• Wednesday


    Flight Simulator X - Aircraft Repaints, Textures and Modifications
    Copa Airlines Boeing 737-9MAX (HP-9901CMP) v2.0 by Leonardo Corrales
    Delta Air Lines Airbus A220-100 (N101DU) v1.0 by Leonardo Corrales
    Level Airbus A330-200 (F-HLVL) by Miguel Angel Taboada
    Delta Boeing 757-351 by TDS - Tenkuu Design Studios

    Flight Simulator X - Scenery
    Aéroport de Lyon-Saint Exupéry - LFLL - Lyon, France by Ray Smith
    EPKK KRAKOW BALICE X DEMO by Drzewiecki Design

    Flight Simulator X - Utilities
    v2 FSX A2A Shockwave 3D Lights Redux Aircraft CFG installer by Jack Pickett

    Flight Simulator 2004 - Aircraft Repaints, Textures and Modifications
    Bluebird Nordic Boeing 737-400 (TF-BBL) by Benedikt Hagemeister
    Alba Star Boeing 737-400 (EC-MFS) by Benedikt Hagemeister
    TUI Airlines Boeing 757-200 (G-CPEU) by Gary Claridge-king / Captain Sim

    Flight Simulator 2004 - Scenery
    Aupaluk CYLA in northern Quebec Canada by Roger Wensley

    Prepar3D - Aircraft Repaints, Textures and Modifications
    RFDS Pilatus PC-24 (VH-KWO and HB-VSF) by Pascal Kuffer / IRIS
    Avianca Brasil "Turma da Monica" Airbus A320 (PR-OCN) by Miguel Angel Taboada
    Beechcraft V35B Bonanza (VH-CAE) by Jan Kees Blom

    Prepar3D - Scenery
    EPKK KRAKOW BALICE X DEMO by Drzewiecki Design
    France VFR has released thier new scenery Alsace VFR 3DA for P3Dv4. This 3D photoreal scenery represents the Northern-East part of France.

    The new VFR Regional series was designed to provide VFR flight in an environment as realistic as possible. It is the result of years of experience and practice in flight simulation and 3D modeling.

    "VFR Regional" products include all enhancements from the new 3DAutomation® technology developed by France VFR. This technology already provides the most realistic and dense environments ever seen. It does not intend to model real world accurately but to create a copy "as real as it gets" on a massive scale. It will evolve to adapt to the needs and new data available.


    - Ground textures from 0.8 to 1.20 meter / pixel resolution from IGN aerial photography reworked for an optimal visual rendition in Flight Simulator X® (summer only).
    - Dedicated mesh with high definition 4.75 meters (LOD13).
    - Lakes and rivers with navigable waters fitting the texture.
    - Transparency management of the seabed on the entire scene.
    - Semi-detailed generic airports including flatten platform correction.
    - Obstacles and VFR landmarks modeled on the entire scene including the official SIA database (antennas, towers, water towers, wind turbines, various constructions ...).
    - Hundreds of thousands of objects and notable buildings integrated into the environment (churches, power plants, silos, castles, industrial tanks, bridges, tolls, cranes, boats, streetlights, road signs ...).
    - Integration of 3D Automation® technology allowing multi-million buildings and realistic vegetation areas fitting geographic specs.
    - Extremely dense and optimized vegetation coverage using a custom rendering module controlled by artificial intelligence (AI).
    - Autogen buildings including additional specific and optimized 3D variations.
    - Geo-referenced data for maximum compatibility with future add-ons installed on the same area.
    - Development process 100% Microsoft ® SDK specifications compliant, ensuring maximum compatibility with new releases.

