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FlyJSim Boeing 732 TwinJet

Due to the length of the review, I decided to add a table of contents. It will give you a better overview at the beginning what chapters to expect and which of those have your upmost interest … that’s of course every chapter/section.

Table of Contents

The Simulated One
– Introduction
– Features
– Detailed exterior
– Superb interior
– System Simulated
– Other features

The 737 Classic
Installation
Documentation
Additional Features
The Plan
External Inspection
The Cockpit Impression
– Virtual Cabin
– 3D Cockpit

What’s Next?
The Flight Plan
Cockpit Preparations
Hold On …. first a short Flight Impression
The Planned Test Flight
What about X-Plane 11?
Summary

The Simulated One

Introduction
By the way …. did you know that the Boeing 737 Classic has many nicknames like Tin mouse, Maggot, Pocket Rocket Socket, FLUF (Fat Little Ugly F**cker), Light Twin, Baby Boeing, Fat Freddy, Guppy, Thunder Guppy, Yuppy Guppy and so on.

Anyway, writing a review of this product is fun, a lot of fun although it must be said that with the latest FlyJSim 737 update, there’s also an good competitor on the market. Unfortunately, I don’t own this IXEG mode, so for me there’s no way to compare this and even when I had it, I would not do it.

Back to what I had in mind, writing a review of this product is fun, especially when the product that has to be reviewed is an old-fashioned aircraft. Not that I don’t like to fly and/or review modern aircraft, but once and a while it’s fun seeing how old aircraft can become alive in the flight simulation world. The review deals with the FlyJSim 737 Classic, or at least, that’s how I call it. Jack from FlyJSim prefers to call it the “732 TwinJet” (version 1.1508.1036). For those who aren’t familiar with the term “732”; this means a Boeing 737-200 series.

Jack is known for his Dash 8 Q400 and the later modeled Boeing 727 Series. The Boeing 727 cockpit is, other than the aircraft having three engines, of the same fuselage and cockpit. No, the cockpits are not the same, but there’s a lot similar and for enthusiastic professional simmers, the 732 TwinJet offers Jack’s latest programming skills. Beside this, during my time as KLM technical instructor, I’ve been in Rome for almost a week where I instructed KLM ground engineers and mechanics about the JT8D engine and related systems on a Boeing 737-200. Not that KLM had B737 Classics, but for one of their customers arriving and departing from Rome.

But what has FlyJSim and Org to say about the 732 TwinJet?
According to Org “FlyJSim continues its Jet Age Airliner trend with the 732 Twinjet which is modeled off the Boeing 737-200adv, with JT8D-15A engines, and a Sperry 77 Autopilot. Developed during the 60s the 737 was made to complete for the short haul routes. This 737 is perfect who anyone who wants to learn navigation with analog instruments.”

Features:
• FlyJSim quality, including attention to detail and flight dynamics
• Realistic Sound engine provided by DreamEngine & Turbine Sound Studio sounds: Hear the JT8D roar down the runway as you take-off, hear the rumble of the thrust reversers on landing. All 3d positioned.
• Sounds throughout the cockpit, including switch, knobs, trim wheel, spoiler arm, and many more. All 3d Positioned for a real immersive experience.
• 3D CIVA INS panel in 3d cockpit for those who have purchased the CIVA add-on.
• Automated Pushback system.

Detailed exterior:
• Accurate replica of the 737-200adv – Using real measurements of all major components, expect to fly a 737 that looked just like the real thing.
• Detailed textures – panel details, rivets, reflections, and surface bumps, all added in to give you that extra bit of realism.
• Detailed animations – We animate each and every control surface to match real world figures.
• Wing flex
• Detailed lighting – landing, taxi, taxi turnoff, strobe beacon, navigation lights, and even the wing and logo lights have been added in using the real angles and widths of the real 737 lights.

Superb Interior:
• Detailed 3D cockpit – using real dimensions down to the size of the switches, the 3d cockpit is faithfully replicated.
• High resolution textures on panels – Text is crisp and clear to read.
• Detailed cockpit lighting – All cockpit lights are controllable. These include all indirect lighting on the panels, storm lights under the glare-shield, center console light to shine onto the throttles, dome light to illuminate the entire cockpit at night, and two map lights. Flying at night couldn’t be more fun. Each light also fades in and out giving the lighting an authentic feel.
• Intuitive cockpit manipulation – We have taken great care in setting up just how you interact with the switches, knobs, and levers in the cockpit . Dial in your headings, course, altitude, etc, with ease.
• Animations. Each switch, lever, knob, and handle is animated. Press to test functionality on announciators. Both map lights adjustable. Standby compass stowable.

Systems Simulated. Many custom systems have been coded to replicate the behavior of the real aircraft:
• Air system – Anti-Ice
• Autopilot(SP77) – Com/Nav radios
• Electrical – Fire protection
• Hydraulics – Fuel
• Warning systems
• Weather radar
• Realistic flight model
• Weight & Balance Manager
• Instrument Comparator
• GPWS – complete with test functionality.

Other features:
• Realistic flight model. With the experienced gained from previous aircraft, we have continued to refine our flight models and the 732 is our best yet. Improved ground handling over previous aircraft makes taxiing even easier
• Detailed manuals
• 6 liveries included
AerLingus, Air France, Aloha Airlines, KLM, Southwest, WestJet.

