FS2Crew PMDG NGX “Button Control” Tutorial. Flight The following is a very basic guide designed to help new FS2Crew NGX users. FS2Crew PMDG NGX “Voice Control” Tutorial Flight The following is a very basic guide designed to help new FS2Crew NGX users make . Just to be sure: For flows, checklists, etc I can use the manual for the Airbus X #pageid.
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As a general rule, a 3-Star rating indicates the product matches the best technology currently available in that genre. A 4-Star rating requires the product be good enough to reset that current notion of what is “best” and the rare 5-Star rating reserved for manjal exceptional products which mark a quantum leap in the thinking and technology of the genre.
FS2Crew NGX PMDG Mini Tutorial for FSX
Complete details of the rating system may be found here. It was a great plane to fly, but very complex, and I concluded the review by saying: Fs2Crew would suit it very well, because of the complexity of its full procedures, and having a virtual copilot would take some of the stress out of periods of heavy workload.
This is a not so subtle hint for you, Bryan! Well, I am glad to say that Bryan “took the hint”, and after what has been clearly a great deal of effort, he has produced an ATR 72 version of FS2Crew that surpasses the original for the PMDGreviewed hereand has been a pleasure to work with.
However, a word of warning. Just as the Flight 1 ATR is a difficult but rewarding aircraft to fly, likewise its FS2Crew companion is equally rewarding but difficult. There is a steep learning curve, but when that has been surmounted, the virtual pilot has a very competent and hard-working virtual co-pilot to help him with the high workload. Installation is by Mb download, and then purchase using the standard Flight 1 wrapper.
There is an optional Flight 1 Downloader Tool available that is useful if you get broken downloads from a bad connection. There are some other set-up actions that manuap need to perform, including setting up dedicated keys for you to communicate with FS2Crew. Documentation consists of a page manual. This differs in format from the original manual for the manuxl. Once it has dealt with the setup requirements, its format is more like a “first-flight tutorial” than a regular manual. Whilst this is useful for the initial flights, it can be more of a problem when you need to look something up.
To redress the balance, a gentleman called Markus Wichmann has developed a complete flowchart, in 3 languages, showing who does what, when, and in what order. A combination of the manual and the flowchart should get you through most situations and problems. If you do get into problems or need further advice, there is a user forum at the FS2Crew site, where responses to issues and questions are prompt.
Having said that, there do appear to have been very few real problems, which is a credit to the testing effort that has gone into the product.
However, let me fs2cree this point issue three words of warning: It operates within the Flight 1 ATR, which is itself also a complex product. If you have never used the plane before, make sure you can fly it properly, including switching all the switches, before touching FS2Crew.
Trying to learn both at the same time will simply blow your mind.
That way, all the program internals will be set correctly, and the rest is then up to you. Even if, like me, you are familiar with the PMDG version, expect to make 3 or 4 flights before you start to feel comfortable, with you in command of it rather than it being in command of you.
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My first flight with this product was like one of those nightmare days at work where you’re trying to understand some manual, and people keep ringing you up, giving you things to sign, and generally pestering you; I fell behind the whole sequence, pressed the wrong buttons at the wrong time, and got the whole thing in a complete twist.
However, once I mastered this version, it became my perfect servant, lightened my ATR pilot workload, and allowed me to enjoy the whole thing much more. FS2Crew simulates all those people that a real-life pilot normally interacts with.
There’s the Ground Crew, who do such things as bring you paperwork and de-ice you. There are the flight attendants who do such things as tell you when the cabin is ready and bring you cups of coffee.
And last but not least, there is your Flying Officer, who works most of the switches, runs through the checklists with you, and points out when you do something wrong. But don’t imagine he’ll do most of the work while you gaze out of the window. He’s a stickler for company procedures, and is rather humourless and pedantic.
However he does reduce your workload so that you, as the pilot, can do all the skilled stuff, like hold the controls, set the autopilot, and plan your descent. For those who are familiar with the PMDG product, that much will be familiar. However, there are some noticeable improvements to previous versions.
So you won’t see that tiny overhead panel suddenly appear in the corner of your screen; instead all you see are the actual switches and knobs themselves being pushed and twiddled. It therefore feels much less like an “add-on”, and more like an integral part of FS Mouse clicks now tend to be used for more specific, and novel, functions like looking at your pilot’s watch or fastening your seatbelt!
You can push the button to listen in to these, if you’re not otherwise busy. When you mqnual in the aircraft and start FS2Crew up, the doors are automatically opened for you, so you don’t need to worry about them. You get the aircraft powered-up, while your FO is outside doing the walk-round.
You also have time to think what you’re going to say in your Departure Fs2cre, such as the runway condition and whether you’ll use bleeds, and put that into one of the few dedicated pop-up panels.
Once you’ve radio’d the Company Office to tell them that the crew are on board, you turn your attention to programming the FMC, because that will provide numbers to FS2Crew that it will use elsewhere. The FO then appears, and if he reports any external faults, you have to radio Maintenance to get them to have a look. The Flight Attendant will then ask you to test the Intercom. If you press the “Intercom” button on the regular ATR communications panel, it brings up the Public Announcement panel, which lets you make all sorts of announcements to the passengers.
