Product Review: VR Aircraft Co. 7XX Throttle Quadrant

I received my VR throttle in the mail a few weeks ago. This is the most important and expensive piece in my sim build. From the time I ordered to the time it arrived was about 2 weeks. You leave a deposit to reserve a throttle and when it's finished you pay the balance and shipping and they ship it out.

It looked great in the pics on the VR website. I called customer support a few times and had all my questions answered before I bought the throttle. I am extremely apprehensive about spending $800 not having first examined what I was buying. It took a great leap of faith on my part to buy this site unseen.

The quadrant arrived and I ran to get a knife to open this thing up. Opening the box I smelled what turned out to be fresh paint. I pulled the throttle quadrant out of the box and the throttle knobs were still tacky with paint. It looked like they were painted with a paintbrush by a kid in a kindergarten art class and not allowed to properly dry. One of the reverser knobs was loose and fell off. The bolt used to hold it on was too short and the nut had one thread attaching it. I was upset to put it mildly. The quadrant looked great, and first impression was that it was engineered well despite the problems.

I noticed that the knobs on my throttle were different than in the pictures I had seen. The knobs pictured on the website and these were different in material and size. The website pic also shows metal throttle levers which were not present on my throttle.

The throttle quadrant is made almost entirely from polycarbonate plastic which is more flexible than I would have liked. Without the aluminum plate sandwiched in the throttle lever there is not as much rigidity as I would like to have. It was explained to me that the aluminum throttle lever was only for those who ordered the auto throttle option which I did not. It would have been nice to have made a note on the website that this would be omitted from models without auto throttles.

Whenever you move a lever it is polycarbonate rubbing on polycarbonate. It makes a squeaky cheap sound and doesn't provide for the smoothest movement. It would have been nice to have seen some type of lubrication used to make things smoother and quieter. Polycarbonate cracks very easily. This throttle is delicate and is not a toy. Care needs to be taken when handling it.

Assigning functions to each control on the throttle quadrant using the instructions and the utility included with Vista was very easy. It took about 10 minutes.

You will need to buy a USB cord to connect the throttle to your computer as it is not included. Vista recognized it immediately and loaded drivers. The USB port is located on the bottom of the quadrant so you will need to mount this on something you can drill a hole in to pass the USB cord through to reach the quadrants USB port. I imagine most people are going to build a home cockpit so this shouldn't be an issue.

Using a quadrant like this adds tremendously to the realism and sim experience. The quadrant resembles a 757/767/777 quadrant and has controls for stabilizer trim, spoilers, throttles, reversers, flaps, stab trim cutout switches, fuel cutoff switches, TO/GA switches and an optional parking brake switch with LED light which I opted for.

Something that wasn't explained to me was that the switches do not operate normally. Up is not "on" and down is not "off". The switches need to be moved through one cycle of up and then down in order to move the switch on the flight sim screen. So sometimes up is on and sometimes down is on. This is true for the parking brake and the start levers. The thrust reversers are either "open" in MCT reverse or "stowed" there is no way to modulate reverse thrust. It seems it's a software issue there is no working around as it was explained to me. This is moderately annoying and wished this would have been explained to me as well before I bought it. Maybe this was my ignorance.

I had to call VR a few times for the throttle knob issue and for technical questions when setting up the throttle. I had no problem reaching someone when I needed to and my e-mails were answered quickly.

My replacement knobs were sent out to me and arrived quickly. It was explained to me that they were not happy with the knobs they sent in the first place. I'm not really sure why they sent them. The replacements were better, but still not the ones in the VR website pictures. I am still pursuing an answer to the question as to why the knobs were changed. I would prefer to have the ones on their website.

I understand that a product like this isn't mass produced like something from Saitek or CH. Injection molding components isn't an option. Using more aluminum in the construction would have made this unaffordable for me. So I am willing to accept some issues and make compromises. Overall I am happy with the throttle so far. Time will tell if this quadrant ages gracefully or falls apart. If it breaks easily it won't be worth any price. It's going to get a lot of use.