The 737 Classic

The Boeing 737 is a short- to medium-range twinjet narrow-body airliner. Originally developed as a shorter, lower-cost twin-engined airliner derived from Boeing’s 707 and 727, the 737 has developed into a family of nine passenger models with a capacity of 85 to 215 passengers. The 737 is Boeing’s only narrow-body airliner in production, with the -600, -700, -800 and -900ER variants currently being built. A re-engined and redesigned version, the 737 MAX, is set to debut in 2017.

The 737 series is the best-selling jet airliner in the history of aviation. The 737 has been continuously manufactured by Boeing since 1967 with 8,104 aircraft delivered and 3,931 orders yet to be fulfilled as of June 2014. 737 assembly is centered at the Boeing Renton Factory in Renton, Washington.

Boeing had been studying short-haul jet aircraft designs and wanted to produce another aircraft to supplement the 727 on short and thin routes. Preliminary design work began on May 11, 1964, and Boeing’s intense market research yielded plans for a 50- to 60-passenger airliner for routes 50 to 1,000 mi (80 to 1,609 km) long. Lufthansa became the launch customer on February 19, 1965, with an order for 21 aircraft, worth $67 million (1965, $190.28 million in 2008), after the airline received assurances from Boeing that the 737 project would not be canceled. Consultation with Lufthansa over the previous winter resulted in an increase in capacity to 100 seats.

On April 5, 1965, Boeing announced an order by United Airlines for 40 737s. United wanted a slightly larger airplane than the 737-100. So Boeing stretched the fuselage 91 centimeters (36 in) ahead of, and 102 cm (40 in) behind the wing. The longer version was designated 737-200, with the original short-body aircraft becoming the 737-100.

Courtesy of Airliners.Net

Detailed design work continued on both variants at the same time. Boeing was far behind its competitors when the 737 was launched, as rival aircraft BAC-111, Douglas DC-9, and Fokker F28 were already into flight certification. To expedite development, Boeing used 60% of the structure and systems of the existing 727, the most notable being the fuselage cross-section. This fuselage permitted six-abreast seating compared to the rival BAC-111 and DC-9’s five-abreast layout.

Design engineers decided to mount the nacelles directly to the underside of the wings to reduce the landing gear length and kept the engines low to the ground for easy ramp inspection and servicing. Many thickness variations for the engine attachment strut were tested in the wind tunnel and the most desirable shape for high speed was found to be one which was relatively thick, filling the narrow channels formed between the wing and the top of the nacelle, particularly on the outboard side.

Courtesy of AirlineReporter.Com

Originally, the span arrangement of the airfoil sections of the 737 wing was planned to be very similar to that of the 707 and 727, although somewhat thicker. However, a substantial improvement in drag at high Mach numbers was achieved by altering these sections near the nacelle. The engine chosen was the Pratt & Whitney JT8D-1 low-bypass ratio turbofan engine. With the wing-mounted engines, Boeing decided to mount the horizontal stabilizer on the fuselage rather than the T-tail style of the Boeing 727.

But there’s so much more to tell about the 737-200 series. When you have the time, I invite you to visit the dedicated Wikipedia link or have a look at Boeing Commercial B737-200 via this link. You could even have a look at the Airliners.Net page too.

Installation

The installation is simple and straightforward. Unzip the package and install the complete contents under Aircraft/Heavy Metal or, like I did, under Aircraft/Commercial Aviation, but other options are also possible like creating a dedicated FlyJSim folder under Heavy Metal.

Entirely up to You! And yes, I created myself the “Commercial Aviation” folder. Once you start X-Plane and load the aircraft, you’ve got the option to “online” or offline” activate the product. I went for the online activation procedure and after I entered the serial number, the product was activated. Easier isn’t possible!

The FlyJSim 732 TwinJet package comes with 6 liveries. These are:
– Aer Lingus (Ireland),
– Air France (from 1975),
– Aloha Airlines,
– KLM (Royal Dutch Airlines),
– Southwest,
– Westjet.

Documentation

In the 732 folder (the official extracted name of this package is _FJS_732_TwinJet_11602161042) you’ll find a sub folder named “_Manuals”. This folder contains three Acrobat files:
– 732_TwinJet_115081036_Update_Notes
– FJS_732_TwinJet__Checklist (self-explanatory)
– FJS_732_TwinJet__Manual
– FJS_732_TwinJet__Procedures
– FJS_732_TwinJet__Systems

I think it makes sense that the 732_TwinJet_115081036_Update_Notes document offers. This 2 page document is full with all the updates since the previous version thus all the improvements, fixes and new features.

The FJS_732_TwinJet__Manual consists of 17 pages and is a kind of overall manual that covers general parts of the aircraft like the installation, support, updates, views, menu’s, options, cockpit manipulations and more. Although this manual doesn’t cover any technical or operational details, it’s still informative and useful.

The FJS_732_TwinJet__Procedures manual is one of the complex manuals that are a “must” to read. You can decide to print it out, but remember, it’s 111 pages. This manual deals with everything that has to do with operational limits, normal procedures, supplementary procedures and adverse weather. Worth to highlight is the starting on page 14 of the “Amplified procedures”. See these pages as an extended checklist with actions to be taken and expected aircraft responses.

And finally you’ve got the FJS_732_TwinJet__Systems manual. Another large manual of 115 pages that covers the aircraft systems in full detail. There’s for each aircraft system a panel description and a system overview of how it works or how it should work. And yes, you should take some time to check this out, especially when you’re not familiar with old-fashioned aircraft systems.

Additional Features

On the LH side of the X-Plane screen you will find some semitransparent light blue FlyJSim 732 boxes. They are identified as “V card”, “WnB”, “Op” and “INS”.

