It’s been the catch phrase used everywhere the last few years, and it has become the gold standard of top quality aircraft or those so realistic and so well designed that you could study them to obtain actual type ratings and pass an initial course.

Most add-ons are of simpler design and varying levels of quality, but over the years, these study level aircraft for the Microsoft Flight Simulator 2020 (MSFS20) and X-Plane 12 (XP12) platforms have grown in numbers.

I am old enough to remember the old fighter sim called Falcon 4.0 in the late 1980s and early ’90s. It came with a thick paper manual that felt like a novel. I miss those days of real boxes, manuals, and reading material.

Some of the most detailed aircraft add-ons come loaded with PDFs to study, and some have nothing at all, leaving it up to the customer to go online or just obtain the actual real aircraft’s study manuals. It seems lazy to not bother to publish a manual for an aircraft release, but then again, if it’s so realistic that the only PDF says “go obtain a real Airbus A320 POH” for more information, I’m sold. If something is that good and complete, then I think the developer is allowed to be lazy, or perhaps a bit big braggish.

Most commercial pilots, or experienced aviators in general, were dismissive of flight sims at home. Twenty years ago, I was embarrassed to come out of the sim closet for I’d be a victim of skepticism or at least a target of laughter. “No flight sim can do anything close to what ‘real pilots’ deal with in Level D sims,” I was often told. Or, I’d hear, “Oh, yeah, that little Microsoft Flight Simulator, I played with it once. It looked like a cartoon, so that won’t help anybody.”

• READ MORE: Turn Up the Heat in Sims With Density Altitude Games

This is what every older-and-bolder, gray-haired retired airline pilot said when seated to my left.

Now that I have gray hair, I am all too happy to encourage the younger generation to get active with sims when they aren’t flying the real thing. It’s also accepted among almost all real pilots I know as a really useful tool now that photorealistic graphics are everywhere and far exceed the quality of a $20 million sim the FAA approves. For as little as $2,000, you can rival those simulators at home.

I am not going to mention every study level aircraft available—that would require a book.

Yet over the years before and even right through MSFS2020 and XP12, several come to mind and most are quite famous and have been around for a long time:

Precision Manuals Development Group

The company has been around since the early 1990s. It’s the longest add-on group ever for any sim, and in my opinion, the finest. Everything about it is study level.

Its entire Boeing products are the gold standard of what an add-on should be, and nobody has rivaled it in producing a Boeing 737NG, 747-400, or 777. Now since the release of MSFS2020, we have been enjoying the entire 737NG set, including BBJ. Almost every system, failures, controls accuracy, autopilot, performance, switchology, sounds, visuals, etc. have all been reproduced perfectly.

• READ MORE: The Art of Simulated Long-Haul Flying

Years of development for just one airframe. You’d ace a type rating in the real aircraft after spending time with PMDG products. I wish I could go get a 737 type rating just to test this theory myself. I feel I know no other aircraft as well as this one, due to my years with PMDG 737s. Now, we are about to get its 777 finally after years of waiting patiently. It will be released this year and continue the outrageous quality and realism we all crave from a company that really only releases masterpieces.

Fenix

This company is a new entrant that stormed onto the stage just last year with its completely detailed A320 for MSFS2020. Upon release, it quickly became accepted as the most detailed Airbus for any sim platform.

In my opinion, the early release suffered from performance and frame rate issues as it couldn’t compare to the smoothness and fidelity of the PMDG lineup. But a year later, with all the refinements and the recent release of the update or Block 2, it is now a masterpiece. Detailed systems right down to individual circuit breakers are modeled. Engine modeling and accuracy is key. All that has been done, and now the IAE version is included, each with its own systems, sounds, and realistic performance.

• READ MORE: Taking Risks at a Trio of Mount Rainier Airstrips, Virtually

Some say it has blown past the PMDG. Whatever the opinion, I share the zeal. It’s smooth, precise, and many real airbus pilots online tout it as basically perfect. A true study level that you’d absolutely use during type rating school. I’ve enjoyed flying it now, as much as I have over the years with the PMDG lineup.

SimMarket

This company sells the Maddog MD82 for MSFS2020. I am not as familiar with the older airliners, so I will defer to the majority of sim fans online holding this up to the level of the Fenix.

For MD fans, this is also a real keeper. It represents a blend of systems modeling and accuracy all from the later ’70s to later ’80s replicated at a high level. In a battle for the top, this is often referred to as the best airliner ever made for MSFS2020. I’ll have to learn it better to give my own opinions, as I have used it little, never being a Maddog fan. But I see the reviews touting it as in the top few airliners ever released.

X-Plane

It has the outrageously in-depth Felis 747-200 series for the X-Plane sim. It is one of the most complete jetliner simulation add-ons I have ever used—from nose to tail. This is one of the reasons I still use XP12.

I cannot say enough about this masterpiece other than I wish it was available on MSFS2020 as well. You need to be three pilots at once to handle this beast. Setting up view points is key, as you’ll not only be pilot and copilot but flight engineer as well, often manipulating the systems as you sit sideways. You can feel the quality, heaviness, and momentum.