Comming Soon: PMDG Jetstream 41 For FSX

PMDG has posted to it's website some additional pics of it's upcomming release of the J41. it looks like this will be the benchmark of detail in a virtual cockpit. Airframe icing is modeled which I think is a first. I'm not a big fan of turboprops, but I am definetly looking foward to flying this plane. I'm looking foward to it's release.

Product Review: CH Rudder Pedals

I ordered a set of CH rudder pedals which I received today. I had never seen these before except in pictures. They looked better than the Saitek pedals so I pulled the trigger and bought a set.

The pedals are well built and look great. They feel sturdy and look like they will easily hold up to use. The pedals connect via USB and Vista 64 recognized them and installed drivers automatically. Plug and play.

I wasn't happy with the angle of the pedals. It looked like an unnatural vertical seating position would be required to rest my feet flat on the pedals which is how they were designed. It was hard to get into a comfortable seating position where my feet were flat on the pedals.

I also wasn't happy with the pedal feel when pushed. They offer no resistance which is needed to accurately model an aircrafts pedals. The Saitek pedals have adjustable resistance. These have none. The brakes have no feel to them either and are very light. In a real aircraft as in a car as you apply the brakes the pedal meets hydraulic resistance so you can gauge where you are in the pedal travel by the amount of resistance felt. Due to the lack of resistance the brakes are difficult to modulate.

When flying an airplane you put your heels on the floor and control the rudders with the balls of your feet. CH designed the pedal with a heel cup which doesn't allow you to rest your heels on the floor or use the balls of your feet. I will be looking into modifying the pedals by cutting the heel cups off with a Dremel so I can rest my heels on the ground. Without your heels on the floor it is hard to be accurate with the rudder.

These pedals were not designed by anyone with any time flying airplanes. They are disappointing but the disappointment doesn't hurt that bad for the $92 they sell for on Amazon. For the casual simmer who never flew a plane they will be fine but for a simmer looking for realism I would look elsewhere for a set of rudder pedals but expect to pay a lot more money.

Product Review: FSDreamteam LAS Vegas Scenery

I bought this scenery the other day and love it as Ido all the FSDT airports. This adds to my growing network of FSDT airports. In addition to LAS I also have JFK, FLL, and ORD. HNL should be out soon and will give me a nice network or airports around the US to fly the PMDG 747. Watch the video and HD and enlarge it to full screen.

Flying Tip

Flying tip of the day. Never throw a switch or open a valve without looking for and confirming a corresponding action associated with the switch has taken place. An example.... switching on wing or engine anti ice will show a corresponding drop in EPR due to the bleed air loss. Check your EPR gauge when throwing the switch to confirm the valve has opened. A valve in trasit light or a vlave open light may be associated with a switch as well. Always check the corresponding light has illuminated. Electrically powered items will show an increase in electrical load. Never operate a fuel valve when switching tanks or crossfeeding without looking at the fuel pressure/flow gauge. If you notice a drop in fuel pressure you may be able to switch the fuel valve back to the previous tank before a loss of power has occured. If I see a pilot in the simulator throw a switch without looking for a proper response I fail that item every time.

This tip applies to every switch/lever/valve in the cockpit. Don't perform an action without looking for an appropriate response. It will pay off one day. It's saved me on a few occasions.

Aircraft Operations: Reduced Power Takeoff

Reduced power takeoffs reduce wear on the engine by reducing the exhaust gas temperature. More fuel is burned durng a reduced power takeoff since the engine remains at TO power longer than at full power, but is less stressful on the engine. Reduced power takeoffs also allow normal acceleration rate, and normal climbout body angle when the plane is lightly loaded. The Captain is the final authority as to the use of reduced power. Reduced power should not be used if any one the following conditions are present.