The V (speeds) card automatically calculates for you the required speeds, EPR (Engine Pressure Ratio), N1 and other data needed for the takeoff and landing depending on the aircraft weight like ZFW and payload and environmental conditions.

The WnB (Weight and Balance) popup window allows you to control the aircraft weight by changing the passenger and cargo load as well as the amount of fuel. With these weight changes, automatically the aircraft CG (Center of Gravity) in percent MAC (Mean Aerodynamic Chord) is calculated and presented to you.

The Op (Options) pop up window allows you to modify aircraft situations like introducing a (by default) cold and dark configuration, or an aircraft configuration with the engines already running, hiding the yokes, weight not in Pounds but in Kilograms etc.

And finally, you can introduce for navigation purposes the CIVA INS (Inertial Navigation Unit). This piece of navigation equipment is not installed as standard in the 732 TwinJet because in the very beginning this aircraft pilots used for navigation only VOR/DME or VORTAC and ADF beacons. As you can see on the screenshot below, I didn’t install the CIVA INS and thus this control panel isn’t available. Compared to the updated FlyJSim 727 Series Study v2, there’s no option to choose for the X-FMC. But this doesn’t mean you can use the X-FMC. At the dedicated X-FMC CONFIG page you find the dedicated X-FMC file for the FlyJSim 732 or you can download the X-FMC FlyJSim 732 configuration file direct via this link. But what do you do without the X-FMC product, right? That said, here’s the like to the X-FMC download page that offers packages for Windows, Mac OS and Linux.

Any other aircraft features?

As highlighted in the FJS_732_TwinJet__Manual on page 16, the aircraft comes with a pushback function. This works fine for both the AUTO and MANUAL function, but it doesn’t offer an external pushback truck as you see with other developers. A matter of acceptation! By the way, for the AUTO pushback function you can tick “Show Ghost”. No no, this is not a ghost truck, it is according to the manual “this will show a ghost of your aircraft in its approximate position after auto pushback is complete allowing you to set the values just right for your gate.”

I had hoped that I was able to open/close the sliding windows via one of the options in the popup window, but those aren’t simulated. No simulation is either implemented to the pilot seats armrests. You could ask yourself what these two animations add to the model? To be honest, it was nice when it was animated, but it doesn’t add anything to the functionality of the 732 TwinJet.

The plan

Ok, here’s what I have in mind.
I do first my daily walk-around inspection as I did in the past as being a ground engineer. Next is a cabin and cockpit check including some tests and finally, I’ll try to fly, no, to master the FlyJSim 732 TwinJet. Hopefully I’ve seen then more than enough to offer you a thorough review.

And now, time for my thorough walk-around inspection.

External Inspection

From a short distance I can say nothing else other than a wonderful and accurate 3D modeled Boeing 737 Classic. This is the way “how” a typical 737-200 looks and many similarities are visible between the 737 Classic and the 727 Series. Starting my inspection at the nose section, I can clearly see the metal strips placed on the radome nose as well as the Aluminum skin plates. Further on, I can’t miss the pitot static tubes and the RAM AIR temp sensor.

Down below the simple, but accurate modeled nose landing gear (NLG), with the torque links at the back and the gorgeous looking nose wheels, and, not to forget, the take off light in front of the NLG with its mounting bracket. Using photo real material is great, as long as it’s of a high quality and that’s for sure the case with the tires and the wheel rim. They give the nose wheel assembly a realistic look from a distance and also during a close-up inspection.

Looking from this fuselage position, near the NLG to the left hand wing, and the dropped down Kreuger flaps and engines, I’m impressed by the way this 737 is made. The modeled 737-200 comes “lucky” with a weathered livery. This makes me very happy since these flying 737 Classics aircraft are far from new. But on the other hand, the engine cowling and thrust reversers of this Lingus livery are in my humble opinion a little too glossy.

The Aluminum becomes more and more dull after the years. By the way, these Pratt and Whitney JT8D engines were real masters in oil consumption, internally and externally. In other words, there was always oil leaking out of the engines cowlings and on the hot Aluminum thrust reverser halves. Ok, the thrust reverser halves stayed quite clean after investigating many Airliners.Net photos, but the Aluminum on the outside thus the cowling becomes dull.

Overall, the engines have the right shape to become a gorgeous JT8D model but I had hoped that the Aluminum wasn’t glossy as it is now.

Looking along the wing leading edge, I spot the very nice and accurately modeled wing tip. I like the wing tip glass cover very much. You really get the idea that there’s something behind it. In this case, you’ll see the colored navigation light units and a strobe light unit. And, almost forgotten, at the wing tip trailing edge, the white navigation light and some static dischargers. Very nice!

Via the wing trailing edge with lowered flaps, I can spot the Fowler flap system, the landing light and, belonging to a Fowler flap system, the flap track visible in the rear engine pylon. Before having a quick look to the MLG (Main Landing Gear), I can check the engine exhaust for any “possible” oil leaks.

The MLG and wheels are, same as I’ve seen at the NLG, of the same quality. The tires are accurately modeled, main wheel covers are installed on the outboard main wheel and a nicely modeled gear with fixed gear door.

When you’re not familiar with the 737 MLG doors; the 737 and even the latest 737NG, don’t have a movable gear door that closes off the MLG after it’s retracted. The only gear doors fitted on the 737 are the fixed doors on the outboard side of the landing gear strut. When the gear is fully retracted, the fixed strut door closes off everything except the main wheel tire. The wheel hub is covered by a cover and finally there’s a minimum of turbulence around the main gear strut and wheel assembly.