X-Aviation

The company sells the most renowned and sought-after bizjet for any sim, the Hot Start Challenger 650. This completely study level jet is once again simulating entire circuit breakers from head to tail. Setting the bar so exceedingly high, it’ll be what all future bizjets are compared to.

Sadly, only X-Plane 12 has it, but again, that’s another reason I still use it. The accuracy, realism, handling, etc. is all spot on. I fly a similar aircraft in real life and find this exceptionally close to the real thing. Again, it’s a type rating quality example to learn from. Many have called it the best jet ever designed for any sim, and it’s impossible to disagree. It certainly rivals the airliners above in total quality and experience.

Flysimware

It has a Learjet 35A that was recently released in “early access.” I have featured this in many an article so far, and it is well on its way to what I would call an honorable mention study level aircraft.

Its blueprint quality visuals, scaled parts, and cockpit clarity make this a winner right out of the gate. I’ve never seen such a beautiful reproduction in an early access or beta-style release. The flight quality, accurate avionics, sounds, and more make this a really promising product when the final version comes out.

It is the best pure bizjet built specifically for the MSFS2020 lineup so far. Let’s leave the jetliners behind now, as accuracy and study level can go down a category and be just as advanced.

A2A Simulations

The company has the 1960s Piper Comanche 250 featuring its coveted Accu-Sim 2.0 technology to bring a living, breathing aircraft to your desktop. This example must be run as gently as a real one, maintained and babied, or else face what real owners face: expensive repair bills.

You can damage and destroy the airplane if you’re a ham-fisted pilot. The aircraft requires a full preflight and walk-around inspection. You can test the fuel and do everything a real pilot would during a flight.

Continually monitoring its wear and tear, systems, and cleanliness is all part of this intensely realistic model that keeps its constant state alive, meaning it will remember its health on a continual basis, even if you fly something else in between on different days. You even get to perform an overhaul and other yearly tasks.

This airplane has quite a following and has been labeled by many as the best general aviation aircraft ever designed for any sim. I believe A2A is leveraging its AccuSim technology to future releases, and it certainly has captured the immersion of owning, operating, and maintaining a personal airplane like no other.

Conclusion

These are all my experiences with what I own and fly in the sim world. Your opinions may vary, especially when you get into the smaller airplanes as it’s much easier to simulate a simple single-engine in study level than an airliner.

In some ways, many of the default or add-ons for GA are close to this namesake already. A basic default Cessna will accelerate any new student pilot right to the top. The graphics of MSFS2020 and XP12 aircraft are good enough and photorealistic enough to permanently lodge in the brain of anyone learning to fly and stay current.

It’s a great time to study and learn in today’s flight sim environment. Compared to what we had in 1981, everything now is study level.

This feature first appeared in the Summer 2024 Ultimate Issue print edition.

The post Ultimate Issue: Taking Sim to a New Level appeared first on FLYING Magazine.

While the time “logged’ using X-Plane or Microsoft Flight Simulator doesn’t count toward the required time for a certificate or rating, and it won’t give you the kinesthetic feel for the aircraft, it can still help reinforce concepts learned in lessons.

According to a newly published study from the Flight Simulation Association (FSA), those who use home flight simulation technology as a supplement to their flight training are able to receive their certificate with “5.5 fewer flight training hours than those who don’t, and in almost 20 hours less than the FAA average.” The study surveyed some 1,000 pilots and air traffic controllers who use home flight simulation.

“We have always known that enthusiast flight simulation impacts pilot training but have never had a way to quantify it,” said Rick Parker, an airline pilot and co-founder of NextLevel XR. “This survey is a great first step to showing there is serious benefit from complimenting aircraft training with structured or unstructured time in a home flight simulator.”

For a pilot training under a Part 61 program, 40 hours is the minimum required for private pilot certification, but decades of data show that most people have 70 hours or more before they get their ticket. 

Procedures Training

Using home flight simulation allows the learner to perform a more robust version of chair flying—the practice of sitting in a chair as if in the cockpit and running through procedures such as engine start, takeoff and landing. A home flight sim setup provides an opportunity to build muscle memory as you throw switches, press buttons and manipulate controls.

Cross-Country Prep

Getting lost is one of the number of concerns new pilots have. Practicing cross-country flights in the home sim before making them in the real world can help prepare pilots.

It helped Michael Puoci, a 50-hour student pilot in the Seattle area who also works in the computer gaming and virtual flight training industry designing virtual cockpits. Puoci, like so many low-time pilots, was a bit anxious about basic navigation, and worried he’d get lost.

“I would plan my route and use X-Plane to fly it. The graphics were good and matched the topography so I was able to pick out my landmarks,” he said.

When it came time to fly the route in the real world, he said the home sim practice flight, “helped a ton, because I could quickly glance out the window and recognize where I was. It became easier to stay ahead of the airplane.”

The sim is often a better learning environment because the action can be paused and mistakes undone with a keystroke.

