767 Pilot in Command (aka PIC767)

Introduction

767 Pilot in Command is the latest commercial add on for Microsoft Flight Simulator 2000, from the Belgian Company Wilco Publishing.  It comes from the same developers who bought us the very successful Airport 2000 Volumes, 1,2, and 3, which were very well received by the flight-Sim community.

B767 Pilot in Command (PIC 767), tries and (succeeds!), to replicate the very elegant B767-300 ER Aircraft, from sight, sound, flight and realism perspectives.

The package comes on a CD, and consists of a staggering 13, (yes 13!) incredibly and very highly detailed Aircraft, a Sounds package, which is absolutely fantastic, a highly realistic main Panel, (including a full working Navigation Display, EICAS, and Primary Flight Display), a separate overhead panel, Flight Management Computer panel, pedestal panel, radio panel, and clock panel.

As I said in my last review on the B747-400, by Phoenix, I very rarely get excited about add-on commercial packages, not because they aren’t good, but because by and large an equivalent package, can normally be found as freeware on the net. However, as with Phoenix, Wilco have really produced what can only be described as a really excellent add on for FS2000.

Documentation

Well at first glance, the documentation looks a little weak, as it appears that the manual consists of a 20-page booklet. However after installing PIC 767, the manuals come in a five-part PDF download located on the CD itself. Parts one covers the Flight Management Computer, part two contains the panel operation and systems Manual. Part three covers the normal checklists for routine procedures, Part four covers checklists for Failures, and Part five (Yes Part 5!), covers the adventure scripts.

Pilot Flight Manual (Hard Copy)

This gives a very basic understanding of the overall package. It covers installation, quick start, adventures, technical hints, and advice on running the PIC 767.

Flight Management Computer (FMC)

The second part of the manual, covers the Flight management computer, and consists of 108 pages, which I must admit are superbly written, by our very good friend Eric Ernst. The Manual covers FMC programming, and goes into great detail on how to programme everything from setting up the parameters in the initialisation and reference page, setting the Route, via the RTE page, the Arrival and departure pages, the vertical navigation pages (VNAV), through to executing the FMC itself. In addition, it explains how to modify the FMC via the Legs Page, which is critical as this is the page that is used to modify the route, whilst en route. It also tells you how to generate a Holding pattern at any waypoint listed in the active LEGS page, and how to establish where you are via the Progress (PROG) page.

The manual uses several examples of flight plans to illustrate how the FMC works. Such flights include KDFW  (Dallas Fort Worth) to KGLA (La Guardia New York). This flight departs KDFW, via the Dallas 6 SID, routing via the Texarkana transition, to the Texarkana VOR, then Jet 42, to the Gordonsville VOR, then via the Minksville STAR into La Guardia. A very simple flight that can be flown entirely via the FMC and AFDS, if the VNAV and INIT and Ref parameters have been correctly set in the FMC, prior to departure.

The FMC manual also tells you how to save SID’s, and their corresponding transition procedures, approach procedures and the appropriate STAR’s. As unfortunately not all of the STAR’s and SID’s are covered by the FMC. As time goes on, I am sure that some enterprising Sim Pilot, (hint hint!), will no doubt make available via the Net, an add-on containing these missing SID’s and STAR’s, its just a shame that Wilco have not included these with the programme, to the extent that Phoenix have on their FMC. Although this in no way detracts from the very excellent add on that Wilco have developed.

Panel operation and Systems Manual

Well if it wasn’t bad enough having to read 108 pages, now its time to read a further 116 pages, welcome to part two! Here the manual is intended to familiarise you with the Boeing 767 Panel for FS 2000. The panel after all is a highly accurate representation of the actual Boeing 767 Cockpit and its operating systems.

The panel is basically split into four highly detailed sections:

The main panel

The Standby Flight Instruments Panel <3>

The Overhead Panel <4>

The Pedestal <5>

The Flight Management Computer <6>

The main panel contains most of the controls needed to fly the B767-300ER. The tremendous amount of information placed into the main panel helps maximise the overall cockpit feel. Therefore during high workload periods of takeoff and landing, there is little need to switch panel windows, as most of the essential switches, are contained on the main panel.

There are four CRT screens on the main panel. The two on the left are part of the flight instruments, and are referred to as the EADI and EHSI. The EADI replaces the standard attitude indicator, and the EHSI replaces the standard compass gauge. The two screens on the right side of the panel are called the EICAS screens. They provide engine indications, warning and caution messages and other system information.

The primary flight display covers the Airspeed indicator, AFDS, flight mode annunciations, attitude indicator, vertical speed indicator, and heading indicator. The attitude indicator shows the decision height, radio height, Minimum Descent Altitude (MDA), Command Altitude, current Altitude and barometric Altimeter settings.