Further on, a quick look underneath the fuselage tells me that I’ve spotted a water drain mast and antenna.

While walking towards the aircraft tail, knowing that I can’t open/close the AFT passenger door, I’m neither less very happy with the overall look of the FlyJSim 732 tail. It’s gorgeous and it seems that nothing is forgotten. All tiny parts are modeled as well as the panels, wherever applicable, with screws.

What I personally like the most is the fuselage tail section with the horizontal and vertical stabilizers. All static dischargers are in place, the APU (Auxiliary Power Unit), with mounted above on the tail cone, the AFT white navigation light. When you’ve decided to buy the FlyJSim 732 TwinJet, you should have a look to the vertical stabilizer too. You will be surprised by the amount of tiny details that are included on the rudder and vertical stabilizer itself including the antenna.

I think that I’ve seen most of the modeled FlyJSim B732 TwinJet and I’m happy, as perhaps are many others, with the end result except then, as I mentioned before, for the absence of animated passenger and cargo doors.

And finally, some technical details about the used textures.
The fuselage is split into two parts besides a texture sheet for the engines and vertical fin, and one for the wing. Each texture sheet is 2K and when not zooming in too close, the look nice. But the overall aircraft textures and decals are, compared to other developers of a too low quality.

When you zoom in a little bit too close, lines and decals are blurry, the door operating handle is blurry at all and so on. OK, I am aware that the developer is much more interested in that the aircraft flies as real as it gets, that systems are modeled as close to real, but many simmers also like nice and sharp looking external model. This is not a judgment, just to let you know what to expect, right?

Wherever applicable, NML (Normal Mapping) files are included although I’ve seen at the small NLG doors rivets that are way too big. For those who aren’t familiar with NML files; they give the fuselage, wings, tail etc. under the right external lighting conditions a nice 3D effect when it comes to the rivets, screws and skin plates. Consequently, due to this the longerons and ribs become visible.

It’s for me impossible to tell you how many “user” paintings are already available at X-Plane.Org, but I can tell you, the list is “still” after these years growing daily!

Ok, are you ready for a cockpit impression?

The Cockpit Impression

Being a little bit disappointed about the external textures thus to make clear, not the 3D aircraft modeling since that looks great, I’ve very pleased with the modeled and gorgeous looking 3D cockpit.

Virtual Cabin
I can’t start this section with … entering the gorgeous developed 3D cockpit via the virtual cabin since there’s no virtual cabin modeled. I know that some simmers will be disappointed because they think that it should be included, while others are more interested in having a gorgeous 3D cockpit with as real as it gets simulated systems. A virtual cabin would be nice when it was included, but basically you bought this aircraft to fly with it and because you like the old-fashioned cockpit, but above all, how the aircraft systems are simulated and its flight characteristics.

Indeed, this FlyJSim 732 TwinJet doesn’t offer you an isle- or window seat in the virtual cabin and look to the outside world via a wing window or just a position in front of the wing. Instead, you get a wonderful jump seat in the cockpit. Who doesn’t want that?

3D Cockpit
So forget your virtual cabin feelings and enjoy, the gorgeous modeled 3D cockpit. It’s worth it! Ok, one note ….. the sliding windows aren’t animated nor are the pilot seat armrests. But instead you get ……… oh oh, I said it before … a highly realistic and authentic modeled 737-200 cockpit.

I think, but I’m not for 100 percent sure, that the cockpit panels and sidewalls, where applicable, are a mix between hand painted walls and photo real material. But there are two things that are photo real material and that’s the black WARNING placard on the sliding windows base and on the side overhead panel, the left/right red EMERGENCY ESCAPE ROPE text. And there’s a reason I highlight this since it was also wrong with the previous version. The black right hand sliding WARNING decal is placed mirror image as is the left hand red EMERGENCY ESCAPE ROPE text.

The modeled 737-200 is an old-fashioned cockpit that has no EFIS, ECAM, EICAS or FMS installed. The Auto Pilot is what I know from my younger years, a BASIC AP. Don’t expect a fancy MCP (Mode Control Panel). Instead, you get a simple, but efficient Auto Pilot, at least, for those days. When it comes to navigation or flying a route from A to B, you have to do that with the help of NDB beacons (ADF instrument) or better of course with a VOR/DME or VORTAC beacon.

Optionally you’ve got the possibility to link Phillip Munzel’s INS (Inertial Navigation System) to the FlyJSim 732 Twinjet, in the same way as it was done with the FlyJSim 727 Series, but the updated v2 727 Series does have the option via the “Options” icon to use for navigation the X-FMC FMS CDU, situated at the left-hand of the pedestal.

Perhaps, I’m not 100 percent sure, this isn’t possible with the 732 since the place where you would expect a CDU, it too small due to the presence of the ADF panel. On the other hand, you can easily install the X-FMC software and use the popup X-FMC CDU.

Back to the modeled 3D cockpit.
I’m impressed by the 3D modeling and the way the pedestal, sidewalls, ceiling, main instruments panel, overhead panel, seats and others are made. Some photo real textures in the 3D cockpit are blurry, like the circuit breaker panel pictures.

The circuit breakers aren’t 3D modeled, but also the cockpit door texture material isn’t of a high quality. Almost every cockpit/instrument panel has a weathered look and bits of paints are missing and dents and scratches are visible. Zooming-in on switches, indicators, knobs, windows, light bulbs etc. are making me happy. Each of the previously mentioned components are sharp from a distance, but they stay sharp when zooming-in on each individually. Ok, here some screenshots of my first impressions of the 3D cockpit.