1) If the runway is contaminated with snow, slush or standing water
2) If you are taking off with a tailwind
3) Wing anti ice is used
4) Visibility is less than 1 mi
5) If there is a crosswind greater than 10 kts
6) The first flight of the day
7) If reduced TO power is less than climb power use climb power as the min TO power setting

Aircraft Operations: Takeoff Procedures

Why is it that the approach and landing get's all the attention when it comes to making Youtube video's. The approach and landing is the money shot of aviation clips. What glory is bestowed upon one who can execute an ILS approach. Most people unless they have flown large aircraft believe that you just push the power up, pull the nose up and begin to climb away from the earth making big trees into little trees. Just pull back and look out the window at the passing scenery. Well I have news for you mi amigo. The takeoff is just as prodcedural and intense as an approach and landing. I am using the PMDG 747 here, but this information is largely generic and applies to any large aircraft.

We're going to start our discussion of takeoff procedures from the point where tower calls and tells you to take the active runway and hold. The FMC has all it's data entered. Checklists have been completed.

Upon being cleared into position on the active runway you want to turn on your landing lights and visually confirm the runway is clear and no one is approaching the runway from either end. Yes... people land the wrong way. A simple "clear left", "clear right" will suffice. Roll into position on the centerline and the first thing to check is that my heading indicator and compass are corresponding with the runway heading. My heading bug should be set to the initial course given in my clearance. Usually it's "fly runway heading" so the bug should be set accordingly. I hold my brakes and wait for tower to clear me for takeoff. I scan over the mode control panel one last time and check my engine instruments, flap handle position and TO stab setting. I also take a quick look at my pedestal and overhead panel. Everything looks good.

After receiving takeoff clearance I stand up the throttles to the 12 o'clock position and wait for 4 spooled and stable engines. If an engine parameter looks off I will abort the takeoff. If everything is OK I either engage the autothrottle which automatically advances the thrust levers and sets TO power according to the FMC's calculations or I advance the throttles to TO power manually. The NFP will confirm TO power is set.

With foward pressure on the yoke to assure we have nosewheel steering as we accelerate down the runway the first thing I am looking for is that my airspeed indicator comes alive. A failure of either the FO's or captains airspeed indicator is a reason to abort. The first callout from the NFP will be 80 knots. I will check that my airspeed indicator is in agreement. If all is still good I continue with the takeoff roll continually referencing my engine instruments, my centerline, and my airspeed indicator making sure we have no signs of an engine failure as I can abort before we reach V1 which is our takeoff decision speed. V1 is the airspeed at which we are going flying unless the captain has serious doubts the plane will become airborne and remain airborne. V1 is the speed at which you can stop on the runway remaining using maimum wheel braking, spoilers to stop the airplane. Reverse thrust can and should be used, but it is not a factor in calculating the decision speed.

Upon reaching V1 hands are removed from the throttles. The abort option has ended. Whatever happens now you are talking it up with you and will deal with it there. If we lose an engine after v1 there will be no action taken until 1000' AGL except to silence a bell. By not touching anything until 1000' we remove the chance of shutting down the wrong engine. The failing engine may still be producing reduced power. Any power is good power! We will take any power this engine can produce during this extremely critical phase of flight even if it means further damage to the engine. We need to get to 1000' AGL.

The NFP calls out VR this is the point in the takeoff roll we rotate the aircraft to the climb attitude and begin to climb away from the runway. The next visual cue we are looking for is a positive rateof climb on our VSI. With the VSI showing a rate of climb we retract the landing gear. Next we focus our attention to the airspeed and attitude indicator. We are looking for the correct nose up angle for the corresponding climb speed which is set in the MCP and shows up as a bug on our air speed indicator. The V2 plus 10 kts speed set here is 180 knots and we pitch for it. V2 is the speed we want to fly if we lose an engine on takeoff. We fly V2 +10 if all engines are operating. This gives us a buffer of 10 knots in case we do lose an engine. We will have time to identify and correct for the engine failure so as not to drop our airspeed below V2.

