01-08-2005, 11:13 PM
I have monitored the board here since the product first hit the market, purchased and am using the product since introduction. I run a
pretty robust setup, duel monitors, horizontal span and fly the 767 Level D, PMDG 737-800 and ATR72-500, exclusively from VC. I have
used FSP on all of the flights. I can not emphasize the realism that this product has added to the flight sim experience and I have been
into realism since the early flight sims on the commodor 128 (come a long ways).
I am a commercial rating trained pilot by avocation in real life, so if I am going to fly, I want the feeling all the way from selecting my flight
from the airlines real life traffic board and routing, to sophisticated FMCs, to photo real scenery . . . . FSP has added that final sense of
reality that is literally captivating, that is, short of the seat of the pants, motion seat.
I have experienced engine out on take off in the ATR turbo prop and a window blow out in the 76 at FL260. Talk about the sense of being
there and suddenly, it isn't a dive to the deck because there are, at least the sense of, real lives at stake.
Aside from the failures and emergencies, which there have been but 3 in the 50 hours of "real time" flying in FSP, I have thoroughly
appreciated the realism this product adds from the moment you pre-flight (cold&dark) cockpit, the checklist flows, the pushback, taxi roll,
take off, climb out, cruise, descent, approach, landing and taxi to the gate.
Just to give those debating simmers out there a sense of a FSP flight, (off line- MSFS ATC), it goes like this; I use actual airline (Delta)
schedule (Ultimate Airlines). A simmed flight DL849 KSLC to KPDX, departure 8:40 pm arriving KPDX 9:21 PM PST local. Pre-flight
arrival to the cockpit at 8:05 PM, to ensure enough time for boarding and prior to pushback flows.
All support programs loaded at 8:05 PM, including FDC, AS5, RealTime and FS Separation. It;s time for printing flight plan from MSFS,
enroute weather from AS5. At 8:08 I fire up FSP start flight, load fuel, passengers and freight, then print the load sheet and start the
boarding. During the boarding the pre-flight flows are initiated in FDC, which fully loaded takes about 6 minutes, then it is time for coffee
while I wait for the final passenger boarding.
Well, the attendant lets me know all passengers are aboard and while having coffee I have fired up the APU and disconnected the
external air from the 76. The attendant starts the announcements and I start the prior to push back checks and disconnect the external
power. My second officer informs the cabin that we are about to button up the ship as I close the cargo doors and boarding door and
inform the crew to prepare for pushback. It's 8:40 and the doors are closed. I call the ground handler to let him know that we are cleared
for pushback and engine start, set the distance, direction, release parking brake and cabin attendant informs passengers the door is
closed and prepare for cross check.
It's 8:43 and we are pushing back as I start number 2 and call for taxi clearance. Two fires up as the ground handler informs me to set
parking brakes, two stabilizes, and my FO starts number 1. As the GH wishes me a good flight, one stabilizes and I begin the after start
check list, APU bleed off, hydralics set, . . . then my FO announces that we have been cleared to taxi and lets the passengers know that
we should be number one or two for departure.
Ok, brakes off, slight power to engines and we start the taxi roll, cleared to the left and cleared to the right, flaps 15, set. As we roll out to
RW34R the cabin announcements start. It's a nice smooth taxi on a partial cloudy Sunday evening, sun's setting in the west as we
approach the runway and the FO lets everyone aboard know that we are number two for take off. I call out the standard take off briefing,
ICOA B, noise abatement procedures, etc.
Number one for takeoff, take off clearance obtained, as we start the before take off checklist, APU off, taxi lights off, strobes, landing
lights, transponder TA/RA and I inform the crew to prepare for take off as we roll onto the runway
As I hold the toe brakes, I throttle up to 70% N1 and we begin the takeoff roll, engage the auto throttle and off we go, 80 knots, 120,
140, rotate. As we lift off and I adjust the trim for a smooth 2500 FPM ascent, straight out, I look over to see my passenger status, happy,
liked the ground music and we are off as I climb thru 400 AGL and kick in the auto pilot, 1000 feet, slight level off, engage LNAV and
conduct the after take off checks. Well, there we are, wheels up right on plan.