As you can see for yourself, this FlyJSim 737-200 has the old-fashioned ADI (Attitude Directional Indicator) and HSI (Horizontal Situation Indicator) while the newer 737-300 and up offer the EADI and EHSI whereas the “E” stands for an electronic instrument instead of the old-fashioned “electrical driven synchro” with gyros which are modeled in the FlyJSim.

To me there’s nothing changed. I was impressed and the longer I look at these panels, the more impressed I become. The following screenshots represent the pedestal. Zooming-in on the Stabilizer scales, next of the FLAP scale and SPEEDBRAKE control, I find a gorgeous modeled scale and, not to forget, the text in the green band “TAKEOFF CG%MAC” which stays sharp.

And what do you think if zooming-in on the rear of the throttle section with the FUEL CUTOFF levers and the three fire handles with the plastic tape on it.

The same is applicable for the FWD and AFT overhead panel. It offers great modeling, sharp indicators, switches, knobs etc. and there’s also a lot of high quality photo real material used. I tested most of the switches and knobs and it seems to me that all are operative. For this I also checked the system description manual, but couldn’t find a switch or knob function that doesn’t have an output, but that’s for later during our cockpit preparations.

What’s Next?

Logically a test flight, but before doing so it would help when I offer you in advance information about my flight plan based on VOR/DME or VORTAC beacons. Further on, a cockpit preparation is also a part of my test flight.

The Flight Plan

Due to the fact that I live in Europe, I’ve decided to create an European flight plan. The flight plan is not based on a real flight, but a collection of my own decided VOR/DME beacons. The test flight departs from Nice Côte d’Azur Airport (LFMN) and arrives at Dublin Airport (EIDW).

The overall flight plan looks like this:
LFMNCNM (Cannes-Tanneron | 111.40) – DGN (Digne | 113.85) – MTL (Montelimar Ancone | 113.65) – TIS (Thiers | 117.50) – NEV (Nevers | 113.40) – ROU (Rouen Vallee de Seine | 116.80) – MID (Midhurst | 114.00) – BCN (Brecon | 117.45) – BAL (Baldonnel | 115.80) – WST (Weston | 114.70) – DAP (Dublin Collingstown| 111.20) – EIDW.

The necessary charts for these airport can be found via Fly-Sea.com. Easier is of course, the direct links to these airports:
LFMN
EIDW

All of the included beacons are VOR/DME and no VORTAC beacons are used/applicable. For those who are only familiar with VOR/DME beacons, a VORTAC is a navigational aid for aircraft pilots consisting of a co-located VHF omnidirectional range (VOR) beacon and a tactical air navigation system (TACAN) beacon.

As far as my knowledge goes, VORTAC beacons are only available in the USA. Both types of beacons provide pilots azimuth information, but the VOR system is generally used by civil aircraft and the TACAN system by military aircraft. However, the TACAN distance measuring equipment is also used for civil purposes because it is built to civil specifications. (Source WikipediA)

Cockpit Preparations

Although the package does come with a short checklist, instead I suggest that you use the “FJS_732_TwinJet__Procedures” manual, starting at page 14 “Amplified Procedures”. These pages give you a step-by-step procedure what and how to do and what to see.

Not only is the action to be taken written, but also where to look for and, if applicable, the anticipated system behavior change. From page 16 and on, you run into the “Preflight Procedure” for the co-pilot, although the captain can do this too. From page 27 you get the Captain’s preflight procedure. Personally I would suggest printing these pages since it’s easier than reading it from a screen. In real, pilots do the same; reading from a paper.

Unfortunately, the FlyJSim 732 TwinJet doesn’t include an “electronic checklist”, like I’ve seen with the FlyJSim 727 Series study v2. Perhaps this feature will be added later to the 732.

Follow the amplified procedures and you’ll see that it works perfectly. And perfect means that all that’s in the procedure list can be carried out on the modeled FlyJSim 732. Ok, a few items aren’t applicable, for example on page 15 the circuit breaker panels P6 and P18. As I mentioned before, these circuit breaker panels are just blurry images and have no functionality. Perhaps it was an idea to state in red that these items aren’t simulated.

But overall, I worked out all the procedure items through the “before taxi procedure”, and up to and including page 40. But when you’re new to this type of old-fashioned complex simulated aircraft, please try to read the system descriptions beforehand, since a lot is simulated. That said, just switching ON and OFF certain systems doesn’t work.

As I said before, the FlyJSim team have created complex and highly realistic aircraft systems behavior. Hold on, before you start with the amplified procedures, you first need to go to page 73 (Electrical Power Up) and apply electrical power to the aircraft. After this supplementary procedure you can return to page 14.

Hold On …. first a short Flight Impression

On Tuesday January 24th 2017, I made my first short test flight in and around EHAM (Amsterdam Schiphol Airport). The planned test flight was just to give me a first impression of the FlyJSim 737-200.

Parked at Schiphol East near hangar 11 and 12 which is for those who aren’t familiar with Schiphol, the maintenance area of KLM, Transavia and Martinair Holland, I performed my cockpit preparations as earlier discussed and decided to take off from runway 18L. To reach this runway I therefore had to taxi a long distance, but long distance or not, it’s a good moment to feel and see with my own eyes how this FlyJSim 732 taxies.