    More information and screenshots on the France VFR Homepage


    How To: Trim like a Pro


    “I hate trim.”
    We were on our way back to the airfield after completing our fourth training session. My student, connected to me using Peter Memmott’s excellent JoinFS software, was flying. Bill, as we’ll call him, was a fairly taciturn chap who was quite knowledgeable but found keeping the aeroplane straight and level hard work. To an experienced pilot trimming the aeroplane comes almost as naturally as breathing and not doing so is probably the one thing most likely to impede being able to maintain a height accurately, so Bill’s indictment of the trim wheel for his travails seemed bizarre. We’d spent some time practicing the appropriate technique in the immortal ‘Effects of Controls’ lesson some time previously and I didn’t recall any issues -- in fact, he’d seemed to pick up the principles quite quickly.
    Yet for some reason Bill now seemed convinced that the trim wheel was some sort of evil inconvenience I was forcing upon him. I couldn’t understand it. Surely it couldn’t be comfortable or easy to fly the aeroplane whilst constantly having to heave on the controls?
    Bill is far from the only student I’ve come across who’s had difficulty with trim. Perhaps one of the most memorable ones was James, who booked a session with me as the other couple of instructors he had flown with previously were unavailable. I’d read over his record and it was extremely positive with lots of glowing comments.
    The scheduled detail was Practice Forced Landings. I first suspected something was amiss when, as James completed his pre-takeoff checks, I pointed out that the trim was set rather significantly forward of the marked takeoff position.
    “Oh, I normally set it here because that’s where it needs to be once I’m airborne,” he replied.
    Having persuaded him to set the trim correctly, we took off and after a few minutes I started to relax -- James’ flying seemed very accurate, in line with what I’d read. After demonstrating the forced landing procedure -- pulling the throttle to idle, trimming for the best glide speed, selecting a field, running the trouble checks and flying a nicely-planned circuit, I returned the aeroplane back to 3,000 feet or so and handed over the controls.
    “OK, you have an engine failure - close the throttle, please,” I instructed.
    The first thing I noticed was that James seemed to be having some difficulty maintaining the glide speed. Gone was the nice smooth flying that had got us here and instead the nose was pitching up and down, the ASI needle swinging back and forth as we lurched down on what seemed to be a fairly lumpy rollercoaster.
    Of course, this was making it difficult for James to work out exactly where he was aiming and I was quite glad this was all taking place in a simulator, as I am quite certain that the effect in a real aeroplane would have nauseated even the most hardened of flyers. As we wobbled through about 1,200 feet, James started a turn toward final. Sensing he was a little low, he heaved the nose up.
    “I have control!” I called over the squeal of the stall warner, shoving the throttle and the yoke forward, and pushing hard on the right rudder pedal as the left wing threatened to plunge earthward. Gingerly, I eased us out of the dive and in to a climb, thinking it was odd that I was having to hold quite so much backpressure. I glanced down at the trim indicator.
    Yep, it was set about two-thirds of the way forward -- more or less where one would expect it to be in cruising flight. After putting that right, I raised an eyebrow.
    “James, did you trim the aeroplane for that glide?”
    The reply was incredulous. “No. Should I? I didn’t know you could change the trim in the air.”
    No wonder he’d had problems. The poor guy must have been heaving on his yoke all the way down to try and maintain the target airspeed. Not only that, but he’d been flying all the way through the course (and presumably all the way through his flight simming ‘career’) without ever touching the trim, save for at the point at which the checklist stated that it should be set for takeoff.
    What is this trim stuff anyway?
    Before we discuss how to trim properly, let’s sort out what trim is in the first place.
    Trim is used by the pilot to relieve control forces. Most light single-engine aircraft are equipped only with elevator trim, but it is possible for all three primary control surfaces to be trimmable. Most multi-engined aircraft are equipped with at least a rudder trim in addition to the elevator trim, and many of those will also be equipped with aileron trim. We’ll be focussing only on the elevator for now since that is the most commonly used, but the principles apply equally to all the surfaces.
    In most light aircraft, a small tab is installed on the trailing edge of the elevator. This tab is adjustable by the pilot, often by use of a wheel installed in the cockpit and connected to the tab using an arrangement of cables and pulleys, or sometimes the tab may be driven by a small electric motor controlled using switches installed on the control column. Larger aircraft may be equipped with a trimmable horizontal stabiliser -- an arrangement where, as the name suggests, instead of a small tab on the elevator the angle of the whole horizontal stabiliser may be changed. Again, in this discussion we will focus on the trim tab, but the general principle and technique is equally applicable to aircraft with a trimmable horizontal stabiliser.
    The pilot uses the control column to hold the elevator in the desired position, and then operates the trim control in the appropriate direction (either nose up or nose down).

