to fly because it is very responsive to my control movements.






    As I am climbing I notice that the Carb Air Temperature warning light is illuminated so I will have to address this.  According to the Placard, it says “Shift to a Lower Blower Setting” which I have already done.  The Operations Manual explains to open the Intercooler Flaps fully and to reduce power.  As soon as I open the Intercooler, this warning light immediately extinguishes.  It also recommends keeping this at least half open in order to maintain safe Intake temperatures.  If you are planning to climb past 13500 feet, place the Blower into the “high” position and increase power to 48” MP.  The optimal setting is to try to maintain 135 knots until you reach your desired cruise altitude.  For this flight my cruise level is going to stay at 13500 feet.

    The documentation provides the procedures for maximum cruise but I am going to use the recommended cruise settings of “Auto-Lean” mixture, 2150 RPM and Blower “as required” which I will keep at the low setting.  Once I am at cruise it is time to select one of the wing fuel tanks and the left one is preferred because the left wing drops first in a stall so having less fuel helps.  Not mentioned, I close the Cowl Flaps and my trim control was very sensitive but I was able to stabilize the Corsair for level flight.  At the above power settings my airspeed is 155 knots at 14000 feet.  Now it is time to have some fun.  I am going to fly over the ocean so that I can simulate the bomb or external fuel tank drop.  I was not able to capture a view with the just released bomb but I am able to get a look at the impressive detail of the mechanism that holds the bomb or drop tank in place.

    The Corsair is a very fun aircraft to practice aerobatic or combat maneuvers.  Just make sure that you have plenty of altitude because the Corsair loses altitude rapidly if you are not careful.  The documentation was not kidding about the left wing drop during a stall.  The stall speed in the landing configuration is 77 knots and in a clean configuration, 85 knots.  The Corsair does not have a stall warning horn but rather a warning light that illuminates when approaching a stall.  During a landing configuration stall, there was a left wing dip but it was not anything that I could not recover from.  I had a more difficult time with “clean” stalls, the Corsair wanted to spin and I lost control a couple of times so I will have practice some more.  Now it is time to descend and setup my approach for landing.  The documentation explains the procedures for diving which I follow.  The only thing I am going to mention here is that you use the Dive Brake control to lower the main gear and follow the rest of procedures.  As I get closer to the airstrip, I decide to lower the tail hook so that I can capture a screen grab.  The landing procedures are as follows, canopy open and adjust seat height.  Aeroplane Heaven provides a keyboard shortcut for doing this but I could not see a difference in the cockpit but the pilot has changed position when viewed from the spot view.  I will probably simply adjust my view in the cockpit.  The approach procedures are self-explanatory and I did not have any issues with them.

    Approach speed is 110 knots and should be 90 knots when crossing the runway threshold.  Reduce speed to 80-90 knots and idle power for the main landing gear to touch down.  The flap setting for land based airstrips is 30 degrees and full for carrier landings.  Now this is a very important procedure, allow the tailwheel to settle on to the airstrip and do not apply brakes until all of the wheels are on the ground or you my perform the dreaded ground loop.  It took some practice but after some time I was able to land without issue.  I recommended practicing at an airstrip with a long runway.  I think the Aeroplane Heaven/Just Flight Corsair is pretty forgiving so most pilots should not have a problem should not have an issue operating and landing the Corsair.  A serious omission as far as I am concerned is that they did not provide shutdown procedures with the documentation.  I simply shut down all of the electrical systems and reverse the engine start and pre-start procedures to place the Corsair in a cold & dark and parked state.
















    The Corsair is only sold at Just Flight so this makes it not very accessible.  This product includes a multi-installer of FSX, Steam and the P3D products without having to purchase additional licenses so for me this makes up for the lack of other retail stores.  Another factor of accessibility as far as I am concerned is how forgiving is the flight model for simulator pilots that are new to this wonderful hobby.  I think the flight model & systems of the Just Flight Corsair are forgiving enough that pilots of all skill levels should not have any issues flying the Corsair.


    The Corsair package is priced at $29.99 USD which I consider a fair price for the amount of included aircraft and all of the simulators supported. 


    Ease of Installation

    Just Flight products are extremely easy to install with all that is required is your Just Flight account credentials for activation.  Also, there are no extra procedures that need to be performed if reinstalling to the same computer and it is equally easy if you buy a new system, just download the Corsair again and repeat the above procedure to activate on your new computer.

    Features & System Performance

    I will start with performance which is excellent in P3D.  I would not expect anything less from an aircraft with analog instruments.  The quality of all aircraft features (textures, sounds and animations) are excellent and I do not have any issues with them.  The flight model is also very good and should appeal to simulator users of all skill levels.  If you are an expert World War II warplane simulator pilot that expects as close to the real thing simulation, you probably will be disappointed because I believe the Just Flight F4U-1 ‘Birdcage’ Corsair has a more simplified system model than maybe what other developers would provide.  That being said, I think there are just enough realistic features to satisfy most simulator pilots.  The extra feature that is included with this aircraft is the wonderful 2D Options window which allows you to control your cockpit views, enable/disable exterior & ground features, remove the pilot and load & drop the bomb or the external fuel tank.  Yes, that is correct, even though this is not a combat simulator (no guns), Aeroplane Heaven allows you to drop a bomb in the simulator using the Options window.  What I like most about this utility is that you can reset to the default view with a click of a button.



    Final Thoughts

    I am going to keep this short.  Aeroplane Heaven/Just Flight F4U-1 ‘Birdcage’ Corsair is a wonderful aircraft that should satisfy simulator pilots of all skill levels.  Did I encounter any issues or possible bugs, maybe a few or possibly something I was doing wrong, but these did not ruin the experience for me and I had and will continue to have a lot of fun flying around the skies in this Corsair.


    Test System


    Computer Specs:

    Intel Desktop Computer

    Intel i5 4670K 3.4Ghz Non OC Processor

    8GB DDR3 1833 Memory

    2TB SATA HD (7200 RPM)

    NVIDIA GeForce GTX970 Video Card with 4GB GDDR5 Memory

    Logitech Extreme 3D Pro Joystick


    FSX: Steam Edition, Prepar3D Version 3

    Windows 7 – 64 Bit

    REX 4 Texture Direct with Soft Clouds

    Orbx HD Trees, Global, Vector, Europe Landclass & Multiple Regions

    FS Global 2010 FTX Compatible

    DX10 Scenery Fixer

    FSX Fair Weather Theme

    Flight Test Time:

    25 hours

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