We climb out at approximately 10 degrees nose up and 180 knots until we reach 1000' which is our acceleration height. Lighter weights and our climb angle will be greater. It is at this point we want to lower the nose and begin accelerating towards our minimum manouvering speed in clean configuration (flaps up) the minimum manouvering speeds for each flaps setting are shown on the 747's airspeed tape. As you accelerate past these airspeeds we retract the flaps incrimentally until we are clean. Below 10,000 feet we want to maintain our airspeed below 250kts per FAA regs. In the 747 sometimes we are so heavy we need to break this speed limit since our minimum manouvering speed clean is higher than 250kts. When the flaps are up we can set climb power and complete the after takeoff flow and climb checklist. landing lights remain on below 10,000'. Altimeter setting changes to 29.92 after passing 18,000' as we are now in clas A airspace.

And you thought takeoff was something anybody could accomplish. You've see it on Youtube a million times. But you have yet to see it done right!

Here's a clip of a full power takeoff. Visibility was 1mi so a reduced power T/O wasn't an option. Watch it in full screen to see the instruments.

Product Review: PMDG Boeing 747-400X For FSX

I have some very limited experience in the real world flying the 747. When I was about 7 years old I was on a PanAm 747-100 flight and my dad had brought me up to the cockpit to have a look around. Even at this point in my young life I new I wanted to be a pilot. Even then. My dad told the crew that when I grew up I was going to be a pilot. Little did anyone know that day that I would. Dreams often die hard. I was invited by the co-pilot to push a button on the panel and froze in 7 year old fear that I would push the wrong button and doom the aircraft. I was terrified and quickly ran to hide behind my father as 7yo do. For another 22 years that was my experience with the 747.

I had the opportunity a few years ago to get a few hours in the 747-200 simulator down in MIA I was just getting out of a sim session in the 727 and an FO flying support for a FE's training session in the 747 was a no show so I was invited in for a 4 hours of flying in the right seat. So I do have some idea of what a 747 should feel like.

Every pilot aspires to fly a 747. It's the pinnacle of ones career. It's the place where old, grey haired, experienced pilots go before they die. Undoubtedly this is currently Boeings flagship and hasbeen for the last 39 years and will be in the foreseable future. The 747 is what everyone pictures when you mention the word Boeing. If you tell people you fly a Boeing they assume it's a 747. Even if you tell them you fly a 727 they ask if that's like a 747! It's happened to me on more than 1 occasion. Of course I tell them "Yeah... it's eactly like a 747!" Then they look at me like a god!

PMDG has given the PC sim world the gift that is the 747-400X for anyone that is brave enough to give it a try. Be forewarned! This is not the default FSX 747 in any way. This plane has to be flown as a real 747-400 is flown... by the numbers and by way of the FMC. Knowledge of the FMC is a necessity. Everything in the 747 revolves around this often reviled system by pilots unfamiliar with it. Once you learn it it's a piece of cake and greatly reduces workload. If your going to take the plunge into the world of the FMC this is the plane to do it. PMDG's documentation makes the transition easy.

Configurations

747-400 Pax with GE/P&W/RR power
747-400 Freighter with GE/P&W/RR power

The shortened upper deck present on the freighter is modelled.

Initial impression

My first impression sitting in the "Cold & Dark" cockpit was that the learning curve was going to be steep. Every system is modeled as in the real plane except the weather radar and ACARS. Taxiing this beast around the airport is quite demanding. It is a very large plane. In the air you are in no way aware of it's size until your back on the ground again. You will have to relearn the correct "out the window" view. When this plane flares the cockpit is some 70 feet off the ground. It feels weird the first few times. Runways and taxiways definitely get a lot narrower looking out of this cockpit.

Views

As I am a pilot and this being a flight sim I'm only interested in the virtual cockpit views and will not be going into detail about the external or pax views which are available.

