I am fortunate enough to go to work and play with actual flight controls connected by pulleys and cables to a bizjet worth some $20 million. Yet, this career only came after spending the first 20 years of my young adult life behind a computer, seeing the world, learning jet systems, playing the role of airline pilot, and educating myself on everything I could about what a career might be like in this exhilarating world. 

After so many years using Microsoft Flight Simulator (MSFS) 95, 98, and X, and X-Plane, I felt I had a pretty good hand on geography, airport locations around the entire U.S., and almost all of the major landmarks. Indeed, that was the case. As I started my career flying jets around the country in 2004, I definitely had that “I’ve been here before” feeling.

Starting with a good computer is key. MSFS or X-Plane won’t run well on a poorly optimized or weak machine. The good thing is prices have come way down these days, so it’s easy to find a good, solid PC to run either sim. My advice is, as always, get an intel chip base, i7 or i9, with Nvidia GeForce video. MSFS has always been the least hassle with this combination. Also required is a monitor with G-Sync technology, either on the laptop itself or externally on a home desktop system. I tried a non-G-Sync laptop by accident recently and returned it immediately due to screen tearing and artifacts, as well as stuttering in frame rates. Not all gaming machines are G-Sync, so beware and do research. The difference is night and day when using a G-Sync display.

• READ MORE: Setting Up Your Sim

Also, I am here to state (though it goes against many opinions among gamers) that a powerful laptop specifically built for gaming will run any sim phenomenally. Do not believe the naysayers. Yes, a desktop is the most powerful system to run a sim, but the compact technology in today’s top-end laptops is far superior to what it used to be. And trust me, you’ll not notice much of a difference. I like the laptops as they come ready to use, already built with the right components melded together for peak performance and quality. It’s cool high-tech wizardry.
You will never find a “gaming” computer in a Walmart, Staples, or even Best Buy. I highly recommend online purchases from dedicated retailers like, Xotic PC, Jetline Systems, or in some cities the great Micro Center. I bought mine at a local Boston Micro Center, and I love the hands-on shopping and ability to just bring it in for any issues or maintenance.

My mainstay sim gear to complement the laptop is the Thrustmaster TCA Sidestick Airbus Edition, Xbox Elite 360 controller, and Thrustmaster THQ throttle quadrant. All are easily portable and high quality. Our friends at Sporty’s Pilot Shop offer a bundle of these. The Xbox Elite unit can be purchased at most stores and is exceptionally great for programming the autopilot functions that I use. MSFS seems to accommodate an unlimited number of plug-in USB devices, and this inexpensive unit is one I highly recommend.

Twenty years ago, we had flight yokes, rudder pedals, and more. Yet they were quite heavy and extremely expensive. The market is wide open now with many brands to choose from, satisfying everyone from the casual simmer to the home cockpit builder. Military enthusiasts get what they’re looking for as well, with extremely realistic side sticks replicating exact fighter jet models.

Even though I love my portable on-the-road sim setup, when sitting at home, feeling the throttle quadrant in my right hand with the yoke in my left, feet in place, I can forget that this is all simulated. The realism is really heightened when using a 747 and swapping out the normal two-engine jet for the quad jet pieces that come standard with the Honeycomb base throttle unit. Now, manipulating four individual throttles really comes to life. You feel like you’re in command of something big.

A 747 or Piper Cub, it’s all available when using a Honeycomb THQ. The combinations are limitless and the quality is great. It offers precision handling, and all the parts and pieces can be popped off and on easily to turn it into anything you want. Then you just assign each slider to something in the MSFS controllers configuration screens.

The default throttle parts for Honeycomb are great and work the best overall. Recently, a new company called Prodesksim has started making add-on enhancements for the existing Honeycomb throttle quadrant. ProDeskSim attachments  add visual realism, true-size parts, and functionality. However, one issue I discovered is that the overlays, or underlays, of the throttle and speedbrake strips keep popping out of place as they don’t sit tightly enough to withstand the speedbrake or flap levers moving in and out of place.

Each time I use either the flaps or speedbrake axis, the plastic inserts all pop out from the detents being used. You can use the items without the flap tracks certainly, but you lose immersion and the actual detents most of the units use.

To remedy the loose underlay parts, you have to be very careful or kind of hold them in place with an available finger before using the axis. If you’re a cockpit modeler simulating just one type of jet, you could glue these into place, but it would be permanent. 

I have since learned that ProDeskSim has implemented a fix for all future units to keep this issue from occurring (my demo units came out early in 2023). The innovation here is great. I love how the company can make so many options and attachments based on the default unit. You can turn your Honeycomb unit pretty much into any GA or jet aircraft you want, making the possibilities seem endless.