“You can pause and learn how to troubleshoot and solve problems,” he said. “You learn how to do that in the sim because in the airplane things can get worse quickly if you don’t have that skill.” 

Sometimes real world flight training helps a sim user diagnose a problem. Puoci was having an issue with his virtual airplane—the engine ran rough shortly after he taxied out of the virtual hangar. His real-world CFI asked him if he had leaned the mixture for taxi or attempted to clear the magneto prior to takeoff. As he had never learned about this, he had not. It was demonstrated in the real world, and when he returned to the virtual world, he applied what had been learned and it fixed the issue.

Accept Limitations

One of the common complaints about simulation technology is that it doesn’t “fly like the real thing.” No it doesn’t. And it’s not supposed to. Once the learner accepts that, they can take advantage of the application of sim technology. The CFIs who regularly make use of simulation technology will warn you the sim is significantly more challenging than the airplane to fly, as you do not have that “seat of the pants” feeling, therefore you need to develop a better instrument scan. 

Virtual ATC

When the home sim is paired with a virtual air traffic controller, such as PilotEdge, it can be an excellent way for the learner to develop the skills they need in the real world, because there are usually multiple aircraft on frequency—just like the real world—and these controllers will tell you when you have clipped controlled airspace or you are at the wrong altitude. But unlike the real world, your certificate won’t be at risk.

The FSA survey also looked at the impact home flight simulation has on air traffic controllers. The results show that home flight simulation could be an undiscovered source of air traffic control recruitment—perhaps even training—that is likely being overlooked by regulators and civil aviation agencies.

 “The advancements in home-based simulation hardware and software have transformed a community once seen as purely hobbyist into a pipeline of motivated and focused individuals with readily accessible tools to explore and prepare for a career in aviation,” said Jon Standley, an air traffic management industry professional and graduate of the FAA’s Collegiate Training Initiative program.

The Home Sim Set Up

Some home simulation setups can cost thousands of dollars, depending on if the user wants a full set up with yoke and rudder pedals, a special chair and multiple screens and speakers for a full immersive experience. And on the other side, are the desktop devices created by flight simulation companies that cater to professional pilots, such as Redbird Flight Simulations from Austin, Texas. The company makes the FMX, a full motion device that puts the user inside an enclosed cockpit all the way to the J-Bird, which is a desktop model.

“For years Redbird Flight has helped countless aviation professionals achieve their career goals,” says Harvey Madison, a learning development specialist at the company. “For pilots from all sectors of aviation, including Parts 91,121, 135, and beyond, Redbird plays an integral part in learning, mastering, and maintaining top performance skills.”

The FSA is a free to join community of flight sim enthusiast pilots and industry developers and organizer of FlightSimExpo, one of the world’s largest dedicated flight simulation conventions. The next event is scheduled for June 21-23 in Las Vegas, Nevada.

The post Survey: Home Flight Sim Helps Prepare Real-World Pilots appeared first on FLYING Magazine.

“The pilot shortage has caused many flight training providers to focus their operations primarily on recruiting and training professional pilot candidates,” said Charlie Gregoire, Redbird’s president and chief operations officer. “Consequently, pilots interested in pursuing recreational flying opportunities are left with little support beyond the typical $100 hamburger run. This new initiative with the RAF will broaden exposure to the many flying activities outside of training for a new certificate or rating, and arm pilots with information for how to approach them safely.”

• READ MORE: Recreational Aviation Foundation Remains the Sum of Its Hearts

Since 2006 Redbird has been building basic aviation training devices (BATDs) and advanced aviation training devices (AATDs) to supplement the educational process. The AATDs are used around the world by pilots, flight schools, colleges and universities, and K-12 programs.

The RAF was founded by a group of Montana pilots who realized that the threat of recreational airstrip closures was of national concern. The group is dedicated to preserving existing airstrips and creating new public-use recreational airstrips throughout the U.S.

The two entities are creating a catalog of resources covering topics such as practical flying skills and habits, planning and preparation, basic survival and first aid, and gear recommendations and usage.

Among the topics to be presented are: 

• What to pack and avoid packing for recreational flying adventures
• How to evaluate a potential landing zone
• How to read the wind without ATIS (or even a windsock)
• When to land (or not land) with a tailwind
• Nonstandard traffic patterns
• Basic first aid and triage
• Leave-no-trace and good-neighbor flying

How It Will Work

Over the next 18 months, Redbird will be releasing the material in written and video formats at no cost to pilots or training providers. In addition the organizations are collaborating on the creation of training scenarios for Redbird’s subscription-based personalized proficiency training app, Redbird Pro.

• READ MORE: We Fly: The RAF at 20 Years into Moose Creek

“This partnership with Redbird is exciting and yet one more piece in the aviation puzzle,” said John McKenna, RAF chairman. “We hope this excites a few more folks about aviation and perhaps the joy of recreational flying.”

For those lucky enough to be at this week’s Sun ‘n Fun Aerospace Expo in Lakeland, Florida, Redbird has a special edition of its MX2 aviation training device with a custom RAF livery on display to raise awareness of the initiative. The organizations are showcasing it in the Redbird booth (NE-51, NE-52).

