Flight Sim 2000 Professional Edition
Microsoft uses the phrase "as real as it gets" to describe its popular flight simulator program, and the latest version indicates that the phrase is becoming an axiom. Before going much further, I should tell you about the potential for bias in any review of Flight Simulator 2000 by AOPA, particularly this AOPA editor.
To assure realism, Microsoft turned to the aviation industry — specifically AOPA, Jeppesen, and King Schools — before writing the latest version. (Let's not forget Bell Helicopter Textron, Bombardier Aerospace, Cessna Aircraft Company, and FlightSafety as well.) John and Martha King appear in the program, presenting a video introduction. Should any of the Flight Simulator 2000 fans actually want to become pilots, they should be delighted to discover that they have already entered the world of professional flight instruction. In fact, the Kings also sell a videotape for the Flight Simulator 2000 pilot, Cleared for takeoff with John and Martha King, that is available for $14.95 from King Schools. (Call 800/854-1001 or 858/541-2200 to buy the tape.)
Additionally, AOPA Pilot columnist Rod Machado serves as personal flight instructor to the Flight Simulator 2000 customer. It doesn't get any better than that.
There is also a section of the program devoted to AOPA. On its opening screen is a photo of a Learjet taken by AOPA Pilot's Mike Fizer. There are three articles from Pilot about aerobatic topics, all written by me. So you see, writing about Flight Simulator 2000 without bias is a bit of a challenge. Am I going to criticize magazine articles included in the program? As the British say, "Not bloody likely."
Did I mention that AOPA has a special Web site for Flight Simulator? See AOPA's Flight Simulator 2000 page on the AOPA Flight Training Web site ( http://flighttraining.aopa.org). AOPA obviously has strong ties to the product.
That said, I loaded the latest version for a test flight recently. Compared to earlier versions, the scenery is light years ahead. The jerkiness of motion in those earlier versions has disappeared. Safe landings of virtual airplanes are now a probability, not a possibility, for the new pilot.
The adventures, such as landing on an aircraft carrier and an actual gear-up landing, achieve new realism. For example, you'll hear the carrier air boss advise against landing because of the explosive ordnance and nuclear reactor on board. Finally he agrees to let you try. I actually made it on the first try and heard the air boss congratulate me — but I had landed long, and the airplane was slowly falling off the end of the ship into the sea.
The gear-up landing adventure featuring a Mooney (the instruction manual is quick to point out that Microsoft means no disrespect to the folks at Mooney Aircraft) starts with a low pass down the runway. You'll hear the tower advise that the gear is up, and then you have to come around and make a belly landing. Again, I was able to make a passable gear-up landing and heard congratulations from the tower.
The program is good enough to have impressed the U.S. Navy. Microsoft Flight Simulator is given to pilots in primary flight training and Navy ROTC units. The Navy says that students who use Flight Simulator achieve "significantly higher flight scores and fewer below-average and unsatisfactory flight scores" than those who don't.
Any criticisms? A few. The program has a feature allowing you to link directly to the Flight Simulator Web site ( www.microsoft.com/games/fs2000/). It worked well, but after leaving the Web site my computer crashed. The error manifested itself as a scrambled Windows desktop, a problem that was easily fixed. While running the program, I tried some maneuvers that the program does not specialize in. After takeoff from Chicago's Meigs Field, I spotted another aircraft randomly added to the airspace by Microsoft and flew formation with it. I also put the Cessna 182 through a loop and aileron roll. Flight Simulator handled the maneuvers without a problem. When flying the Extra 300S, however, I found the controls too sensitive, resulting in pilot-induced oscillations. As one of my articles in the program will explain, I have flown an Extra 300L, and the Microsoft control feel for the 300S is not as real as it gets. There are settings available in the program to desensitize the controls, but then it wouldn't be an aerobatic aircraft.
Is Flight Simulator an instrument platform? One of the companies Microsoft consulted was Jeppesen — another dose of realism. In the Pilot's Handbook you'll find SIMCharts by Jeppesen to use when practicing instrument approaches. I called up AOPA's home field, the Frederick (Maryland) Municipal Airport, and successfully made an ILS approach. For now, programs designed for instrument practice have the advantage, but those software publishers had better watch out. Microsoft is not far behind.
Although a less expensive version of Flight Simulator is available for those who just want to play, the professional edition was made for real pilots who want to use it as a training and proficiency aid. It has more aircraft, more cities, two IFR training panels, an expanded manual, and sample lessons from Cessna. It is available at most software stores and from King Schools. The street price is $79.95. System requirements are a 166-MHz Pentium processor or better, 32 MB of memory, 350 MB available on a hard disk drive, and an optional 3-D graphics card. For more information, see the Web site ( www.microsoft.com/games/fsim/). — Alton K. Marsh
Japan Radio Company Handheld Transceivers
Today's handheld transceivers have come a long way from the basic handheld radios that waited in a flight bag only to be used in an emergency or to pick up the occasional clearance. They pack a lot of punch into a package the size of some cellular telephones. With all of the features, however, some of the new handhelds can present a steep learning curve — something that you don't want when the radio needs to be used in an emergency. Thankfully, Japan Radio Company's new handheld transceivers for aviation, the JHP-520 nav/com and the JHP-500 com, are packed with useful features, yet are still easy to use.