I’m honestly not fond of reassembling each time as I change aircraft often enough to where this would be a big setback. For a cockpit modeler of one particular jetliner, this isn’t an issue. I found myself using the Boeing twin jetliner units the most as they are fantastic and only take seconds to install.

In case you’ve never used rudder pedals, it’s definitely one of those experiences where you don’t know what you’re missing until you try it. Once you set your feet snugly on them, you’ll wonder how you survived without for so long. I can’t bring them in my suitcase or I probably would.

Getting all the right hardware in place is the first step to enjoying your sims. You certainly don’t have to spend a fortune since the basic Airbus stick-and-throttle unit combined is only $199. The quality is precise and solid. There are online folks who have showcased using real aircraft cockpits and even airliners from nose through first-class cabins to run their sims. I can only dream of that for now.

The post All the Right Tools for Setting Up a Flight Sim appeared first on FLYING Magazine.

The talents of One-G Simulation, the makers of FAA-approved flight training devices, and education technology company Cignatec have created two Sopwith Camel simulators as part of the Museum’s World War I exhibit.

The museum commissioned One-G to design and build the devices to give museum visitors an immersive flying experience through a range of user-activated scenarios.

About the Simulators

One-G produces FAA-approved professional grade aviation training devices. The company began in a Seattle-area garage when One-G CEO Xylon Saltzman, an engineer, flight instructor, and charter pilot was forced to travel to Arizona for type-specific recurrency training. He realized that there was a market for better access to equipment and the company was born. According to Saltzman, One-G received its first letter of authorization from the FAA in 2011. Today, One-G has approximately 100 devices in the flight training world ranging from primary training units that simulate round-dial and G1000 cockpits to the more advanced devices that are used for training by companies such as air ambulance providers that utilize TBM and PC-12s.

“As a longtime resident of Seattle, it has been a pleasure collaborating with the Museum of Flight, successfully bringing the experience of flying a Sopwith Camel into the hands of the general public,” said Saltzman.

• READ MORE: When the Nose of a Camel Starts to Wander

Cignatec is devoted to creating learning experiences through the application of technology. Josh Swanson, president of Cignatec, is enthusiastic about collaboration with One-G and the MOF. “As a long-time member of the Museum of Flight, and advocate for STEM education, supporting the museum with this project has been a privilege and a lot of fun — and of course, it’s always great to work with One-G.”

According to Drew Pine, chief simulation engineer for One-G, “We hadn’t done anything like this before. It was quite a departure from FAA projects that we mostly develop. We wanted to make it enjoyable for non-pilots.” To that end, the units have elevator and aileron control and auto-rudder. “It is more along the lines of an arcade educational device rather than a training device,” he said.

There are three scenarios: takeoff and landing practice, follow the leader (another Sopwith Camel), and flying through rings. The flights take place over rural Europe, circa 1917. The scenarios are selected by pressing a button, and last for approximately two minutes.

About the Sopwith Camel

The Sopwith Camel is an open-cockpit single-seat biplane from World War I. Introduced by the Sopwith Aviation Company in 1917, it became one of the best-known fighter aircraft of World War I. The airplane was also immortalized in the Peanuts comic strip as Snoopy, the cartoon Beagle with the rich imagination, pretended to be a WWI flying ace at the controls of a Sopwith Camel while sitting atop his doghouse.

About the Museum of Flight

The Museum of Flight is located at King County International Airport/Boeing Field (KBFI). The museum collection contains aviation artifacts that predate the Wright Brothers and extend through the space program. The MOF is one of the largest aviation museums in the country and has the added bonus that pilots can fly in to visit.

For more information visit https://www.museumofflight.

The post Fly a Virtual Sopwith Camel appeared first on FLYING Magazine.

Why Was It Built? 

In an earlier post, I described Hughes’ early career, and the H-1 Racer he built in 1935 to set world speed records. As I also mentioned, he tried but failed to sell the H-1 to the U.S. Army as a high-performance fighter. Even after World War II began, and the U.S. aviation industry was booming with wartime orders, Hughes Aircraft failed to secure any military contracts. His proposed D-2 fighter, which looked much like a P-38, was an expensive flop. Starting in 1939, Hughes owned a controlling stake in Transcontinental and Western Airlines (TWA) and played an important role in encouraging development of the Lockheed Constellation. But Hughes Aircraft itself seemed to be losing out.