Cockpit Views

2D
Virtual Captain
Virtual FO
MCP Panel
FMC 1 Radio Panel
Overhead Panel

The VC is composed of all 3D panels on par with anything Captain Sim has to offer. The textures are 1st class. The virtual cockpit is impressive. The cockpit textures and visual presentation are the best in the business. There is nothing to complain about here. There is a touch of wear and tear added giving it that realistic used look. There are many animations in the virtual cockpit such as seats that move with stowable armrests and sunshades. Too many animations to mention all of them. The plane is designed to be flown from the VC. With a TrackIR head tracking device the realism is at epic levels. TheVC textures on their new Jetstream 41 are even better than the 747. And the 737 NG they are working on now promises to have the same level of visual accuracy as the J41. Wow! Can Haz Now Please?

Exterior Modeling

Simply put the PMDG 747-400X has a beautiful and accurate exterior model. At all angles this is a perfect rendition of the Boeing 747.

Animations

All main entry doors, upper level emergency exits and the belly cargo hold doors operate on the passenger version. In addition to these animations the freighter version the nose door and aft side cargo door operate. The plane has it's own loading equipment and push back tug. Wings flex as they should on the ground and in flight and bend realistically as wing loading increases.

Liveries

Included with your download is PMDG's attractive house livery for all 3 engine versions of the 747. For an additional selection of free liveries visit the website. Pick your favorites and download them. There are a good many to choose from. The Cathay Pacific freighter is my personal favorite in bare aluminum.

Sound

PMDG has a unique sound package for each engine configuration and they all seem to represent the real deal. The Rolls RB-211 has that sound only the RB211 can make. Cockpit sounds include a co-pilot voice for V speeds, a GPWS system, flap handle movement and all the aural warnings/cues the 747 should have.

System Simulations

This is what the PMDG aircraft are known for. The system modeling is so accurate and so thorough there is likely no discernable difference between this simulation and the real plane. The FMC models just about every function the real FMC does minus a few obscure features no one will miss. The FMC is the heart and soul of the 747's flight deck and is the primary point of interaction between the pilot and airplane. All performance data is derived from the FMC such as EPR settings for various auto throttle thrust modes. The FMC calculates the weight of the aircraft during all modes of flight as fuel burns off. It keeps track of fuel burn, and tracks the fuel remaining comparing it to the fuel required to reach your destination and will alert you if your destination cannot be reached. The FMC calculates the TO & LNDG speeds for all flaps settings. It is a critical piece of equipment and it's accurate modeling critical to a great simulation. The PMDG FMC is impressive.

The MCP (mode control panel) features the auto throttle, speed control, autopilot functions, heading select, and LNAV/VNAV is also modeled accurately. All EICAS functions are modeled. ACARS and weather radar are not.

Just about any failure you can think of can be simulated including random failures. Failures can be programmed to occur at critical phases of light such as a V1 cut. Everyone's favorite!

All buttons and switches are easy to manipulate in virtual cockpit. Much better than the default FSX aircraft.

Cockpit Lighting

One of my sore points when it comes to sim planes is they never seem to get the panel lighting correct. In short PMDG does allowing panel flood to be independent of instrument lighting. All LCD/CRT panels are dimmable

Supporting Software

To add complete realism to your flying PMDG is supported by TOPCAT, FSBuild and Navigraph.

FSBuild flight planner should be used to create fuel burn data to derive an accurate fuel load. Plug in a real world route from flightaware.com cruise altitude and FSBuild will give you an accurate fuel requirement some supporting programs will plug in winds aloft some will not. If you do not have a program to do this just take into account the winds and adjust fuel accordingly by best guestimate. FSBuild offers free updates to their AIRAC FMC navigation data every 2 cycles.

TOPCAT is a takeoff and landing performance calculating program. TOPCAT downloads real world METAR/TAF reports and prepares takeoff and landing data such as V-speeds, engine power, load plan including % MAC and stab settings. It will create random cargo weights and load the aircraft in balance. Plug in the fuel required derived from the FSBuild program and TOPCAT will create a load sheet, flight report, and runway analysis information for takeoff and landing. The numbers produced on these programs should be compared to the data the airplanes FMC generates. The numbers should match. Any numbers not in agreement should be looked into further.