Nice sunset as we bank to line up on the flight plan and the city lights are pretty amazing at this hour, (especially with the Utimate Terrain
USA). As we climb out to our ATC cleared, 13,000, my first officer lets me know that I have passed 10,000 and I turn off the landing lights,
ping the crew and call for the climb checks. I hesitate to set the VNAV, as I always do, to avoid the over speed penalty under 10,000 (230
IAS set), I continue the VS set at 2,200 FPM as we are cleared by ATC to climb to FL250. What the heck, we'll keep the climb out smooth
and start serving drinks, and, if we are really nice we'll have enough time to send the carts around later.
So, some potent drinks, that'll get them smiling and maybe they'll appreciate my flying a bit better, yep, a + 2, "Alcohol makes them
happy." As we pass FL250 and cleared to FL320, my FO announces that we will soon be reaching our cruising altitude and please sit
back and enjoy their flight.
Some 20 minutes after T.O. we reach our cruise altitude of FL350. The passengers are being fed some sandwiches, afterall, it is after
9:00 PM local, can't imagine them wanting a steak right now. The flight plan calls for about 1:30 minutes enroute, so time to set back
and catch up with the co-pilot, find a diet drink in the fridge and scan the panels, just incase FSP decides to throw me an in-flight
challenge. Autopilot is set to LNAV/VNAV and it is smooth flying, time to tune out ATC, set the chatter to enroute and relax, a bit..
Passing over Pendleton, Oregon we prepare our set up for descent, I call ATC for clearance to descend out of FL350 for 15,000, reset the
MCP and let the LNAV take the initial descent. My FO lets the passengers know that we will be turning on the seatbelts incase of
turbulence on descent and asks them to return to their seats. At about FL250 the FSP attendant comes on line to inform the passengers
that I have turned on the seatbelt signs. Descending below 18,000, FSP reminds me of passing transition altitude and my co-pilot resets
the altimeter. Time to start the descent checks, seat belts on, loose objects, altimeters set, speed bugs set, etc.
We are now about 80 miles out of Portland and still on FMC course when ATC informs us to turn to heading 185 and descend to 11,000.
So now things start getting busy as usual, especially since I chose ATC vectors instead of a preplanned Transition/RW approach. We
are cleared for RW28R. Time to set up the FMC, dial in RW28R, press the LSK for 28R, Press the LSK for the radio tune ILS and set the
flaps speed target at 144 with 30 degrees flap for landing.
A lot of traffic in the area as I overhear ATC vectoring other flights in and around KPDX. This is where I hope my FS AI Separation program
works, I hate go arounds and with FSReal Traffic running, it is pretty busy and pretty real to life. Passing 15,000, I begin to lower the MCP
speed to 260 and prepare to feather back slowling before my FSP co-pilot tells me I am descending below 10,000.
I have a few minutes on the latest vector so I dial in the FMC page to check distance and ETA. Looks pretty good, will have about 8
minutes to taxi and I want to get the bonus, but better than that, I want to hit the gate at 9:21, spot on. Looking good.
Portland looks pretty good out the cockpit, sun going down over the Columbia River and street lamps lit up under only a few low hanging
clouds that look incredibly real in AS5 running 512 textures.
After some vectoring and a descent below 10,000 at 240 knots, we are cleared to turn for final line up for RW28R at 3,000 and turned
over to tower. I slow the bird down to 170 as my co pilot puts in flaps 1 and 5, announces localizer alive as I set the MCP to LOC and let it
grab the beam. The plane smoothly begins the turn onto the localizer, I love how this LDS 767 handles, My co-pilot announces "localizer
captured" and I wait for the glide slope to begin to move off the top line. Glide slope alive, is announced, MCP set to APP, as I set the
throttle back to Flaps30 speed and lower landing gear, as my co-pilot quickly follows with flaps, 20, 25, 30.
Well, while a bit bumpy, my FSP passengers are still 100%, I suppose it may have been the second round of drinks : ), before descent.
Ok, time for Approach Checks, auto pilot, set, auto throttle, set, seatbelts, on, landing lights, on, flaps 30, landing gear, down, cabin,
informed.
I relax for a moment trusting the 76 auto pilot since I have the LOC/VS green lights, and white lights for Flare and Rollout as the Autoland3
clicks in, but never too sure, I remind myself as I slide up to the controls and test the manual over ride switch for auto throttle and auto
pilot. Now there's just time enought for one last 180 across the glareshield to take in the beauty of approaching city and airport scenery
before the tower calls my "cleared to land" about 4 miles out. It's time for hands-on the controls for back up, hmmm, but tonight the
autoland system seems to be holding the approach nicely : 0
The approach is smooth and on ETA crossing the RW beam as the callouts continue, 500, 400, 300, minimums, minimums, 100, 50,
40 . . . I gently keep the aelirons trimed as I hear the 10 called out and let the bird gently settle on the runway. My FDC co-pilot
immediately sets the reverse thrust, pulls in the spoilers and calls out the speeds. At 60 knots I ensure the reverse is off and listen to the
tower ask me to exit at the next turn off.