In July, the device will be on display at EAA AirVenture in Oshkosh, Wisconsin. Pilots and prospective pilots are welcome to demo the device and try their hand at a series of recreational flying scenarios.

The post Redbird, Recreational Aviation Foundation Partner to Boost Backcountry Flight Training appeared first on FLYING Magazine.

If you are looking for something with considerably less space disruption and small enough to fit in a carry-on bag, check out the Yawman Arrow. The company notes the Yawman controller puts the yoke, throttle, and rudder pedals in your hands. The device went on the market as of Monday for $249, available for purchase at yawmanflight.com and Sporty’s Pilot Shop. The device was created by brothers Thomas and Dwight Nield, professional aviators, and John Ostrower, aviation media creator, and founder of The Air Current.

The company, based in Carmel, Indiana, calls it a “fully functional hand-held cockpit,” noting there are 21 buttons and seven axes available for programming the Yawman Arrow with added multipress capability “optimized for Microsoft Flight Simulator that makes the controller infinitely configurable for everything from basic aircraft function for flying and simulator commands to advanced autopilot interaction.” The goal is to radically reduce the need for both keyboard and mouse/trackpad when flying.

The Arrow was “designed for simmers by simmers.” It is built in the United States and can be a primary controller on simmers’ Windows or Apple laptop, desktop, or Android tablet. Its portability makes it different from other devices as it can be used on the road with a gaming laptop or Android tablet, or cast to a television from a laptop.

“This has been a methodical journey to bring together all the familiar pieces of flight simulation hardware into an ultra-mobile form factor without compromising the virtual flying experience,” said Yawman co-founder Thomas Nield. “We have achieved that, and we are excited to deliver it to the simming community. We’ve brought a deliberate precision to Yawman, making it a multifunction controller that requires no additional configuration software to maximize its plug-and-play utility.”

The Arrow is designed to work with virtual aircraft of all types, from smaller general aviation airplanes and helicopters to high-performance fighters and commercial jets. Company officials note the portable controller can be used for real-world flight familiarization, preparation, and training without complex hardware.

The Details

The Arrow features controls for pitch, yaw, and roll, and two vernier-style engine controls like those found on many piston-powered aircraft. When the player is flying a jet, these controls activate spoilers and thrust reversers.

The device has an integrated trim wheel, along with two shoulder bumper buttons, a five-button D-pad, and five-way hat switch for independent viewing angles and video recording. The user can access a multifunction six-pack of programmable buttons to customize their flight experience.

The Arrow is fully compatible with Microsoft Flight Simulator on PC, Laminar Research X-Plane on PC and macOS, Infinite Flight for Android, Lockheed Martin Prepar3D, DCS World—and more—as well as nonsimulation games that support HID joystick controls. However, it is not compatible with iOS devices or Xbox.

We Test It

FLYING had a chance to test fly the Arrow. I was assisted by Michael Puoci, one of my learners who is a professional aviation game designer. When Puoci, call sign “Puffin,” was training for his private pilot certificate, he utilized sim technology as an enrichment tool, flying every lesson at least twice before he got out to the airplane That’s the beauty of the syllabus; he knew what was coming next and was able to prepare.

Puoci builds games and test flies them on a regular basis. We met at the Museum of Flight in Seattle. He was armed with his laptop loaded with X-Plane 12 for the demonstration. We tried the Arrow in a Cessna 172 as that is the airframe we both have the most time in.

It was easy to set up the Arrow to interface with X-Plane—just a few clicks. No additional software configuration was required.

• READ MORE: Setting Up Your Sim

Full disclosure: I had never attempted to fly using a game controller before, so there was a learning curve.

During the takeoff from virtual King County International Airport/Boeing Field (KBFI), the left turning tendency got the better of me as I had to use my fingertips for what my feet usually do. It took me a few minutes to get the hang of using light touch adjustments, especially on the trim. I teach my learners pitch, power trim to level off, and it was a challenge to adjust the right lever for power and not to over trim.

It took me a few minutes to achieve coordinated flight, and I found myself physically tilting the Arrow, rather than activating the proper controls, until my hands figured what to do to achieve what I wanted. We had to try stalls too, which are a rudder-dependent maneuver. I did one, then Puochi did one. Learning took place.

If you want to take your aviation sim on the road, the Arrow was meant for you. The unit requires one available USB port (cable included) and weighs 7.83 ounces (222 grams) and does not require batteries or charging.

Shop the Setup

The post Yawman Arrow Hand-Held Cockpit Released appeared first on FLYING Magazine.

Months before this flight, I added the Reality Expansion Pack (REP) plug-in by SimCoders to the default X-Plane 11 Baron. For $19.99, the plug-in brings additional aircraft systems to life in X-Plane 11 and improves upon the default version. This “study-level” simulation requires precise management of the engines and other aircraft systems, and models additional parts within systems that can be set to fail randomly or at specific intervals. As a result, flying with the reality expansion pack makes the sim pilot responsible for more of the digital aircraft and can increase the workload.Unbeknownst to me, a random failure was lying in wait, destined to alter my flight this particular evening.