Via taxiways G5 – E1 – B – N2 and E6 I reached runway 18L. For this, I had to cross the runways 04/22 and 18L/36R. The moment the aircraft was rolling, I noticed a nice and realistic recorded sound in both the 3D cockpit as well as externally. Especially externally because then you hear the engine sound very well and, as far as I can remember, typical for the old-fashioned Pratt and Whitney JT8D-15 Series.

Taxiing the FlyJSim 732 is easy and as long as your taxi speed is not too high, making turns at those moments you have to is going well. It’s so easy, when lined up with the runway and apply full thrust, to forget reading the next part of the checklist and beyond, but please do. Remember, it’s an old-fashioned simulated aircraft and no fancy electronic co-pilot or other aircraft equipment is warning you for mistakes you make. Besides the 80 knots call out, V1 and Vrotate speeds, you have to do it all by yourself. Not a problem, but it is more than just enough to keep you awake!

To understand how it feels to fly the FlyJSim 732, I decide not to connect the Auto Pilot, but first fly the aircraft myself for a while by using the aircraft trim and I must say, that goes very well. Of course, you need to monitor the IAS constantly and as a golden rule, I kept it at 250 knots till FL100 and above this altitude at 300 knots.

While climbing out from EHAM, I retracted the gear and slowly retracted the flaps. Then I trimmed the aircraft and, as said before, monitored and adjusted the IAS. In the mean time, I had to follow the checklist and with a trimmed aircraft, that’s not too difficult.

The same as with many other reviewers, I don’t have an ATPL license for the real Boeing 737 Classic. I only hold a FAA PPL (flown the Cessna C152 and the C172) which is far from how a 737-200 flies. But the modeled flight characteristics give me the idea that the aircraft behavior represents a medium size aircraft that does respond to attitude changes, eventually. It takes a couple of seconds, perhaps that’s even too long, before an attitude change appears. Overall said, it feels to me quite realistic.

I mentioned this already before, the AP is what I call from my experience, a basic Auto Pilot. Ok, all the AP controls and FD (Flight Director) switches, knobs or levers are located on the glareshield, but I hardly can identify this as an MCP (Mode control Panel).

The glareshield is the place to ENGAGE the ELEVATOR (pitch) and AILERON (roll) channel. Further on, you need to set the FD, select ALT HOLD, set HDG SEL and other modes. Since the basic AP is really different then a modern Boeing MCP, I strongly advise you to read the modeled FlyJSim 732 AP first before using it. Some are perhaps quickly familiar with how to use it, others probably not.

Anyway, at approximately FL120 I decided to play around with the AP and therefore I engaged both the ELEV (pitch channel) and the AIL (roll channel) ENGAGE levers. Then I selected the ALT HOLD switch and finally the aircraft leveled off at an altitude of 12300 feet. Next I set my HDG bug at the heading I was flying and set the HDG switch to HDG SET. But don’t forget that you need to maintain our IAS by hand.

After a while I tuned for a VOR/DME beacon on the intended flight path and selected the rotary switch left of the HDG switch, to VOR/LOC. The HDG mode is automatically disengaged and the VOR mode (or NAV mode) is tracking.

Climbing with the AP connected and using a V/S (Vertical Speed) is of course also possible since V/S is one of the basic AP modes of operation. This is the way I did it: select the AP HOLD switch to OFF and rotate the yellow wing (aircraft symbol) model on the PITCH CMD knob slightly to up.

Let the aircraft stabilize with the intended vertical speed and when too high, turn the knob a little back or else put it a little further up. Consequently, the F/D and A/P ALT HLD annunciators above the altimeter turn from green to amber.

So far I’m quite impressed about the aicraft in the way it flies, the way you can control it during a manual flight or when you decide to use one of the Auto Pilot modes. The absence of an Auto Throttle and Auto Thrust system is typical for these old-fashioned aircraft. For my first impression, I decided to land on an ILS equipped runway.

You either do the approach by hand or you leave it up to the AUTO APP (automatic approach) thus via the Auto Pilot which follows the localizer and glideslope. Difficult? Not at all!

This concludes my first test flight impression and as said before, it’s now time to make my second planned flight from LFMN to EIDW.

Ready to join me on this flight?

The Planned Test Flight

I’ve parked my 737 at the apron, location 11, but I already know that I have to taxi to runway 04R. I again did the necessary cockpit preparations and I can tell you, after doing it a couple of times, the cockpit preparations go faster and faster. For those who don’t like modern aircraft with FMS on-board, they don’t have so many preparations to do except that you need to be familiar with your flight plan.

By the way, here’s the flight plan once more.
LFMNCNM (Cannes-Tanneron | 111.40) – DGN (Digne | 113.85) – MTL (Montelimar Ancone | 113.65) – TIS (Thiers | 117.50) – NEV (Nevers | 113.40) – ROU (Rouen Vallee de Seine | 116.80) – MID (Midhurst | 114.00) – BCN (Brecon | 117.45) – BAL (Baldonnel | 115.80) – WST (Weston | 114.70) – DAP (Dublin Collingstown| 111.20) – EIDW.

You can tune at least two VOR/DME beacons and if you wish, you can also add to this NDB beacons although I didn’t include these. After I’m done with all the preparations, it’s time to start the engines and, by the way, as I’m parked I don’t need a pushback. If you need a pushback, you can use the build-in pushback function.

I decide to get the yokes out of view, again, this is done via the “Op” popup window. I taxied via taxiways S, T, D, U to A1. When 04L is clear, I cross 04L and then via V to A33 to runway 04R. I mentioned this before, while outside of the aircraft with the keyboard combination “Shift + 4”, I’m really happy with the realistic noise that comes from the JT8D engines. And not only that, to me the different cockpit sounds are also authentic, in particular that of the instrument “synchro’s”.