• READ MORE: Inside the ‘Spruce Goose’

The brainstorm for a gigantic cargo airplane didn’t originally come from Hughes but from construction tycoon Henry Kaiser. At the start of WWII, the U.S. was losing huge numbers of irreplaceable cargo ships to German U-boats, threatening the ability to keep Britain fighting and eventually turning the tide in Europe. Kaiser proposed to mass-produce “Liberty Ships” faster than the Germans could sink them. Initially ridiculed because of his lack of any experience in shipbuilding, he proved skeptics wrong, building more than 2,700  at an average pace of 39 days per vessel.

Still, to avoid U-boats altogether, Kaiser speculated that a large cargo airplane or “flying boat” could be developed to carry supplies across the ocean, entirely beyond their reach. Kaiser knew nothing about designing planes, but he heard that Hughes did. He approached Hughes with a proposal for a partnership: You design the giant planes, and I will build them. Hughes initially thought the idea was “crazy” but soon realized that it could be his shot.

• READ MORE: When the ‘Spruce Goose’ Took Flight

In fall 1942, a saga began that was to outlast the war the giant airplane was intended to help win. Part of the problem was that Hughes excelled at producing daring new prototypes based on ambitious ideas. Sometimes they worked; sometimes they didn’t. But he had never successfully produced more than a single, custom-built airplane in his career.

The aircraft would need to be capable of carrying 150,000 pounds (68,000 kilograms), including either 750 fully equipped troops or two 30-ton M4 Sherman tanks. Because wartime supplies of aluminum were committed to existing airplanes, engineers decided the HK-1 (originally named after Hughes and Kaiser) would have to be constructed mainly out of wood. They would have to be “flying boats” operating from water because no airports would be large enough to handle them.

The contract called for three prototypes to be built in two years’ time (by 1944) for $18 million (about $332 million today). But delays designing and constructing even the first gigantic airplane began to pile up. The engineers found working with wood on such a scale presented unprecedented difficulties. Multiple layers of birch plywood had to be bonded with special waterproof resins in a process dubbed “Duramold” to form a kind of strong composite. Because of wartime restrictions, Hughes had trouble hiring workers—men or women—with experience in aircraft manufacturing. Many of the people he ended up hiring were carpenters and cabinet makers.

As the tide of the war turned, and the U-boat menace subsided, President Franklin D. Roosevelt nearly canceled the project. Eventually, the contract was reduced to just one airplane for the same price tag, $18 million. Even then, Hughes knew he would have to spend millions more (ultimately $7 million) of his own money to finish just one unit. He stuck with it, even as Kaiser lost interest and dropped out. Critics called the airplane the “Spruce Goose” or “Flying Lumberyard.” The only piece of good news was that the U.S. Army was interested in buying an updated version of the D-2 fighter, called the XF-11, as a photo reconnaissance aircraft. It ordered 100 from Hughes for $43 million.

Finally, in June 1946, the H-4 Hercules (as it was now called) was moved in pieces from Hughes’ factory in Culver City, California, to Long Beach Harbor for assembly. Thousands of people came out to watch as the massive wings and fuselage were carried 28 miles by flatbed truck at a cost of $80,000 ($1.2 million today). They were brought to a specially made dry dock at Long Beach Harbor, where the airplane was assembled in place.

Under the strain of managing two major projects, Hughes was starting to behave even more oddly than normal. Then disaster struck. On July 7, 1946, taking the XF-11 prototype on its first test flight, Hughes lost control and crashed in a residential part of Beverly Hills. He was severely injured and nearly killed. Many believe his already fragile mental health also took a tremendous blow. He had barely recovered when he came under harsh public scrutiny. The U.S. Senate, frustrated that both the H-4 Hercules and the XF-11 had yet to materialize, demanded he publicly testify in response to charges of being a war profiteer, scamming the U.S. government out of millions.

• READ MORE: The Rugged, Sleek Legacy of the Beechcraft ‘Staggerwing’

The hearings were heated. Congressmen demanded to know why the Hercules hadn’t even flown yet. Hughes accused Sen. Owen Brewster from Maine of targeting him on behalf of Pan Am CEO Juan Trippe to prevent TWA from competing with Pan Am for international airline routes. Stung by the accusations, Hughes returned to Long Beach with a plan to exonerate himself. And this is where we join him—and the Hercules—on November 1, 1947, the day the giant airplane was first launched from its dry dock and presented to the press and public.