The air at cruise was calm, and the digital sun—almost fully set—turned the horizon orange except for a thin layer of clouds building up over the mainland above my cruising altitude. The VFR conditions forecasted in the preflight weather briefing were holding. I had been looking forward to this night’s flight all month as I would be joining up with other flight sim pilots in the live airspace over KPVD. This was my first chance to participate in a “showcase” event hosted by my flight sim club, and was the last fly-in event scheduled for the month. One feature of a showcase event is that volunteer air traffic controllers fully staff the airspace around the Boston area (ZBW), giving all sim pilots a chance to do multiple realistic frequency changes during the course of the arrival to the destination air- port. Similar to the real world, Boston Center would hand off flights to Providence Approach, and then to Providence Tower for landing—with ground, clearance delivery, and departure controllers available for aircraft departing KPVD.

Crossing over the mainland just south of New Bedford (KEWB) in Massachusetts, I was now 10 miles southeast of the Class C airspace and expecting my handover to Providence Approach at any moment. Listening to the traffic on the frequency, I could hear many pilots on IFR approaches and was glad to have opted for VFR flight following. The radio chatter reminded me of flying in the ZBW when I was an active private pilot in the real world. It was exciting to feel like I was back in the big show again. Many of the sim pilots sharing the digital skies with me really know their stuff, flying the airspace competently on IFR flight plans and using professional radio work. It was motivating to be part of the group, and I wanted to bring my best when it was my turn to squeeze the push-to-talk button.

Using my call sign, Boston Center got my attention and provided my handoff instructions. Upon checking in with Providence Approach, a friendly controller greeted me with a right turn to 040, setting me up on a 5-mile left downwind for Runway 23. Moments later, the same controller was in touch with some in-sim traffic for me to see and avoid. I could hear the other sim pilot receiving his see-and-avoid instructions, and by looking out my windscreen to the left, I could make out his aircraft, a Citation, in the distance, lining up for final approach a few miles ahead. I couldn’t see the shape of the aircraft yet, but I could see the nav and strobe lights marking his position, which I cross-checked on the MFD of the G1000. The workload of aviating, navigating, and communicating was keeping me fully in the zone. I love the challenge of the arrival phase of flight, complete with its many variables to manage, and the crowd of sim pilots and controllers on frequency really added to the immersion. Although orderly, it was a virtual rush hour within the KPVD Class Charlie as the fly-in was set to close within the next 30 minutes.

With the landing Citation traffic in sight, Providence Approach turned me onto an extended left base for 23 and handed me off to the tower. I repeated the correct tower frequency but didn’t write it down on my kneeboard. When I dialed in what I thought to be the correct frequency, my call was met with silence. I tried one more time, but realizing that I must have mistyped it, I quickly punched the COM flip-flop button to ask Approach for the correct tower frequency. I felt a sinking feeling in my stomach, knowing I had started to fall behind the airplane in a critical phase of flight. With the correct frequency, I radioed Providence Tower, but my delay caused me to fly past the left turn for final. I sheepishly reported my position to the tower, and the controller took it all in stride, patiently giving me instructions to turn 180 degrees and set up for a right base for 23. Once turned around, I double-checked my airspeed and lowered my landing gear. I took a deep breath so I could focus on the next steps of the arrival.

I needed to settle in and concentrate on the next steps of the approach, but something with the airplane didn’t feel right. I checked my gear lights and had three green. Next, I checked my flaps, and they were retracted. However, I was putting unusual pressure on my yoke to keep my wings level. Immediately, I added rudder to keep the nose on the horizon, and I was now cross-controlling the yoke and rudder to keep the nose level. Not good.

I immediately checked the MFD and backup engine instruments and determined I was not experiencing a powerplant issue. Oil pressure, rpm, and manifold pressure were where they should be for the selected power setting. A few weeks before, I added an additional monitor to my sim cockpit to serve as a backup instrument panel. I attached a suction cup mount to my Stay Level avionics panel that houses my G1000 PFD and MFD. The monitor hosts additional indicator lights, gauges, and controls. With just a glance, I could see critical information about the Baron’s systems that would be available to me if I was flying the airplane in the real world.

One specific gauge caught my attention: The aileron trim position indicator was showing it was rolling uncommanded from full left deflection to full right deflection and back. I quickly clicked the aileron trim controls on the yoke to arrest the trim’s movement but to no avail. Immediately my face felt hot and my heart rate picked up as this problem quickly became an in-flight, in-sim emergency. My chance to land at KPVD with my fellow sim pilots was dissolving rapidly, like my altitude, airspeed, and ability to control the aircraft.

Since I am not a Baron pilot in real life and have not had real-world multiengine training, I predicted the landing would be a challenge. However, this situation provided a great opportunity to work out the problem using what I knew about aircraft systems and emergency procedures. Having never experienced a runaway trim issue in real life or in the sim before, I decided to use the rest of the flight as a test to see if I could survive the emergency. With no physical or monetary consequences, if I failed, it was a very low-stakes learning opportunity. Challenge accepted.