    If the pilot is maintaining backpressure (and thus the elevators are deflected 'up') he trims in the 'nose up' direction. This causes the trim tab to move down, i.e. in the opposite direction to the elevator. This provides an aerodynamic force to hold the elevator in its selected position, relieving the pilot of the need to maintain force on the control column. Naturally the reverse is true if the pilot is holding forward pressure.
    But don’t I need a force feedback stick to feel this stuff?
    No! As long as your controls have springs that return the pitch axis to the centre when you release it, you have a force that you are pulling or pushing against. Naturally this is likely to be a somewhat lighter force than in most real aircraft (although some aircraft can have very light stick forces indeed) but nonetheless, provided you can feel the difference between holding the stick forward or aft of the centre detent and the stick being centred then you have all the feedback you need to trim the aircraft.
    What is important for accurate flying is that your controls are firmly anchored to the desk and are not slipping or sliding around as you move them. If you don’t have a hardware trim wheel, mapping the trim control to easily-accessible joystick buttons is essential so that you can comfortably operate the joystick and the trim at the same time whilst keeping your eyes looking out of the windscreen rather than fiddling around with the mouse.
    Eyes Outside
    The first mistake many new students make is to focus on the instruments rather than the world outside. It’s easy to see why it’s tempting -- but if we look at it logically, how large is the artificial horizon compared to the real one visible through the windscreen? Which, therefore, is going to show any changes in attitude the most clearly, no matter how subtle the change?
    Another problem associated with staring at the instrument panel is that there is a (realistic) lag associated with the instrument indications. The result is that people almost universally end up ‘chasing’ the indications, particularly airspeed and vertical speed, back and forth resulting in overcontrolling and wild oscillations. In more than two years of training flight sim pilots, I cannot think of a single one who did not exhibit this tendency at some stage. It is quite remarkable how easy it is to tell that a student is looking inside and not outside during a shared cockpit training session - even when the student might be literally half a planet away!
    It sounds obvious, but it is essential to get one’s eyes outside of the cockpit, off the instruments and looking out at the horizon. Note the distance between the horizon and part of the aircraft -- the glareshield, the nose cowling, the top of the wet compass etc. Every so often a scan of the instruments should be completed to confirm accurate flight, but any corrections should be made by making a small adjustment to the attitude (as identified using the outside horizon) and/or power setting as appropriate, holding the new attitude and then re-scanning the instruments to see if the desired effect has been achieved rather than using the instruments to carry out the correction
    Select - Hold - Trim
    The trim is used to relieve control pressures. It is not used to change the pitch attitude of the aircraft! This is accomplished using the stick/yoke to move the elevator.
    Gently apply pressure to the control column to select the pitch attitude that you want, referencing the distance between the horizon and your reference point on the airframe (e.g. the top of the nose cowling).
    Now wait - keep your eyes outside and hold the picture exactly steady using pressure on the stick as required. Are you having to hold forward or backward pressure?
    Finally, trim by applying small bursts of trim, if you are using buttons -- or if you are lucky enough to own a hardware trim wheel, smoothly roll it in the appropriate direction. Whilst you are trimming, aim to keep the pitch attitude exactly steady by varying the pressure on the control column. You will find that as you trim, less and less pressure is necessary until as if by magic you can let go altogether and the nose still hasn’t moved - now you’re in trim!
    Whilst this may take a little time at first, with a little practice you’ll soon be trimming like a pro!
    What could possibly go wrong?
    Here are some of the most common mistakes I see students making when they’re trying to trim the aeroplane:
    Flying the aircraft with the trim. Remember, the trim is there to relieve stick forces, not to replace the elevator. Most aeroplanes respond relatively slowly if you try and use the trim to pitch the nose up or down: the result is invariably overcontrolling and an unstable flight path. Not holding the attitude steady whilst trimming. Remember, the aim is to trim off the pressure you are holding. Relax the pressure very gently in proportion with the rate of trim input so that the nose holds steady. Letting go of the stick altogether before the aircraft is in trim will result in inaccurate, unsteady flying. Trimming in response to short-term deviations, such as turbulence. This falls in to the category of ‘flying the aircraft with the trim’, really -- again, fly the aeroplane with the control column and trim only to relieve sustained control pressures required to hold a desired pitch attitude. To summarise...
    Keep your eyes outside. Remember, the actual horizon is a lot bigger than the artificial one! Follow the select - hold - trim mantra. Get the picture set right first, hold it there, then use the trim to relieve any control pressure you are holding. Don’t let the attitude change whilst you’re trimming, and don’t use the trim alone to change the pitch attitude! If you need to adjust the pitch, select the new attitude using the elevator, hold it there and go through the process again.
    Good luck and if you have any questions or tips of your own please share them in the comments!