I turn onto 04R, set the parking brakes for a moment, apply approximately 1.70 EPR (Engine Pressure ration) and then release the parking brake. According to the Vcard, I have a calculated max EPR of 215 and, with my current aircraft weights, a V1 of 139, Vr of 139 and a V2 of 143. But there’s not really a need to check the IAS constantly since there’s also an aural warning that tells you the V1, Vr and V2 speeds. At Vr, I gentle pull on the Saitek 52 Pro joystick and the aircraft lifts off and climbs gradually to my initial altitude of 6000 feet. One note for you; keep on monitoring your IAS!

Before you know, the IAS is way too high!

My initial climb follows the runway heading after I’ve made first a sharp right-hand turn. After that, I set for the right HDG so the bug on the HSI points in the right direction. Since there’s no active ATC, at a certain moment I decide to switch on the Auto Pilot in VOR/LOC and V/S mode. Although I had already entered for the next VOR/DME station, it seems that this is too far away in relation to my actual altitude.

Therefore it was better having some additional navigation means nearby. And yes, the FlyJSim 732 doesn’t have the possibility to use waypoints or fixes. And yes, of course you can try to connect to the FlyJSim the X-FMC or the UFMC or the INS. As I’ve mentioned before, I prefer to do it the old-fashioned way. You will see for yourself or you know that already based on your experience, when you’re at high altitudes, picking up VOR/DME beacons isn’t a problem.

The same with my flight. Till approximately FL160 picking up beacons farther away than normal is really a problem, but at my cruising altitude of FL280 it isn’t a problem anymore. Actually, the problem of not receiving a beacon was already gone at approximately FL180-FL200.

Anyway, there’s not much to do and it would be handy to have a chart of the route in front of you or you can use on your tablet or other PCV/Mac an online X-Plane Flight planner and thus having a chart near you or you can use for example the FSWidgets iGMapHD for Mac, Windows, Smartphones or tablets.

While the AP is bringing the FlyJSim 732 to the cruising altitude of FL280, you’ll need to monitor your IAS. I’ve said before, the aircraft doesn’t come with an Auto Throttle and/or Auto Thrust system. And yes, on the right hand side of the AP panel, you’ll find a Pitch Mode Selector (systems manual page 36 item 5). One position is identified as IAS, but this is only for the AP to maintain the bug speed indicated on the captain’s IAS while climbing or descending.

Anyway, when you feel comfortable with the AP connected in VS or in ALT HOLD mode, and flying from VOR to VOR, you can also try to switch to HDG mode. But before doing this, first set the HDG bug on the HSI at the heading you’re flying. When you switch then from VOR/LOC mode to HDG, the current heading will be maintained and no strange aircraft rolls appear during the switching.

The remainder of the flight isn’t spectacular. It’s just flying from VOR to the next VOR. And, good for new screenshots, it’s becoming dark outside. That said, I need to switch on all lighting rheostats on the pedestal, main instrument panels, side panels and the overhead panel. The overall cockpit lighting including the background instrument lighting is gorgeous!

I can’t find any other words for this! Just a quick look at the external model and then I think it’s time to make the necessary preparations for the approach and landing at EIDW runway 16.

Since there’s no FMS that calculates for me, such as the TOD (Top Of Descent), I have to do it myself. Many websites offer you “rules of thumb” for calculating the TOC (Top Of Climb) and TOD. I also printed STAR (Standard Terminal Arrival Route) BOSSS ONE ARRIVAL, but this works great when you have a FMS. In my case, I can only use VOR/DME, or NDB beacons with a little help from the XP10 MAP funtion.

Since I made an ILS landing during my first flight impression, I now tried to make a manual landing, of course with the help of the ILS 16 frequency. And honestly, it wasn’t easy. Although it was dark outside, I could only concentrate completely on that runway 16 I saw. But there’s a lot to do during a final approach, like keeping in mind the glide path, staying aligned with the runway localizer, maintaining the right IAS, and not forgetting to extend the FLAPS and of course the landing gear.

That said, the final approach was a new challenge mainly because of all the things you need to control and monitor. With an old-fashioned cockpit like this, you should have somebody next of you. But I finally made it and had a good landing.

By the way, talking about frame rates.
Yes, I’m also aware that the frame rates depend on so many “other” things than only XP10. Your PC or Mac specifications, your screen resolution and of course your XP10 rendering options. In addition , do you have frame rate consuming airports installed, and what about your clouds etc.? I used for example SkyMAXX Pro.

Long story short; with my iMac specifications, I’m pleased with the overall frame rates in conjunction with the FlyJSim B732 TwinJet. I had fairly good frame rates although they differ a lot between being on the ground and in flight. For my departure airport I used the LFMN from JustSim while for my arrival at EIDW, I used Aerosoft’s payware airport. In both cases there was a frame rate impact, in particular for LFMN, but not too much that flying isn’t possible anymore. In flight the frame rates are higher except when I approached the clouds.

Lets put it like this; frame rates vary between 25-45 in flight and around 20-25 on the ground. Again, that’s with my XP10 Rendering settings. When I lower the settings, I will get higher frame rates but that makes sense.

Overall not an easy flight which had nothing to do with the modeled FlyJSim 732 TwinJet. Perhaps it was just me having had to control a little more than I usually do.