TOPCAT & FSBuild will give you the data & paperwork you need to fly legally. If you want realism then these programs are a must have.

Navigraph & Planepath both offer FMC AIRAC navigation data updates for the FMC. Navigraph charges a small fee and Planepath is free.

With these programs and FMC updates to the PMDG 747-400 you will have real world dispatch capability.

Nice To Have

The "panel state loading & saving" feature allows you to save a panel configuration and load it again form a menu whenever you would like. For example my most frequently used saved panel state is a flaps 10 departure. When I'm just in the mood to go flying I don't have to go through all the panel flows and checklists. I just load up the saved panel and I'm configured for a flaps 10 departure.

For more accurate balancing of fuel loads PMDG has created it's own fueling panel which distributes fuel to maintain aircraft balance. The FSX fueling utility should not be used with the PMDG 747.

PMDG gives you is the ability to decide between CRT displays or the newer LCD displays. You can also choose the colors for your PFD (primary flight display) and allows you to pick between "single cue" or "pitch roll" flight directors. You can choose the performance of the FO and captains displays for optimizing FPS. The higher the settings the more computer resources will be dedicated to the displays. It is nice if your system is not great on frame rates. If you like to shoot raw data approaches and hand fly in IMC then the highest setting will suit you best as the displays will be very smooth.

Manuals & Checklists

PMDG by far has the best supporting documentation for it's aircraft I have encountered. Included is an aircraft operating manual, FMC handbook, and tyore rating courses, The aircraft operating manual is a light version of a real AOM. It does not go too in depth but gives you what you need to know. The FMC handbook is thorough and well written. The 4 type rating courses are tutorials which help get you going with the 747. PMDG has further support by way of an Angle Of Attack training DVD. It is not included but well worth the cost. The aircraft comes with a checklist. There are other checklists available around the internet if you care to use another. Each airline builds it's own checklist. Find one you like.

Computer Demands

This is one area the PMDG bird does not do well. But with the cornucopia of visual splendor and system modelling this had to be expected. It's simply the price you pay for an aircraft of this complexity. Add in low visibility instrument meteorological conditions and your FPS could be in the single digits. I am using a quad core i7 920 processor overclocked to 3.0GHz with 12GB DDR3 RAM. FSX is not very demanding on video cards. FSX places a large burden on the processor and RAM. In short a fast quad core processor and DDR3 triple channel RAM is needed here for optimum results.

PMDG Support

PMDG has an extensive knowledge base accessible from the website. Subjects include troubleshooting, known issues and how to tweak your computer and FSX for the best FPS. E-mails to customer support were quickly replied to. PMDG offers a support forum on their website. You just need to register to use it.

Conclusion

For $80 it's an expensive add-on aircraft but worth every penny unlike the Captain Sim products. No regrets here. PMDG is certainly at the top of the game of FSX add-on aircraft. My only gripe with PMDG is that they aren't producing planes at a faster rate. If every aircraft PMDG makes is produced with this much care and attention to detail then you can't lose with PMDG. If it takes a long time to produce quality aircraft then I will have to learn to be more patient but when it's this good it's hard to wait.

Screen Grabs/Videos

I'm going to post up a short clip I made using TrackIR and FSDreamteam JFK scenery. Watch the video in HD and full screen! No fancy music or editing. Just flying!

VR Throttle Quadrant

I recently ordered a VR throttle quadrant which is a generic representation of the 757/767/777 quadrant. The quadrant was finished today and FedEx should be here sometime next week with it. My simpit build will be designed around this awesome piece of equipment.

Noteworthy Celebrities Who Hold Pilots Licences

David Gilmore - Pink Floyd guitarist/singer

Nick Mason - Pink Floyd drummer

Flies his own Aerospatiale A-Star around.