To minimize drag, I raised my landing gear, hoping it would improve controllability. Letting the tower know I was experiencing a flight-control problem, I was cleared to fly south toward the edge of the Class C. So as to not interrupt any fly-in arrivals or departures, I communicated my intentions to the tower and disconnected from the live air traffic control service. I was alone in X-Plane 11 now, and I was running out of troubleshooting ideas. The control of the Baron had not greatly improved with my gear up, and my mind was racing to identify a solution. With both feet and hands working the flight controls, I kept working on the problem mentally. Was I fighting the autopilot? It was definitely possible that I had engaged the AP by mistake. A quick glance at the G1000 and back down to the AP controls confirmed that autopilot was off.

Next, I gripped the yoke tightly—not knowing how the Baron would respond—and activated the autopilot into heading mode to see if that would stop the aileron trim’s maniacal cycling. I recalled that X-Plane 11 has extensive and programmable failure modes. Back in 2021, I had enabled the failure mode to randomly select one failure per 60 hours of flight time and, although I had only flown the Baron about 20 hours in the past 12 months, I realized the runaway trim condition was most likely caused by this programmable setting lurk- ing in the background of my previous months of sim flying, and was now showing itself.

I used the manual in-cockpit camera controls to zoom into the circuit breakers to see if I could pull the appropriate one with a click of my mouse. I knew some X-Plane aircraft modeled circuit breaker behavior but wasn’t sure if my REP Baron was included. When no circuit breakers responded to my rapid-fire mouse clicking, I zoomed in on the base of the throttle pedestal to see if I could manually stop the aileron trim wheel from turning. My mouse was unable to click the control wheel and stop it from continuing to turn. At this point, I was out of options to diagnose and but- tons to click, and still struggling to keep the aircraft under control.

Fortunately, my path south of KPVD led me to the western edge of the Class D for KOQU. Having attended a real-life air show there in 2012, I recalled the main runway of 16/34 would be my best shot at an emergency landing location. I was due west of KOQU by about 2 miles, flying at 170 kts at 600 feet agl, but I had Runway 16 in sight. I dropped the gear and swung the nose toward the runway. It was an ugly short approach over the western side of the airfield, and I did my best to line up with 16, all while fighting the aileron trim and losing altitude in the process. I was coming in fast, at roughly 130 kts, but the directional control seemed to worsen at lower speeds. My best option was to get the wheels on the ground and salvage the best landing possible. Since I would be the only witness in-sim to the outcome, there wasn’t anything to lose. I had flashes of aviation legend Bob Hoover’s sage advice go through my mind as I committed to the touchdown: “If you’re faced with a forced landing, fly the thing as far into the crash as possible.”

Thanks to the aileron trim, keeping on the centerline of 16 was nearly impossible, so I floated messily down the runway, slowly reducing the throttles and trying to maintain control. I tried touching down on the mains at roughly 120 knots, about halfway down the 7,500-foot runway, but I swiftly bounced into the air. I pulled back on the yoke to try to arrest the inevitable follow-up contact with the runway and bounced again. I would not attempt a go-around in this condition, so I reduced the throttles to idle and did what I could to minimize the impact of the final bounce. The digital propellers departed both engines with the impact, but the gear stayed connected to the undercarriage, and I skidded to a stop off on the left side of 16, just past the intersection with Runway 5/23.

I unclenched my hands from the yoke and enjoyed the silence in my gaming headset as I switched off the avionics, lights, batteries, and mags. Sitting in my flight sim cockpit in the quiet of my basement, I let my heart rate settle and reflected on how real moments of the flight had felt—especially the last 10 minutes as I was troubleshooting the aileron trim malfunction while trying to keep the Baron under control. Although there were areas for improvement, I flew the surprise emergency to the best of my abilities and enjoyed the mental workout. I never made it to KPVD, but the fidelity of the entire experience will keep me coming back for more.

The post To Providence or Bust, in Simulated Flight appeared first on FLYING Magazine.

The restrictions to this airport are many—and for obviously good reasons. No night ops, no tailwind arrivals over 10 knots, which is standard for most jets. You land on Runway 9 and depart Runway 27. The box canyon at the end of 9 makes the departure path pretty scary at best. And landing on 27 would be equally risky. 

During my trip, my hotel balcony was perched at Mountain Village, high up, overlooking the valley and runway. I was on the approach path to 27, and I watched Pilatus PC-12s and Citation CJ3s or -4s going onto 27. In fact, the day we arrived, we couldn’t land, as a Gulfstream GIV in front of me went missed because of the tailwinds on its final approach to 9. We followed his diversion to the alternate—Montrose Regional Airport (KMTJ).

I wanted to showcase this neat place in both X-Plane 12 (XP12) and Microsoft Flight Simulator 2020 (MSFS2020). They both accurately replicate the excitement and experience along with the terrain. The runway dip and odd slope are also recreated well in both sims. Coming in for a landing the normal way on 9, you’ll be riding down an open canyon with high terrain on either side. The steep valley below is home to the main highway to Telluride. The airport sits on a bluff on a dramatic 1,000-foot cliff above the road below. This is stunning and hard to not stare at while piloting. 