Above the CRT screens the MCP panel is located this covers all the autopilot switches for the HSI mode selector, HSI range knob, barometric pressure selector, auto throttle arming switch, speed selection window, LNAV switch, heading selection, vertical speed selection, FLCH switch, Approach hold etc, etc ………

The flight mode annunciators cover the three nodes of Auto throttle, Roll, and Pitch. The Auto throttle Mode, controls THR REF, SPD, IDLE, And HOLD. The Roll Modes, controls HDG SEL, HDG HOLD, LNAV and HOLD. The Pitch mode controls ALT, V/S, FLCH SPD, VNAV, VNAV PTH, VNAV SPD, VNAV ALT, G/S, and Flare.

The navigation display, can show App expanded mode, VOR centred mode, MAP mode, and Plan Mode. These four modes are controlled by the EFIS.

In addition the manual covers in great detail, the AFDS (autopilot Flight Director System), encompassing the flight Director, Autopilot, auto throttle, lateral and vertical modes, and its auto land capabilities.

Pedestal Panel

The pedestal controls a number of Aircraft items, such as the throttles, flap levers, spoiler lever, parking brake, fire handles and communication radios.

Overhead Panel

The overhead panel controls the majority of the Aircraft systems, such as the APU, engine bleeds, air conditioning systems, and pneumatic system controls. The overhead panel comprises of sub panels for the electrics, hydraulics, APU, anti-ice switches, fuel systems, lighting switches, pneumatics and the environment panel.

The Flight Management Computer Panel

This covers the FMC keyboard, ‘m’function switches, line select keys, and the FMC data screen.

The FMC, as in the real world is central to every system that controls the aircraft: in terms of airspeed, altitude, heading, navigation, communications, and of course ‘auto-flight’. For this to work properly, it is imperative that you load up the amount of fuel you need for your flight, and input the appropriate weather. The FMC uses these two parameters to calculate rotation speeds, and of course EPR settings.

Aircraft

The Aircraft look absolutely stunning, and they give the appearance, like the real thing of being huge! The external views at close range are quite intimidating, especially when viewed from the ground! The gear retraction during takeoff and landing is superb, taking in a slow and smooth transition with the wing gear doors first folding out, then down on extension, and up and in on retraction, presumably just like the real thing!

All thirteen colour schemes are done in minute detail. The liveries are:

Air Canada

Air France

Alitalia

British Airways (old livery)

Delta

Iberia

JAL

KLM

LTU

Qantas

TWA

United Airlines

Wilco Publishing

Engines

Wilco are obviously General Electric fanatics, (mind you aren’t we all!), as all the aircraft come with General Electric CF6-80C2B1 engines.

The sounds

The sounds are really excellent, and are indicative of the real General Electric engines they portray. After selecting the aircraft, at the gate, prior to pushback, and hearing nothing and then initiating an APU start sequence through to Engine start up after push back, the sounds are in a word Awesome. The sounds have been put together by Ryuji Ozawa. 

Flying the PIC B767-300

Well having spent almost a fortnight days digesting the five very well written manuals, I decided to take my first flight from London Heathrow EGLL to Rome Fumicino LIRF.

Knowing that it was going to take a while to acclimatise to the B767-300, I decided to place the Aircraft adjacent to terminal one at London Heathrow, after pushback. To add more realism, I started FS Traffic, and setting the wind direction so that I could use Runway 27R for take off. As the aircraft was fully shutdown, and the APU was turned off, the Aircraft seemed a little quiet, and almost too quiet to be true! However, when I fired up the APU, the sounds were simply awesome. However, I must add that from the time I re-read the manual to initiating successful engine start up, as displayed on the upper EICAS, it took me an unbelievable 50 minutes!  I must admit I was very impressed with the simplicity of programming the FMC, which is largely due to the excellent manuals. Unfortunately, there didn’t appear to be any Standard instrument Departures for 27R, so after entering EGLL as the departure Airport and Runway 27R, as the departure Runway. I then entered Rome Fumicino Airport (LIRF), as the destination Airport, minus the STAR.

The route that we entered into the FMC and MCP autopilot console, called for us to make a left hand climbing turn departure, climbing direct to an initial altitude of 10,000’ to intercept the first waypoint SFD, on the 157 radial, 48 Miles DME south of London Heathrow. Unfortunately, as noted above there are very few SID’s and STAR’s that come fully loaded with PIC 767. I had intended to fly the CPT 3F SID on departure from Heathrow, but this proved impossible due to the lack of SID’s. However there is an option (and if your clever enough!) to manually enter this data into the FMC and save it, but unfortunately I am not clever enough, for all that!