The radios were designed by a pilot and contain handy features, such as an active/standby toggle switch like those found in modern panel-mounted com radios, so that you won't lose your last frequency. Want to hear the AWOS of an airport you are overflying while not missing a call from the current controller? The Dual Watch mode allows you to monitor two frequencies at the same time. Finally, the Instant Memory Write function allows you to easily store the displayed frequency just by pushing the IMW button. There is room for 100 channels in the JHP's memory.
We tested a JHP-520 and were able to perform basic functions right out of the box with no reference to the manual. This is the litmus test of any handheld to prove that in an emergency it doesn't require reference to the manual to figure out how to turn it on, enter a frequency, and begin communicating. Dedicated volume and squelch knobs and direct frequency entry on the keypad make it easy to get started. There is also a rotary knob to manually tune frequencies.
At most airports we were able to establish clear communications with clearance delivery from inside the airplane using just the standard flexible antenna. In flight, using an external antenna, we were able to maintain communications to about 25 miles from the site. Beyond 25 miles our transmissions were reported as "weak and barely readable." Using just the standard flexible antenna, we could communicate with a unicom 10 miles away from an altitude of 2,500 feet.
On the nav side, the JHP-520 features a CDI or a digital readout of the bearing to or radial from the station. The buttons are tiny, so changing radials using the knob can sometimes be easier than using the keypad. Both JHP radios come loaded with 10 weather channels.
Overall, the JHP-520 marries simple operation with a host of clever features to satisfy those who will use it for every flight or those who'll use it for emergencies or the occasional IFR clearance. Price for the JHP-500 com transceiver is $349, while the JHP-520 nav/com lists for $445. Edmo Distributors, located in Spokane, Washington, provides all warranty and technical support for the radios and can be reached for information at 800/235-3300 or on the Web ( www.edmo.com). Orders are processed through avionics dealers. — Peter A. Bedell
Briefly Noted
Century Flight Systems has introduced its new Triden series of autopilots. Triden autopilots use digital circuitry to process position and rate data independently of each other to combine the precision of an attitude-based autopilot with the smoothness of a rate-based autopilot. Certification and delivery dates are pending and the price has not yet been announced. AOPA has chosen the new Century Triden autopilot for installation in the Millennium Mooney Sweepstakes airplane and will report on its performance later in the project. For more information, contact Century at 940/325-2517, or visit the Web site ( www.centuryflight.com). — PAB
The Aviation Book Company has published Lessons from the Logbook by popular aviation author Ron Fowler. Fowler is well known for one of his early books, Making Perfect Landings, which helped thousands of pilots with their approach and landing techniques. Lessons from the Logbook is a collection of stories Fowler wrote for Plane and Pilot magazine. The articles cover all phases of flight, including recurrent training. Fowler, a gold-seal flight instructor with 12,600 hours of instructing, now devotes most of his time to writing. He was formerly a wildlife survey pilot and currently teaches at the university level. Lessons from the Logbook is available at pilot supply shops for $19.95. For information, call 800/423-2708, fax 206/763-3428, or visit the Web site ( www.aviationbook.com). — AKM
Sporty's Pilot Shop now offers towbars for Bellanca, Ercoupe, and Rockwell Commander 112/114 and Commander 114B/TC airplanes. The new towbars add to the extensive line of replacements that Sporty's sells for Cessna, Piper, Beech, Mooney, Grumman, and other airplanes. For information, call 513/735-9000 or order by calling 800/SPORTYS. — PAB
Yaesu has introduced the VXA-120 Aviator Pro II, which replaces the company's popular Aviator Pro handheld transceiver. The Pro II is smaller and lighter than the Pro and features a full keypad for direct frequency entry. For orders or information, contact All Points Distributing at 509/465-3660, or visit the Yaesu Web site ( www.yaesu.com). — PAB
Kosola and Associates and Davis Aviation Services have teamed up to offer heavy-duty engine mounts for most Cessna 180 and 182 airplanes equipped with Continental O-470, O-520, and O-550 engines. The replacement mounts are similar to those used in Cessna 185 floatplanes. Kosola claims that the setup will lower vibration and strengthen the firewall with larger shock mounts installed in the two aft positions. For more information, call Kosola at 800/456-7652 or 912/435-4119, or visit the Web site ( www.kosola.com). — PAB
Unless otherwise stated, products listed herein have not been evaluated by AOPA Pilot editors. AOPA assumes no responsibility for products or services listed or for claims or actions by manufacturers or vendors. However, members unable to get satisfaction regarding products listed should advise AOPA. To submit products for evaluation, contact: New Products Editor, AOPA Pilot , 421 Aviation Way, Frederick, Maryland 21701; telephone 301/695-2350. Links to all Web sites referenced in this issue can be found on AOPA Online ( www.aopa.org/pilot/links/links0006.shtml).
Related Articles