    A2A Bonanza Released


    The highly-awaited A2A Bonanza V-Tail has been released for Prepar3D v4 and FSX.
    The release early this morning follows a fifteen-minute promo video posted on the A2A Facebook page last night.

    Infamous for its high performance and unforgiving flight characteristics, the Bonanza V-Tail is one of the most recognisable General Aviation aircraft in the world.

    The A2A rendition promises faithful flight modelling alongside many of the features A2A customers will be familiar with from their previous products, including an immersive pre-flight 'walkaround' process, an authentic engine simulation model which responds to actual ambient conditions and usage and realistic gauge physics to provide a highly realistic cockpit environment.

    Carenado shares new DA62 pictures


    Carenado has released a series of images of its upcoming DA62 for FSX/P3D.
    The screenshots on Carenado's Facebook page show both interior and exterior detail, with a note suggesting the aircraft is "coming soon".

    The Diamond DA-62 is a five to seven seat light twin equipped with Diamond's trademark Diesel-powered Austro AE330 engines developing 180hp each. Full FADEC engine control means there's a single power lever for each engine rather than the separate throttle/prop/mixture arrangement typical in other designs.

     Avionics are in the form of the Garmin G1000 system, which includes a three-axis GFC700 autopilot as standard.


    Golden Age Simulations has released their Stearman (Boeing) Model 75. A biplane formerly used as a military trainer aircraft, of which at least 10,626 were built in the United States during the 1930s and 1940s. Stearman Aircraft became a subsidiary of Boeing in 1934.

    Widely known as the Stearman, Boeing Stearman or Kaydet, it served as a primary trainer for the United States Army Air Forces, the United States Navy (as the NS & N2S), and with the Royal Canadian Air Force as the Kaydet throughout World War II. After the conflict was over, thousands of surplus aircraft were sold on the civilian market. In the immediate postwar years they became popular as crop dusters, sports planes, and for aerobatic and wing walking use in air shows. Our representation of this iconic aircraft is fully animated with tool tips active in the VC cockpit for all animated parts. It is fully compatible with all versions of FSX and P3D.

    Package includes:
    High quality, Fully Animated 3D Models representing UAAF US Navy options Fully Modeled Detailed Continental and Lycoming Engines High Resolution (4096 x 4096)Textures Fully Animated VC cockpit with VC Cockpit Shadowing and Smooth 3D modeled gauges User Controlled Configuration Manager VC Cockpit Custom Sound Package Volumetric Propeller Textures High Fidelity Sound Files by Immersive Audio Precision Flight Dynamics Fully Animated Pilot Figures Paint Kit Custom installer for FSX, FSX SE and P3D Versions 1 - 4 Visit the Golden Age Simulations Stearman Homepage for further information.