FSP is still telling me I have a happy crowd as my FSP attendand reminds everyone to keep their seats until we reach the gate. I turn off
at the next high speed ramp and listen to the brakes grind, thanks to FSP as I turn off the strobes, landing lights, transponder start the
APU and set the taxi lights. Thanks to my FDC co-pilot that quickly calls for the after landing checks, I contact ground for taxi to the gate,
while confirming his checks.
Great I can take a relaxed taxi to the gates as I see that I am going to reach the gate on time. I can hear the airport gate personnel
announcing our arrival on my other PC running Ultimate Airlines, quite nice to hear and see the gate announcements and reader board.
We arrive at our gate as I hear my FDC attendant announce "Attendants, prepare for gate arrival". I hold the brakes while I turn off the
engine start switches, set the parking brake, turn off the cabin signs and hear the FSP attendant announce our arrival and later our door
open announcement, it's 9:21 PM : ) how bout that?
As the passengers begin their 5 minute debarking, I run the after parking checks, window heat, off, pumps, off . . . .
Now the anticipation, I have to wait for the clock to run down to see how I performed, and always hoping the MSFS doesn't suddenly
crash, came too far for that.
Two minutes and counting, one, then seconds . . .as my FSP attendant informs me that all passengers have left the aircraft, YES!
FSP Menu, Start, End Flight . . . you can guess the results, great flight, happy customers, . . . and, most of all, a landing at less than 150
FPM (Kiss) rating, as all you FSPer's know).
Great Product Dan and Team!!!!!
RIG:
GW 550GR
3.2 MHZ
1.5 Gig
BFG Nividia 7800 OC, 256
Dual Viewsonic Wide Screens
Saitek X52
FDC
Active Camera
Active Sky 5.0
FS AI Separation
LDS 767-300 ER
PMDG 737-800
ATR72-500
FS2 Crew
Ultimate Terrain, USA
FSNav, Traffic
pretty robust setup, duel monitors, horizontal span and fly the 767 Level D, PMDG 737-800 and ATR72-500, exclusively from VC. I have
used FSP on all of the flights. I can not emphasize the realism that this product has added to the flight sim experience and I have been
into realism since the early flight sims on the commodor 128 (come a long ways).
I am a commercial rating trained pilot by avocation in real life, so if I am going to fly, I want the feeling all the way from selecting my flight
from the airlines real life traffic board and routing, to sophisticated FMCs, to photo real scenery . . . . FSP has added that final sense of
reality that is literally captivating, that is, short of the seat of the pants, motion seat.
I have experienced engine out on take off in the ATR turbo prop and a window blow out in the 76 at FL260. Talk about the sense of being
there and suddenly, it isn't a dive to the deck because there are, at least the sense of, real lives at stake.
Aside from the failures and emergencies, which there have been but 3 in the 50 hours of "real time" flying in FSP, I have thoroughly
appreciated the realism this product adds from the moment you pre-flight (cold&dark) cockpit, the checklist flows, the pushback, taxi roll,
take off, climb out, cruise, descent, approach, landing and taxi to the gate.
Just to give those debating simmers out there a sense of a FSP flight, (off line- MSFS ATC), it goes like this; I use actual airline (Delta)
schedule (Ultimate Airlines). A simmed flight DL849 KSLC to KPDX, departure 8:40 pm arriving KPDX 9:21 PM PST local. Pre-flight
arrival to the cockpit at 8:05 PM, to ensure enough time for boarding and prior to pushback flows.
All support programs loaded at 8:05 PM, including FDC, AS5, RealTime and FS Separation. It;s time for printing flight plan from MSFS,
enroute weather from AS5. At 8:08 I fire up FSP start flight, load fuel, passengers and freight, then print the load sheet and start the
boarding. During the boarding the pre-flight flows are initiated in FDC, which fully loaded takes about 6 minutes, then it is time for coffee
while I wait for the final passenger boarding.