Coming in over the sudden rise to the runway can cause some ground proximity warning systems to go crazy, or in our case in the real jet, suddenly go from “500” to 50, 40, 30, 20, 10 like that in a flash. The floating sensation is real, as you’re above a downhill runway at first, then if you don’t get it on soon enough, it’ll turn into an uphill run on the far end. 

I fly a Bombardier Challenger 300 in real life—sadly none exist currently for XP12—but the HotStart CL650 is the greatest corporate jet ever modeled for any flight simulator platform, in my opinion. Its was great fun operating this airplane in and out of KTEX. You can get the amazing add-on here.

The density altitude is well replicated in both sims. As long as you’re flying a quality add-on that simulates good engine realism in props or jets, you’ll be able to notice the lack of air compression in a prop, weak acceleration, etc. In the jets, takeoff numbers will grow and the FADEC-controlled engine settings will reflect the performance limitations, plus the more sluggish reactions. 

Even in the default Longitude in MSFS2020, there was a “cabin high” warning as we had in real life. Most bizjets don’t like cabin altitudes greater than about 9,000 feet msl. Certainly our Challenger 300 didn’t, and this is simulated on both the aircraft I tried in XP12 and MSFS2020. I even tried a Boeing 737-800 to see how it handled into KTEX and, performance wise, it had no problem. KTEX is not necessarily too short for an airliner—it’s mostly the altitude that affects everyone, and high terrain makes maneuverability an issue in the box canyon to the east, preventing landing on 27. 

Squeezing a 737-800 into KTEX was not overly difficult at all. The parking area was only a little small. It had just rained a bit, with the XP12 puddling and water shine looking amazing. 

XP12’s blowing dust simulation was great, powering up the CFMs to takeoff thrust on Runway 27. The box canyon towering over the town to the east has walls of rock that rise to above 12,000 feet in the distance. A go-around off of 9 could be deadly, as well as an approach to 27. Density altitude is a factor for any aircraft at this high starting point. 

The MSFS2020 Longitude sitting in the same position to compare sim versus real in these pictures taken together.

A real NetJets Longitude showed up as well, adding to the comparison fun in this photo with the MSFS2020 Longitude shown above. 

The XP12 CL650 looks realistic too in the same parking perspective. 

As you can see, the scenery in both sims does a great job in giving you the feel of reality and what the actual airport has in store if you fly there. If an engine should fail on a turbojet on the way out of 27, we would basically follow the canyon and highway out without much worry. It’s a visual maneuver and not one you can do legally IFR, unless the aircraft manufacturer allows it or you have a predetermined “escape path” on a chart or performance-based document that is legal for your operation. Common sense throws out any IFR operation to and from here. Flying a light twin, you would probably lose some altitude on takeoff before feasibly climbing out of the canyon below on the departure corridor of 27. It’s definitely a place to set up unpredictable emergencies into either sim for some fun and fright. 

I could easily spend most of the day doing multiple takeoffs and landings in and out of KTEX. It is so much fun—and what a challenge. I am only showcasing bizjets and a 737, and can only imagine how different this would be in a piston single. 

Recently, a fatal accident occurred in a Beechcraft Bonanza from a summer sightseeing trip. The airplane went down near the town over the box canyon to the east in an accelerated panic stall, spin. The density altitude was high, a result of the summer temperatures combined with the high field elevation. It’s something to consider re-creating in either sim and testing yourself on the outcome or factors leading up to the unfortunate ending. 

The post Navigating Telluride’s Box Canyon Runway, Virtually appeared first on FLYING Magazine.

PilotEdge has been proudly hosting SimVenture Oshkosh for four years now, and each time it only gets better. It’s a unique opportunity to emulate the flight procedures associated with the famous EAA AirVenture event. You’ll have the chance to fly into the virtual Oshkosh, guided by the actual Oshkosh air traffic controllers, using your very own flight simulator. Pretty neat, right?

Each year, the real-life Wittman Regional Airport (KOSH) in Oshkosh, Wisconsin, becomes a buzzing hub of more than 10,000 aircraft arriving for AirVenture. To handle this incredible influx of air traffic, the Experimental Aircraft Association collaborates with the FAA and the National Air Traffic Controllers Association to develop specific VFR arrival and departure procedures.

• READ MORE: Three Tips for New Owners Flying to EAA AirVenture

If you’re a real-world pilot, SimVenture represents a golden opportunity to brush up on your nonstandard VFR skills. Whether you’re a seasoned AirVenture attendee or new to the game, these procedures can be quite unique, and SimVenture offers a platform to practice and familiarize yourself with them, building confidence and contributing to safer real-world flights.

For flight simulator enthusiasts, SimVenture can make your dreams of flying into AirVenture come true, even if it’s in a virtual setting. This is your chance to experience the thrill of one of the most realistic flight simulations you’ve ever experienced.

