For years, Microsoft has dominated the civilian Flight Simulation industry. Fight Simulator98 (FS98) is their current version of their flight simulator software that has dominated sim sales for the past year. Sierra’s Dynamix is taking on Microsoft’s FS98 with their upcoming ProPilot99 to challenge Microsoft’s domination of flight simulators.

172 in France. Click any image for larger version.

ProPilot99 takes on FS98, and does so by the horns.

I have gone through their new simulator with a fine tooth comb, and enlisted the help of a commercial pilot to fairly judge the product. 10 hours of flying later, I have come to a conclusion. Not only is ProPilot99 a better flight simulator than FS98, it just feels right, like that broken in pair of shoes. Dynamix has done their homework with ProPilot99. They have included everything into their simulator that Microsoft ignored with FS98.

Now you’re asking, what does ProPilot99 have over FS98? Well, here’s the short list…

• pop up operators handbook that includes performance data, and checklists, flight planning wizard
• built in GPS
• first flight assistance (Audio Co-Pilot assistance) – this is real neat
• thirty training videos
• translucent clouds with real thickness (good bye lego block clouds) – thick as pea soup too
• high fidelity instrument panels - every switch, know and button is fully interactive.
• Realistic interior views.
• Real engine sounds
• Air traffic control communications – ya baby! It’s the real deal. He/she talks to you in the air.
• About $300 worth of add-ons just to bring FS98 on par to the standard functions of ProPilot99
• Actual geological terrain modeling

Ok, it wasn’t that short of a list, but just enough to give you an idea of what this simulator contains – a lot for the money. I’m no beginner simulator pilot, but I am not a commercial pilot either. I recruited the assistance of my friend Brendan (who is a real pilot) to carefully evaluated all 6 aircraft and give the ‘professional’ opinion on modeled flight characteristics.

From the installation to the load, everything about ProPilot99 seemed refined. Even after installation, “Sierras Utilities” program checks for a newer version. The load time to start the application is quick, under 10 seconds (Microsoft, you listening?). All menus are clearly defined and simplistic to use. For example, you don’t need to be a meteorologist as in FS98 to be able to set up your weather. Everything about the menus seems polished. Nothing overly complicated, no head scratching controls.

The simulator starts you off in a Cessna 172p Skyhawk. The engine isn’t running, it’s dead quiet, and you’re on a long stretch of runway. The cockpit is an exact replica of the older 172p, except this model is loaded with the latest NAV and COMM equipment. Brendan went through his checklist for the 172p and compared them to the program. Except for a few order differences, all checklist items were there. Putting his checklists away, we started the aircraft with the built in checklists. A smirk appeared on our faces.

Click to continue . . .

Rolling down the runway, we were able to rotate the aircraft at the proper speed. As we climbed out at 65 knots, Brendan noticed that the sounds coming from the Cessna engine were dead on. From the start, to the roll during takeoff, the wind passing by the canopy in the air, it was all there. We were smiling.

At 6000 feet, Brendan cut the throttle and pulled back on the yoke. As nose rose slightly, the stall horn came on at 45 knots (check). The aircraft’s nose-dove as it stalled (check). Brendan mentioned that ailerons were actually sluggish prior and non-responsive during the stall. More smiles appeared.

A quick drop in altitude, and a hard turn, we were lining up for a landing. As we descended upon the runway at about 15 feet above it’s surface he noticed something not in FS98 was occurring - the infamous ground effect. The aircraft gently rocked as the landing gear touched down with a little tire squeal. We picked up our jaws and turned the aircraft around. Turning was jerky and slow in the Cessna with rudder control, and using differential brakes (individual wheels) to turn was very sudden. This was something we could get used to.

Selecting the Twin Baron, a twin prop, we attempted to take off in heavy clouds and winds, but with one engine on. Our plane yawed to the right sharply when I powered up, requiring heavy rudder trim. As the aircraft slowly and painfully rolled down the runway, we finally reached 90 knots where Brendan pulled back gently on the yoke only to find he had little or no climb power.

Pulling the landing gear in, he struggled to keep the aircraft in the air… ultimately the aircraft lost air speed and began to descend from it’s huge 20 feet altitude. Scrambling to make an emergency landing, I put down the wheels, while he engaged max flaps. As he landed the aircraft with only a little pavement left, we overshot the runway landing in the field behind the airport. The aircraft bumped all over the place as he brought the plane to a stop. More smiles.

After a simulator reset, we selected the Citation, a small twin engine executive jet. The start up procedures and sounds produced a ‘Ouuuu…ahhhhh…oooooooh’ crowd like sound from the both of us. A couple of quick looks around at the rear of our jet - Luxurious leather seats were part of this aircraft’s appointments (oh my).

I placed a strong cross wind on the runway, and we took off with the left engine on. This time, lady luck was not so forgiving. As I was now on the controls, when I lifted off, the crosswind coupled with a single engine takeoff (simulating a flame out), caused the aircraft to bank sharply to the right. I was not able to recover in time resulting in the aircraft crashing on the runway….

Oops! Brendan smacked the back of my head, mentioning that in real life, I don’t get any second chances - (and some rich executive wasn’t too happy about his plane).

Go to Part II