You then tell the Company Office that you are ready to load passengers. Shortly after, you are passed the Load Sheet. You can actually “sign” this in the appropriate spot, assuming that you set up your name in the Flight 1 ATR Configuration Manager!
Shortly after, your FO passes you the Fw2crew Data Card, with the real weather conditions, and takeoff speeds that you need to “bug” onto the Airspeed Indicator.
If you want to know how long you have to departure, all you need to do is look at the captain’s watch, that’ll tell you. You’ll also be doing the Final Cockpit Preparation Checklist at this time. Like all such checklists, you respond to your FO by pressing one of two keys that you’ve already assigned in advance. Where there are real values to be read back by either party, FS2Crew inserts these into the dialogue.
There is, unlike the PMDGno clicking on the screen, and the whole process is much more smooth and natural. Now things really get really busy.
The right engine is started, in Hotel mode engine running but propeller not turningso that the aircraft is providing its own power. In a short while you’ll be informed fs2cre all passengers are loaded, and you’re ready for the right engine to start turning its propeller, and to start the left engine.
There are all sorts of interactions at this point, as you call out the various stages of engine ignition. Finally you’re ready to taxi, and it’s assumed that, being a turbo-prop, you won’t be doing a pushback. As I said earlier, it takes some practice to stay ahead of events, but if you’ve got this far without a nervous breakdown, it does get easier thereafter.
Taxing and lining up involves more checklists, that are handled in the same way. Now you’re ready for take-off. At 70 knots, you regain control of the mxnual. Following rotation, there is the gear to be lifted, flaps to be raised, autopilot to be set, power management, lights and bleeds to be set. It’s a very busy time for both pilots, but the sequence of activities can be managed with simple keystrokes, once you know what to expect and what’s going to happen each time, and this does take some practice.
When you’re in the cruise, you can call for a cup of coffee, and perhaps enjoy a bit of canned chit-chat with your fellow pilot. Descent and the approach brings more checklists and things to do. Once you’re on the final approach, the workload maanual for both of you, setting radios, autopilot settings, flaps, etc, and more checklists involving one or both of you. Close to the runway, the FO calls out the height above the runway and, something I particularly appreciated, your pitch-up angle, to avoid any noisy and embarrassing tail-strike.
Once landed, there’s more work to do cleaning up the aircraft on the way to the parking spot, and then shutting everything down. That’s for fa2crew standard flight. Of course, there are variations in procedure for icing conditions, de-icing, go-arounds, and missed approaches!
So that’s FS2Crew for a flight from start-to-finish. Obviously, I have greatly simplified the whole thing. When you actually use it, you will discover the full wealth of detail that is in the product.
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As I say repeatedly, it does require a lot of effort up-front to learn it, to learn who is going to be doing what and when. However, when you’ve mastered it, then it does become your servant; your virtual FO takes a lot of the drudgery off your shoulders, allowing you to concentrate on the really important things and plan mznual. I did not notice any additional performance overhead from manuzl FS2Crew. I also found it to be completely reliable.
However it is important to set it up correctly in the first place and to follow the instructions for loading the ATR aircraft. It is also important to “keep ahead” of the whole process, not to delay running checklists or other important steps, otherwise it is possible for both FS2Crew and fs2drew to become confused and disorientated; however this is normally an “early flights” issue and not one that an experienced user will encounter.
FS2Crew have taken an already good product, and made it even better. I am delighted that Bryan “took the hint” all those months ago, and even more delighted that the LDS is his next project. All good aircraft deserve a version of FS2Crew, and I just hope that he can maintain fs2cerw progress with all those excellent products that are now appearing. As Miss Jean Brodie said in the movie of gs2crew same name, “For those who like that sort of thing, that is the sort of thing they like.
This certainly applies here. For the people who prefer a relatively simple passenger aircraft like the PMDGthen this is not the product for them; they will find it bureaucratic, time-consuming, restrictive and plain bossy.
But for those who enjoy the full cockpit management experience, with all manuao procedures, routines, checklists and interactions, it doesn’t get any better than this, they will be in seventh heaven. And for people who have tried the Flight 1 ATR, but perhaps found it too complex, here is a way to get someone into the right-hand-seat to help you out with the maunal, and maybe fs2xrew re-discover the joys of this beautiful aircraft.
Scoring this product is relatively simple. FS2Crew did that when it first appeared, and it “set the bar”. This ATR version, with its many enhancements, its seamless integration with the aircraft itself, and its greatly-refined user interface, means that it has just vaulted over its own same bar, and this new score is extremely well-deserved! Tell A Friend About this Review! Standard Disclaimer The review above is a subjective assessment of the product by the author. There is no connection between the producer and the reviewer, and we feel this review is unbiased and truly reflects the performance sf2crew the product in the simming environment.