Chuck Woolery - Game show host

Robert "Hoot" Gibson (space shuttle commander)

Flew 5 shuttle missions. His flight experience includes over 6,000 hours in over 50 types of civil and military aircraft. He holds airline transport pilot, multi-engine, and instrument ratings, and has held a private pilot rating since age 17. Gibson has also completed over 300 carrier landings. He is now a captain for Southwest Airlines.

Certificate: AIRLINE TRANSPORT PILOT

Rating(s): AIRLINE TRANSPORT PILOT / AIRPLANE MULTIENGINE LAND / COMMERCIAL PRIVILEGES / AIRPLANE SINGLE ENGINE LAND / PRIVATE PRIVILEGES GLIDER

Type Ratings: A/B-737 A/RA-390S

Limits; AUTHORIZED EXPERIMENTAL AIRCRAFT: AV-L39 CM-170 H-FB-11 MIG-15 MIG-17 MIG-21 N-F86(VFR ONLY) T-33.

Certificate: AUTHORIZED AIRCRAFT INSTRUCTOR

Limits; AUTHORIZED EXPERIMENTAL AIRCRAFT: MIG-15 MIG-17 MIG-21 T-33

Dennis Quaid

Certificate: PRIVATE PILOT

Rating(s): PRIVATE PILOT AIRPLANE SINGLE ENGINE LAND / AIRPLANE MULTIENGINE LAND / INSTRUMENT AIRPLANE

Type Ratings: P/CE-500

Morgan Freeman

Certificate: PRIVATE PILOT

Rating(s): PRIVATE PILOT AIRPLANE SINGLE ENGINE LAND / AIRPLANE MULTIENGINE LAND / INSTRUMENT AIRPLANE

Type Ratings: P/CE-500

Angelina Jolie

Certificate: PRIVATE PILOT (FOREIGN BASED)

Rating(s): PRIVATE PILOT (Foreign Based) AIRPLANE SINGLE ENGINE LAND / INSTRUMENT AIRPLANE

David Lee Roth Van Halen Lead Singer (sometimes)

Certificate:PRIVATE PILOT

Rating(s): PRIVATE PILOT ROTORCRAFT-HELICOPTER

Patrick Swayze

Certificate: Private Pilot

Rating(s): AIRPLANE SINGLE ENGINE LAND / AIRPLANE MULTIENGINE LAND / INSTRUMENT AIRPLANE

Harrison Ford

Certificates: Private Pilot

Ratings: AIRPLANE SINGLE ENGINE LAND / AIRPLANE SINGLE ENGINE SEA / AIRPLANE MULTIENGINE LAND / INSTRUMENT AIRPLANE / ROTORCRAFT-HELICOPTER

Type Ratings: P/CE-525 P/CE-680

Watch a short clip here.... http://www.youtube.com/watch?v=QsgiEubacT0

John Travolta

Certificates: AIRPLANE SINGLE ENGINE LAND / AIRPLANE MULTIENGINE LAND / INSTRUMENT AIRPLANE

Type Ratings: P/B-707 P/B-720 P/CE-500 P/G-1159 P/HS-125 P/LR-JET

Bruce Dickinson - Lead singer of the Metal group Iron Maiden

Bruce is a 757 captain for Astreus Airlines. He also made a show called "Heavy Metal" for the Discovery Channel. Irony intended.

Tom Cruise

Certificates: COMMERCIAL PILOT

Ratings: AIRPLANE MULTIENGINE LAND / INSTRUMENT AIRPLANE / PRIVATE PRIVILEGES AIRPLANE SINGLE ENGINE LAND

Clint Eastwood

Certificates: Private Pilot

Ratings: Rotorcraft-Helicopter

ILS 4L Approach JFK in the 747-400F

ILS 4L approach into JFK in the PMDG 747-400F. Autothrottle and autopilot are disconnected. Watch this in HD!