Well, the attendant lets me know all passengers are aboard and while having coffee I have fired up the APU and disconnected the
external air from the 76. The attendant starts the announcements and I start the prior to push back checks and disconnect the external
power. My second officer informs the cabin that we are about to button up the ship as I close the cargo doors and boarding door and
inform the crew to prepare for pushback. It's 8:40 and the doors are closed. I call the ground handler to let him know that we are cleared
for pushback and engine start, set the distance, direction, release parking brake and cabin attendant informs passengers the door is
closed and prepare for cross check.
It's 8:43 and we are pushing back as I start number 2 and call for taxi clearance. Two fires up as the ground handler informs me to set
parking brakes, two stabilizes, and my FO starts number 1. As the GH wishes me a good flight, one stabilizes and I begin the after start
check list, APU bleed off, hydralics set, . . . then my FO announces that we have been cleared to taxi and lets the passengers know that
we should be number one or two for departure.
Ok, brakes off, slight power to engines and we start the taxi roll, cleared to the left and cleared to the right, flaps 15, set. As we roll out to
RW34R the cabin announcements start. It's a nice smooth taxi on a partial cloudy Sunday evening, sun's setting in the west as we
approach the runway and the FO lets everyone aboard know that we are number two for take off. I call out the standard take off briefing,
ICOA B, noise abatement procedures, etc.
Number one for takeoff, take off clearance obtained, as we start the before take off checklist, APU off, taxi lights off, strobes, landing
lights, transponder TA/RA and I inform the crew to prepare for take off as we roll onto the runway
As I hold the toe brakes, I throttle up to 70% N1 and we begin the takeoff roll, engage the auto throttle and off we go, 80 knots, 120,
140, rotate. As we lift off and I adjust the trim for a smooth 2500 FPM ascent, straight out, I look over to see my passenger status, happy,
liked the ground music and we are off as I climb thru 400 AGL and kick in the auto pilot, 1000 feet, slight level off, engage LNAV and
conduct the after take off checks. Well, there we are, wheels up right on plan.
Nice sunset as we bank to line up on the flight plan and the city lights are pretty amazing at this hour, (especially with the Utimate Terrain
USA). As we climb out to our ATC cleared, 13,000, my first officer lets me know that I have passed 10,000 and I turn off the landing lights,
ping the crew and call for the climb checks. I hesitate to set the VNAV, as I always do, to avoid the over speed penalty under 10,000 (230
IAS set), I continue the VS set at 2,200 FPM as we are cleared by ATC to climb to FL250. What the heck, we'll keep the climb out smooth
and start serving drinks, and, if we are really nice we'll have enough time to send the carts around later.
So, some potent drinks, that'll get them smiling and maybe they'll appreciate my flying a bit better, yep, a + 2, "Alcohol makes them
happy." As we pass FL250 and cleared to FL320, my FO announces that we will soon be reaching our cruising altitude and please sit
back and enjoy their flight.
Some 20 minutes after T.O. we reach our cruise altitude of FL350. The passengers are being fed some sandwiches, afterall, it is after
9:00 PM local, can't imagine them wanting a steak right now. The flight plan calls for about 1:30 minutes enroute, so time to set back
and catch up with the co-pilot, find a diet drink in the fridge and scan the panels, just incase FSP decides to throw me an in-flight
challenge. Autopilot is set to LNAV/VNAV and it is smooth flying, time to tune out ATC, set the chatter to enroute and relax, a bit..
Passing over Pendleton, Oregon we prepare our set up for descent, I call ATC for clearance to descend out of FL350 for 15,000, reset the
MCP and let the LNAV take the initial descent. My FO lets the passengers know that we will be turning on the seatbelts incase of
turbulence on descent and asks them to return to their seats. At about FL250 the FSP attendant comes on line to inform the passengers
that I have turned on the seatbelt signs. Descending below 18,000, FSP reminds me of passing transition altitude and my co-pilot resets
the altimeter. Time to start the descent checks, seat belts on, loose objects, altimeters set, speed bugs set, etc.
We are now about 80 miles out of Portland and still on FMC course when ATC informs us to turn to heading 185 and descend to 11,000.
So now things start getting busy as usual, especially since I chose ATC vectors instead of a preplanned Transition/RW approach. We
are cleared for RW28R. Time to set up the FMC, dial in RW28R, press the LSK for 28R, Press the LSK for the radio tune ILS and set the
flaps speed target at 144 with 30 degrees flap for landing.
A lot of traffic in the area as I overhear ATC vectoring other flights in and around KPDX. This is where I hope my FS AI Separation program
works, I hate go arounds and with FSReal Traffic running, it is pretty busy and pretty real to life. Passing 15,000, I begin to lower the MCP
speed to 260 and prepare to feather back slowling before my FSP co-pilot tells me I am descending below 10,000.