With the route programmed, and the FMC set, you can set your thrust limits by pressing the TO/GA button in the stack of six buttons located next to the upper EICAS screen. All six buttons work, and they limit the maximum N1. Once you take off, it will automatically change to climb power, and you can press the CRZ button once you get to cruise altitude. You can also press the 1 or 2 buttons for derated climb or cruise settings. The settings are taken care of automatically. When ready for takeoff, just advance the throttles all the way up.

So with the panel set up, you're almost set to go. If you set up the FMC with airspeed and altitude restrictions, you can use the VNAV mode of the autopilot. If you didn't, you can use the vertical speed mode or the FL CH mode of the autopilot. When using VNAV, it's imperative you set the altitude in the MCP (the fancy name for the glare shield) to your final cruise altitude. After takeoff, engage VNAV, and let the FMC manage the climb rate and speeds as per your programmed settings. Likewise on your descent, when you're nearing your top of descent, dial in your intercept altitude and the FMC takes care of the rest.

Taxiing to 27R, I was very impressed with the way the aircraft performed, although I couldn’t help noticing that the ground speed never dropped below 30 Knots, even whilst stationary! I then positioned the Aircraft at the end of 27R, for the two and a half hour flight to Rome.

Then it was time to start flying, I duly noted that the FMC had calculated Vref speeds, and V2 was showing 160 knots, I then disengaged the parking brakes and increased the throttle, until N1 read 70%. Duly noting the THR REF on the PFD, and after what seemed an eternity, eventually we reached V2 and I put the aircraft into a gentle climb out of Heathrow. I duly noted the VNAV SPD and LNAV on the PFD, changing from white to green, reduced the flaps to 5degrees, and then as advised, I engaged one of the three autopilots, after passing 1500’. The climb rate was then confirmed at 1500’PM on the upper EICAS. Flaps were retracted, and we were well on the way to our first waypoint SFD. Though rotation speeds will vary with weather conditions, the FMC seemed to calculate 160 knots for a fully laden aircraft. If you continue using Vertical Speed mode beyond FL330, the aircraft will lose speed very quickly, and you'll have to switch modes anyway. If you use the FL CH mode, make sure you engage it after 10,000 feet, or whatever the airspeed restriction altitude is for your particular airspace. The reason is the FL CH mode is airspeed dependent. Set the climb speed, and the aircraft will first reduce the climb rate to get to the set airspeed, and then maintain a vertical climb rate to maintain the airspeed. It's not something that you want to engage right away after rotation, so if you are flying using the glare shield, use Vertical Speed mode up to 10,000 feet, and then switch over to FL CH.

On arriving overhead SFD, the aircraft made a slight left bank turn heading towards WAFFU. The upper EICAS then confirmed that the ALT should be reset to 14,546’.

After SFD then via:

WAFFU  242 / 10 000

HARDY  242 / 14 546

After passing overhead HARDY, I was then again advised to reset the Altitude on the MCP to our new cruising altitude which was to be FL 200. After passing FL180, I then set the barometer to the standard QNH setting. 

DPE 33 332 / 17 550

DPE       332 / FL 200

After passing the DPE VOR, the Aircraft started to climb to its Cruising altitude at FL 320, holding a constant airspeed of 332 at FL 320 until we reached ELB.

CRL28   332 / FL 320

VPM        332 / FL 320

OL          332 / FL 320

EDULI    332 / FL 320

BERAP   332 / FL 320

MEL        332 / FL 320

TELBO    332 / FL 320

OKRIX     332 / FL 320

SOMUR   332 / FL 320

DW           332 / FL 320

YSMO       332 / FL 320

SPRIB      332 / FL 320

SPR         332 / FL 320

TMA32     332 / FL 320

SPR2B   332 / FL 320

SPR 29    332 / FL 320

BANKO   332 / FL 320

ADISO      332 / FL 320

KERES   332 / FL 320

LAGEN   332 / FL 320

ANAKI      332 / FL 320

UNITA      332 / FL 320

KAFEE     332 / FL 320

KONER   332 / FL 320

MAURO  332 / FL 320

ELB         332 / FL 320

GILIO     332 / FL 320

Although I am glad to say, I was reminded of this on the upper EICAS, and duly reset the ALT to 13,000’. This is purely to allow the Aircraft to descend via the FMC VNAV command.

MEDAL  296 / 13 ,000

OST        240 / 05  81

I then selected INIT REF, INDEX, APPROACH. Noting the Indicated Air Speed of 160 knots and Flap settings of 30degrees, it was then duly transferred to the primary Flight Display speed tape, and was shown as RF on the speed tape.

