The takeoff run is relatively brisk as you would imagine for a VLJ, but what you may not be expecting is the extremely low rotation speed of 95 knots, thanks to the relatively straight high lift wing. This seems strange at first, to be flying a twin engine jet aircraft at such slow speeds, but it is entirely in accordance with the real Mustangs capabilities.

Once airborne, gear is raised and pitch is maintained at 10 degrees, until airspeed increases to around 114 knots, at which point flaps are raised, thrust levers are pulled back to the CLB detent and autopilot engaged. While the wing leveller and pitch hold functions do their job, VS Mode (Vertical Speed) can be engaged, or alternatively pitch can be adjusted with the autopilot thumb wheel.  As the aircraft accelerates to 170 knots FLC Mode (Flight Level Change) can be engaged, and this is where many flight simulation enthusiasts may become confused. FLC in the Mustang is not at all like Flight Level Change in a large jet airliner, it’s actually more akin to IAS Hold, whereby the autopilot adjusts pitch to maintain a given airspeed.

As soon as the Mustang levels off at the assigned altitude the thrust levers are pulled back into the CRU detent, and the autopilot will automatically maintain the aircrafts best cruise speed with a minimal probability of over speed. Unlike many turboprop aircraft that use fixed thrust modes for each phase of flight, the Mustang will not exceed its maximum cruise speed even at low altitude thanks to the FADEC. However, sudden wind changes can result in excess speed.

I must confess to originally being somewhat startled by the Mustangs deceleration. The rapidity in which airspeed seemed to bleed off when the thrust levers were brought back to idle initially surprised me. However, now I‘ve had an opportunity to become more familiar with the add-on and it’s systems, I have no issues in this regard at all and would regard the fairly rapid deceleration I initially perceived as perfectly valid given the aircrafts minimal mass and therefore negligible inertia.  In addition, it’s easy to comprehend how the very small jet engines would have little residual thrust at idle. Another factor in favour of the developer’s interpretation in this regard is the glide ratio, and I can confirm that having tested the glide ration in FSX it is indeed as estimated for the real Mustang.

Final approach will be entertaining if you happen to be a big iron fan, you will almost certainly be unprepared for the slow approach speeds, deploy the flaps too early and experience ballooning, however after a few fights you will quickly become accustomed to approach speeds more akin to a single engine piston prop, than a business jet.

I have to say, the Mustang is a pleasure to hand fly, very reminiscent of the Flight1 Pilatus PC-12 in that regard, and safe slow speed touchdowns are easy, one of the characteristic responsible for the Mustangs excellent safety record.

Sound

Initially, I didn’t have any issues with the Mustang’s sound, although after updating the sound card drivers for my Creative Audigy 2, I did experience a high frequency whine. Flight1 have been very quick to identify this issue and have released a Christmas update prior to the first service release, and they should be commended for that.

It’s always difficult to comment on the accuracy of an add-ons sound package from the stand point of someone that’s never flown in the real aircraft, but I found the Mustang’s sound to be perfectly adequate.

Performance

I reviewed the Mustang on a system equipped with a Core 2 Duo E6700 overclocked to 3.3 GHz, 2GB of DDR2 and an nVidia 7900gtx graphics card. With traffic set low and autogen on sparse, to compensate for the inordinate demands FSX places on ones system, I achieved 40 frames per second, in clear weather, at a less than complex airport. Some micro stutters were apparent on the taxiway in a tight turn.

Summary

Flight1 have to be commended, for their interpretation of the Mustang and a very good rendition of the G1000. And now, with the welcome addition of service pack 2, the Mustang has the added benefit of SID’s and STAR’s and in addition, Navigraph updates to the navigation database. Yes, it’s true that some discerning flight simulation fans will request Vnav so perhaps Flight1 will consider its implementation in an additional service pack. Given the current exchange rate, some UK customers might regard the Mustang as expensive; however the developer can hardly be blamed for the current financial crisis.

I think it’s very easy to forget the amount of programming that must have gone on behind the scenes in regard to the avionics. It has to be considered, that the real Mustang is designed to be uncomplicated and easy to fly, therefore, much of the complexity and effort associated with the add-ons development is invisible to the user and contained within the coding of the G1000, rather than a myriad of visible switches and dials on the instrument panel.

So how would I regard the Flight1 Mustang?

I think the answer to that is that I haven’t flown anything else since its release, partly as a result of writing this review and also because I happen to be enjoying the product very much. Now, with the inclusion of SID’s and STAR’s and Navigraph updates, I feel confident, that the Flight1 Mustang will quickly become just as successful (if not more so) as the developers other products.

Flight Simulator Compatibility

MICROSOFT FLIGHT SIMULATOR X w/Service Pack 2 (Required)
Compatible with Acceleration Pack and DX10.
Windows: Windows XP or Vista

/Martin Wilby

Links
Flight1 Home page :: Mustang Product page :: Pilots guide (pdf)

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