I have a few minutes on the latest vector so I dial in the FMC page to check distance and ETA. Looks pretty good, will have about 8
minutes to taxi and I want to get the bonus, but better than that, I want to hit the gate at 9:21, spot on. Looking good.
Portland looks pretty good out the cockpit, sun going down over the Columbia River and street lamps lit up under only a few low hanging
clouds that look incredibly real in AS5 running 512 textures.
After some vectoring and a descent below 10,000 at 240 knots, we are cleared to turn for final line up for RW28R at 3,000 and turned
over to tower. I slow the bird down to 170 as my co pilot puts in flaps 1 and 5, announces localizer alive as I set the MCP to LOC and let it
grab the beam. The plane smoothly begins the turn onto the localizer, I love how this LDS 767 handles, My co-pilot announces "localizer
captured" and I wait for the glide slope to begin to move off the top line. Glide slope alive, is announced, MCP set to APP, as I set the
throttle back to Flaps30 speed and lower landing gear, as my co-pilot quickly follows with flaps, 20, 25, 30.
Well, while a bit bumpy, my FSP passengers are still 100%, I suppose it may have been the second round of drinks : ), before descent.
Ok, time for Approach Checks, auto pilot, set, auto throttle, set, seatbelts, on, landing lights, on, flaps 30, landing gear, down, cabin,
informed.
I relax for a moment trusting the 76 auto pilot since I have the LOC/VS green lights, and white lights for Flare and Rollout as the Autoland3
clicks in, but never too sure, I remind myself as I slide up to the controls and test the manual over ride switch for auto throttle and auto
pilot. Now there's just time enought for one last 180 across the glareshield to take in the beauty of approaching city and airport scenery
before the tower calls my "cleared to land" about 4 miles out. It's time for hands-on the controls for back up, hmmm, but tonight the
autoland system seems to be holding the approach nicely : 0
The approach is smooth and on ETA crossing the RW beam as the callouts continue, 500, 400, 300, minimums, minimums, 100, 50,
40 . . . I gently keep the aelirons trimed as I hear the 10 called out and let the bird gently settle on the runway. My FDC co-pilot
immediately sets the reverse thrust, pulls in the spoilers and calls out the speeds. At 60 knots I ensure the reverse is off and listen to the
tower ask me to exit at the next turn off.
FSP is still telling me I have a happy crowd as my FSP attendand reminds everyone to keep their seats until we reach the gate. I turn off
at the next high speed ramp and listen to the brakes grind, thanks to FSP as I turn off the strobes, landing lights, transponder start the
APU and set the taxi lights. Thanks to my FDC co-pilot that quickly calls for the after landing checks, I contact ground for taxi to the gate,
while confirming his checks.
Great I can take a relaxed taxi to the gates as I see that I am going to reach the gate on time. I can hear the airport gate personnel
announcing our arrival on my other PC running Ultimate Airlines, quite nice to hear and see the gate announcements and reader board.
We arrive at our gate as I hear my FDC attendant announce "Attendants, prepare for gate arrival". I hold the brakes while I turn off the
engine start switches, set the parking brake, turn off the cabin signs and hear the FSP attendant announce our arrival and later our door
open announcement, it's 9:21 PM : ) how bout that?
As the passengers begin their 5 minute debarking, I run the after parking checks, window heat, off, pumps, off . . . .
Now the anticipation, I have to wait for the clock to run down to see how I performed, and always hoping the MSFS doesn't suddenly
crash, came too far for that.
Two minutes and counting, one, then seconds . . .as my FSP attendant informs me that all passengers have left the aircraft, YES!
FSP Menu, Start, End Flight . . . you can guess the results, great flight, happy customers, . . . and, most of all, a landing at less than 150
FPM (Kiss) rating, as all you FSPer's know).
Great Product Dan and Team!!!!!
RIG:
GW 550GR
3.2 MHZ
1.5 Gig
BFG Nividia 7800 OC, 256
Dual Viewsonic Wide Screens
Saitek X52
FDC
Active Camera
Active Sky 5.0
FS AI Separation
LDS 767-300 ER
PMDG 737-800
ATR72-500
FS2 Crew
Ultimate Terrain, USA
FSNav, Traffic
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. Im giving Dan a huge round of applause for his time, to make me feel better about
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