    Aerosoft A320/A321 professional


    The A320 range of aircraft is one of the most common in the sky. These short to medium-range twin jet airliners have proven to be cost effective, reliable, and readily available, making them the best options for many airlines all around the world.
    The Aerosoft A320/A321 completes the series of completely new developments where virtually every part of the previous releases is overhauled or redone. What remains is our dedication to the basic idea of the product.
    The project is a development for 64-bit platforms and uses the very latest of technology and compilers making it highly future proof and as light as possible on your system. It is not a recompiled 32-bit product.
    The Aerosoft A320/A321 is available as download for Prepar3D V4.3!
    Visit the Aerosoft A320/A321 professional Product Page for further details .
    The Super 80 Classic, Super 80 Professional and DC-9 Classic for P3Dv4 are now available for download. Get all three aircraft in one big MegaPack!
    Coolsky, together with Flight One Software, is proud to announce the availability of the Super 80 Classic, the Super 80 Professional and the DC-9 Classic on the Lockheed Martin Prepar3D v4 platform. This has been a highly requested move . The first of the three aircraft offered in the package, The DC-9, was built by the Douglas Aircraft Company. It is a twin-engine, single-aisle, short to medium range jet airliner. The DC-9-30 is capable of carrying just over 100 passengers. It cruises at around 570 mph/910 km/h and has a range of about 1600 nautical miles (3000km). The DC-9 family of aircraft is one of the most successful series of airliners ever built with a total production of over 2,400 aircraft. 
    The other two aircraft represent the Super 80 in classic and modern configurations. The classic Super 80 brings you back to an era of flying where glass was just starting to appear. This rendition is based on the original Super 80, circa 1979. So with the combination of classic analog and early electronic navigation, you have a product that requires a lot of attention, but also rewards proper cockpit management. The Super 80 Professional simulates the latest cockpit upgrade given to the MD-80 series. It includes a full Electronic Flight Deck (EFD) that includes a full EFIS with FMS, TCAS, Systems Display Panel, Engine Display Panel, and many more advanced systems. The Super 80 Pro gives you the high-tech avionics required to fly the precision procedures executed by today's professional pilots.
    The DC9's and Super 80's systems have been painstakingly replicated in this series. All three aircraft include an Integrated Cockpit Training System will help guide you through many of the steps required in order to have a successful and accurate flight.
    Interactive schematic drawings of all major systems, a 140+ individual failure and situation system that allows you to practice how to respond to different types of emergency and abnormal situations and scenarios, automatic aircraft configuration for all phases of flight, and a dispatch / flight center that can select the number of passengers and amount of cargo you will be transporting, as well as the fuel load needed for the planned flight, plus so much more are included in the Megapack!
    A discount is available for owners of the FSX versions of these aircraft.
    You can find further details at the    product page
    ALABEO has released their C177 CARDINAL II for X-PLANE 11
    Full Xplane 11 compatible
     2 Cardinal II models: C177B (fixed gear) and C177RG (retractable gear)
     Custom sounds (FMOD)
     RealityXP GTN750 compatible.
     GoodWay Compatible
     Superb material shines and reflections (full PBR).
     High quality 3D model and textures.
     Blank texture for creating your own designs
     Accurately reproduced flight characteristics
     End-user configurability (via Manifest.json file)
     8 hd liveries
     1 Blank texture
     2 models: Fixed gear and Retractable gear
     Normal Procedures PDF
     Emergency Procedures PDF
     Performance Tables PDF
     KFC225 Autopilot Manual PDF
     Quick Reference PDF
     Recommended Settings PDF
    Visit the ALABEO C177 CARDINAL II for X-PLANE 11 Homepage for further details.
    Flight1 Software is proud to announce that the award-winning Cessna Citation Mustang is now available as a Complete Edition and now includes native support for Prepar3D v4 users.  This new all-in-one edition includes compatibility for the following simulators: Prepar3D versions 3 and 4, Dovetail’s Flight Simulator X Steam Edition, and Microsoft’s Flight Simulator Boxed Edition.
    The new Cessna Citation Mustang Prepar3Dv4 version includes new features specific to this simulator by providing new dynamic lighting for landing lights and beacons the glow beautifully during your night flights and provide accurate illumination.  The aircraft also includes aircraft gauges have been compiled to 64-bit format.
    In addition to the P3DV4 version specific features, the dev team has now added Airways to the G1000 across all platforms.  Users will now have the ability to load airways and draw them for flight planning.  Other small improvements to the G1000 loading procedures and panel.cfg pop-ups that now display in a 16:9 ratio natively round out the new features provided in this product release.
    The Citation Mustang is a breakthrough combination of power, speed and true jet affordability. Certified to be flown by a single pilot, the Mustang features state of the art engines delivering speeds of up to 340kts as well as the latest in large-format glass-cockpit flight displays, easing pilot workload, all while passengers relax in one of the largest cabins in its class.
    For more information, screenshots and to purchase the Flight1 Cessna Mustang Complete Edition v2, visit their product page here.
    An upgrade coupon is available for those who already own the 1.x version of this aircraft to purchase v2 for just $19.95.  More information and coupon download links for the coupon can be found on the product page.