The first SimVenture in 2020 was created as a response to the global COVID-19 pandemic, offering aviation lovers an exciting activity they could safely enjoy from home. It quickly became a massive success, with more than 1,000 virtual arrivals into Oshkosh.

• READ MORE: Pilots Can Fly PilotEdge’s SimVenture Before Oshkosh

By 2021, the event transitioned to a more training-focused approach, allowing pilots to use SimVenture as a rehearsal for the actual AirVenture event happening just a week later. This strategy continued into 2022, recording well more than 2,000 arrivals throughout the event.

And now, here we are, gearing up for SimVenture 2023. We at FLYING are thrilled to be a part of this grand event with a virtual booth, joining you in exploring the virtual skies at SimVenture. So, mark the dates—July 13-16. Let’s celebrate our shared passion for aviation, learn, engage and, above all, have a great time. Can’t wait to see you there! Happy flying!

The post SimVenture 2023: Real Controllers, Real Procedures, Virtual Skies appeared first on FLYING Magazine.

X-Plane 12.0 was released just in time for the holidays, and it’s already gaining rapid use the aviation community.

According to Meyer, a 3,000-hour private pilot, the development of X-Plane grew out of his frustration when he was trying to achieve an instrument proficiency check (IPC). He had completed his training in Columbia, South Carolina, where the airspace was relatively uncomplicated, but found himself in southern California for the IPC. He was quickly overwhelmed by air traffic control, which put him behind the aircraft.

“With an instrument proficiency check, you can’t actually fail those. You just keep going until you get the sign off. I had to do four flights to get the sign off, and I found it very frustrating,” he recalls.

“I decided never to put myself in a situation where I have to go up four times to get an IPC again. I need to practice at home.”

Meyer, who was flying a Piper Archer II at the time, looked at Microsoft Flight Sim but noted they did not have a Piper Archer II in the program.

“I knew they wouldn’t put one in just for me, so I wrote my own simulator program. It was called Archer II IFR, and it was [an] instrument currency check in that it was highly optimized for instrument training.”

Meyer didn’t have all the performance data for the Piper, so he studied the geometry of the airplane and determined “how it must perform to the laws of physics and when I did that, I had an airplane that flew just like a Piper Archer II.” Meyer realized he could expand this model to any airplane, “and X-Plane was born.”

That was in 1995. Since then Meyer has been refining the product which is now in its twelfth iteration.

The challenge with writing a program like this, he says, is that when you change one variable it can potentially impact others in the program, so making changes takes much trial and error—in short, it takes time.

Bring on the Clouds

In this version of X-Plane the focus was on creating what Meyer calls four-dimensional clouds. The clouds change as the pilot flies through them just as they would in the real world.

“The clouds are volumetric,” said Meyer. “I actually felt [like] I used to feel in my old Columbia 400…where it is like ‘oh my gosh! I am not getting over this cloud build up, and I am not getting around it,’ and suddenly you find yourself in the middle of a three-dimensional maze of clouds. You wonder what kind of scud running is going to be in front of you, if you want to get under it, or if turning around to get out of it is even an option—just like you would in the real world.”

According to Meyer, he is hearing from users of X-Plane that the flight modeling for the aircraft has improved as well.

“They love that the aircraft flies more accurately. They also love how the lighting changes,” he said.

The scenery, which Meyer describes as “basic,” has also been enhanced for the seasons—if you want to go to New England in the autumn and watch the trees change color, you can. However, says Meyer, as many pilots are clamoring for more of a Google Earth scenery experience.

“People want to fly over their house, that’s not what X-Plane was made for,” he said. “That’s not how I use my airplane when I write a simulator. What I am looking at is the airport environment. When my nose is down, I want to see the airport. I want to see the avionics, I want an accurate flight model, I want to see the weather, I want the engines and systems and air traffic control to be changing just like they do during a flight. I want all those things you do to manage a flight from start up to shut down. That is the type of aviation I am experiencing all the time, and that is the simulation I want to bring to people.”

What Is Next for X-Plane

Meyer notes there are 30,000 airports in X-Plane right now, and more can be added via the Airport Scenery Gateway. “Anybody can take an airport they want to any level of detail, and load it onto our service. We have someone check it to make sure it is the best version of that airport and boom! We load it onto the master database and everyone gets it. All it takes is one person to build that airport.”

Because X-Plane uses a physics-based flight model that moves any aircraft through four-dimensional weather, it is a good training tool, says Meyer, adding that 2023 will be spent focusing on the professional use application of X-Plane. There are already simulator manufacturers that use X-Plane in their products, such as Precision Flight Controls. “They have gotten very good at this,” said Meyer.

Getting the Best Home Experience

X-Plane 12 can be downloaded from https://www.x-plane.com/. To get the best experience from the product, users need to find a controller, such as the Honeycomb yoke and pedal combination, or a joystick controller like the Logitech 3-D.

The price, says Meyer, is still $59.99, and that has not changed in several years.

The post X-Plane 12.0 Turns IFR Practice Into Homework appeared first on FLYING Magazine.