After leaving OST, I then had to continue (minus the FMC) to execute a manual approach into Rome. If I had continued to fly on, as per the FMC, I would have arrived overhead Rome Airport, and then had to initiate an appropriate approach for 34R. As the visibility was set for 60 miles, initiating an approach from OST, didn’t cause too much of a problem, as I used the Electronic Altitude Direction Indicator (EHSI) to vector the aircraft towards Runway 34R at Rome. Again, it was a real shame that there were no Standard Arrival Routes for Rome (STAR’s).

LIRF       160 / 00  13

System Failures

As part of the programme PIC 767, offers the Sim pilot, the opportunity to replicate Aircraft failures and see if you can recover them from certain disaster!

Engine Failure

APU Failure

Electrical failures

System failures

Engine Fire,

Running out of Fuel

For simulation purposes, these I can imagine appear to be fairly realistic, as they are somewhat difficult if not impossible to recover from ~ as I found out!  All these emergencies can be created, and by following the manuals, it is apparently possible to recover from them~ although on the two I tried, I never did!

So being brave, I decided to initiate an Engine and APU fire on rotation from O’Hare 27R (KORD). After passing V1, and rotating at VR, warning horns and what appeared to be whistles went into complete overdrive. This was quickly followed by the stick shaker and the stall warning sounds. If that wasn’t enough, the Ground proximity warning system (GPWS) became active, with the inevitable “Don’t sink, Pull up”. This was an impossible situation (for me!), as I had just stalled the aircraft. Having re-read the manuals in particular Part four the checklists for Failures, I realised that I had failed to undertake the checklists required, and guess what ….the inevitable crash quickly ensued!

The second time around, I managed to initiate the appropriate procedures, using the checklists, i.e., isolate the hydraulics, turn off the generator, shut off air supply, packs and bleed valves, but unfortunately I ran out of time and altitude!

Not wanting to give up, I decided to initiate an engine failure sequence only, but to help (or cheat a little!), I realised I needed more altitude, to give me a little more time to recover. (Gosh I hoped this was going to Work!!). After Passing 3,500’ during a right hand climbing turn departure (non SID), en route to the OBK VOR from O’Hare, off went the fire bell, and the upper EICAS fully informed me that I had a fire in the starboard engine. As I had engaged the autopilot, I actually had some time to initiate the appropriate actions, in extinguishing the fire and isolating the number 2 engine systems. However, I failed to appreciate just how difficult it is to fly with just one engine, especially during a climbing turn departure, and when making adjustments to the active engine, which caused the aircraft to yaw in the opposite direction! Using the rudder, seemed to make it even more difficult to initiate a turn. So although I had managed to recover the Aircraft, how on earth was I going to land it, and I am afraid at that point whilst reading part four of the manual ‘checklists for Failures’, the aircraft stalled and crashed!

This I thought must be fairly realistic!

Patches and Add On’s

The patch is available by download from the Wilco Publishing Website, www.wilcopub.com and fixes a number of known issues to do with the FMC, EADI, EHSI and the panel itself. The 1.9 MB update adds the option to plot a fixed position between waypoints on a flight plan, a new rising runway display that appears on the EADI whenever you're landing your aircraft, broader control over the occurrence of random failures, and a variety of other modifications.

In addition, various files, adventures, panel modifications, and different view fixes are available from www.avsim.com and www.flightsim.com using the search directories of each.

System

This review was done on a Pentium 4, running at 1.4GHZ, with 256 MB of RDRAM, (running at 800 MHz), Geforce2 with 64 MB of DDRAM, 20 GB hard Drive, Windows 98 SE, all with the latest drivers, and direct x 8.0a installed.

Frame Rates!

The frame rates unfortunately do suffer a fair bit when running PIC 767, as against say the PSS 747-400 Pro, and I am unsure as to why this is, unless of course there is more detail and complexity on the B767, that obviously requires more CPU power. Again, I continue to be very disappointed with the over hyped Intel Pentium 4, which from what it claims it should be able to do, it simply doesn’t. By way of example, my average FPS at Meigs field was 19, using a resolution of 1600 x 1200 in 32 bit colour, with all the sliders set to maximum, and this was with the visibility set to 10 Miles! Unbelievable (I hear you say!), but I am afraid to say its true!

Conclusion

Well I must admit Pilot In command 767 is simply superb! It is just a shame that there is a very limited amount of SID’s and STAR’s within the navigation database. Apart from that minor oversight, PIC 767 has to be in the top three add on’s for FS2000/FS2002, along with FS Traffic 2.01, and PSS 747-400.