This concludes my European flight impression. Did I cover entirely everything about this aircraft during this flight? No, for sure I missed a couple of things, but my overall impression is a gorgeous looking 3D cockpit that sounds and flies as real as it should be.

What about X-Plane 11?

As I also highlighted during my FlyJSim 727 review, X-Plane 11 is still beta, to be exactly public beta 9 (as of this writing on January 30rd), but how does this FlyJSim behaves with this new X-Plane version. You would say ……. when the FlyJSim 727 Series Study v2 is doing good although no guarantee is given, then the FlyJSim 737 Twinjet is doing fine too, right?

When it was so easy without knowing the status from the developer, I’ll try to find that out, but it must be said that the developer nor at the dedicated X-Plane.Org web page, there’s nothing mentioned at all that this aircraft is compatible with X-Plane 11. In other words, this section isn’t supported by the FlyJSim developers, it’s only a section to see what you can do with the 732, and if all systems function normally (as far as I can see and judge) and if you can fly with it.

I tell you now already that I can’t check every tiny part of the 732, which means that I do forget things or miss certain important parts. After all, we all (I can’t say it enough) need to wait till the developer has announced that the 732 TwinJet is official compatible with X-Plane 11, but before that happens, even more important, Laminar Research need to release X-Plane 11.

Now we know this, what do I see when I check and fly the FlyJSim with X-Plane 11 Public Beta 9. Taking off from LFMN and flying in the direction of the French Alps. I’ll just do a short flight impression to see if the aircraft does act normally.

When I follow the same procedure as I did with the aircraft using X-Plane 10.51, it looks to me that the aircraft functions quite well, but remember what I wrote before, it’s not confirmed by the developer that the aircraft is compatible with X-Plane 11.

Summary

Is there anything left for the summary? With such a long review it’s difficult to write something useful in the summary section, but let me give it a try.

When you want to know all about the 737-200 series with the help of the AMM (Aircraft Maintenance Manual), then I suggest that you use this link which gives you direct access to the official and complete AMM from Aerolineas Argentinas. Perhaps it’s also an idea to check out this link (http://wlstorage.net/file/boeing-737-maintenance-manual-2007.zip) although the provided FlyJSim 732 TwinJet manuals are already in my humble opinion complete. The link offers you the complete AMM of the Boeing 737-200. An AMM is not a FCOM. The AMM offers much more details on how systems work or how systems can be tested. It’s a matter what you like, but it’ always worth to check that link too.

After testing the FlyJSim 732 for many hours, I can only conclude that I’m a happy simmer. I only don’t understand why the aircraft liveries have a slightly weathered look while the engine cowling and in particular the engine reverser buckets are so shiny and that it not offers a dull Aluminum look and for the reverser buckets, a black look.

Anyway, it’s just a suggestion since it doesn’t break down the modeled aircraft. Some simmers would say why this review doesn’t compare or highlight the differences with the IXEG 737 Classic. First of all, the IXEG is not a -200 but a -300 series which is a far modern version of the 737 then the FlyJSim model. Since I don’t own the IXEG 737 Classic, it is difficult for me to compare.

Additional paintings are, as said before, available at the dedicated X-Plane.Org download site.

Did I cover everything?
I think I covered most of the FlyJSim 732 TwinJet, but for sure not all. On the other hand, I can recommend this Boeing 737-200 for X-Plane 10.51, made by FlyJSim for 200%. Ok, I’m aware that right now you can’t control the passenger doors and cargo holds, you won’t find a virtual cabin and some text in the cockpit is placed mirror image, that the external textures aren’t of the highest quality as can expected these days, seen with other developers, but other than these things, this is an awesome modeled aircraft. As far as I can judge, the modeled 3D cockpit is really a pleasure to sit in and to fly with. I’m not a real 737-200 pilot, but what I see and how the aircraft responds in flight, feels very good. During my flight to Dublin I had more then enough time to test the aircraft behaviour and oh man, that was really great.

You can grab your personal copy at the dedicated X-Plane.Org store page and when you’ve decided to go for it, a look at the FlyJSim website is always worth a quick look.Further on, here’s the “expanded feature list” link that was introduced with the updated model.

Feel free to contact me if you’ve got additional questions related to this impression. You can reach me via email Angelique.van.Campen@gmail.com or to Angelique@X-Plained.com.

With Greetings,
Angelique van Campen

 

 

Add-on: Freeware / Payware FlyJSim Boeing 732 TwinJet
Publisher | Developer: X-Plane.Org | FlyJSim
Description: Realistic rendition of Boeing 737-200 Classic
Software Source / Size: Download / Approximately 402.5MB (unzipped)
Reviewed by: Angelique van Campen
Published: January 31st 2017
Hardware specifications: - iMac 27″ 3.5Ghz Late 2013
- Intel i7 3.5Ghz / 3.9Ghz during Boost Mode
- NVIDIA GeForce GTX 780M 4096 MB
- 32 GB 1600 MHz DDR3
- 1 internal 1TB SSD (Sierra 10.12.3)
- 3 external 1TB SSDs
- Saitek Pro Flight System
Software specifications: - Sierra (10.12.3) | El Capitan (10.11.4)
- Windows 10 Professional
- X-Plane 10.51c | X-Plane 10.51m | X-Plane 11 pb9

2 Comments

  1. glennchambers

    This will only get beter once the v2 is out. Jack streams his development progress on Twitch quite regularly. It is good fun to watch him create all the 3D stuff. Twitch name flyingjackal.

    https://www.twitch.tv/flyingjackal

    Reply

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