It was, at the time, the largest airplane ever built. The wingspan of the completed Hercules was 320 feet, 11 inches, longer than a football field—or the Statue of Liberty on its pedestal, lying sideways. The plane was 218 feet, 8 inches long, roughly the same as a Boeing 747. The massive tail rose to 79 feet, 4 inches, and by itself was the height of a five-story building.

The Hercules was powered by eight Pratt & Whitney Wasp Major engines, the same as the XF-11, four on each wing. With 28 air-cooled cylinders each, they were the largest radial piston engines ever built and produced an astounding 3,000 hp each. The propellers, with adjustable pitch for constant speed, were 17 feet, 2 inches in diameter. Each engine required 32 gallons of oil to keep it working properly.

The model in MSFS2020 doesn’t show the cargo bay, so here is my own photo of it, taken a few years ago at the Evergreen Museum in McMinnville, Oregon, where the Hercules stands on display. The first flight of the Wright Flyer in 1903 could have fit entirely within its confines.

The beach balls at the lower right of the photo were discovered in the wing pontoons when the Hercules was moved and underwent restoration in 1993. They had been placed inside them as a backup in case the pontoons themselves ever sprang a leak.

The cargo compartment would have been loaded through a large clamshell door at the nose of the airplane, but since this was just a prototype, the doors were never installed. Here’s a photo from inside the airplane toward the nose. The metal stairway on the right leads up to the cockpit and crew cabin.

About 25 feet above the water, the cockpit offers a commanding view. That’s about the same height as a Boeing 747 flight deck, similar to the windows on the third floor of a building.

The H-4 Hercules was the first airplane designed with a hydraulically assisted steering system, capable of multiplying the pilot’s strength 200 times. This has since become commonplace in large transport category aircraft.

The instrument panel is fairly straightforward, with flaps and fuel indicators on the left, a vertical speed and airspeed indicator, heading indicator, attitude indicator, and altimeter far right) along with a radio navigation aid.

To the left of the yoke is a crank for setting elevator trim, and the rudder pedals are at their usual place on the floor. To Howard Hughes’ left is a radio with a phone handset. Not pictured here was a big pipe that directed specially filtered air at his face while flying to alleviate his constant, paranoid concern about germs. Between the pilot and copilot seats are the throttles and engine gauges. Each of the four levers on each side controls two engines. There’s also levers for flaps and hydraulics, as well as an autopilot system.

• READ MORE: The Effective, Long-Lasting MiG-21

While the copilot can fly the airplane, their main job is to assist in operating its various systems. David Grant, a 30-year-old hydraulics engineer who sat in the chair beside Hughes, didn’t even have a pilot certificate—a “license,” at the time.

Looking back from the pilot’s seat, you can see the station for the flight engineer and beyond it the seating for the gaggle of journalists Hughes invited onto the Hercules the day after its official launch, November 2.

The flight engineer has panels for monitoring each of the eight engines in detail (left) and the flow of oil and fuel to each (middle). The right-hand panel controls the electricity and lights, alerts the engineer to fires, and starts the engines.

Directly behind the pilot, and across from the flight engineer, is a station for the navigator and radio operator. If you look closely, you can also see Howard Hughes’ hat. Hughes was a big coffee drinker, so the flight deck includes a coffee machine for everyone to enjoy.

At the back of the cabin are two APUs (auxiliary power units), Franklin engines used to generate the airplane’s electrical power as well as start the engines. The ladder to their right leads up to an observation station the crew can access either in flight or while docking.

This metal tank here contains an extra reservoir of 189 gallons of oil, which can be directed by the flight engineer to any of the engines as needed. The little door behind it gives engineers access to the interior of the gigantic wing. The cabin takes up the entire front half of the plane, from the wings forward.

Let’s get the eight engines started, two at a time. Each engine consumes over 100 gallons of fuel per hour at cruise speed. To supply that, the Hercules has 14 fuel tanks in its belly (under the cargo compartment) holding 1,000 gallons each.

On November 2, with journalists on board, Hughes took the H-4 Hercules out for what he said would be a series of taxi runs, to test the airplane out. No one expected it to fly. The big aircraft cut smoothly through the waters off Long Beach, reaching 90 mph.

After two taxi runs, he let all but one reporter (Jim McNamara from a Los Angeles radio station) off in a boat. Then, with the reporters still watching, Hughes turned the Hercules into a brisk wind and began what was to be his third and last taxi run.

A gasp and a cheer from the onlookers went up when the airplane lifted off the water, a few feet into the air, at a speed of 135 mph. The “Spruce Goose” was flying.

The flight lasted 26 seconds, covered about a mile, and rose just 70 feet above the water. Rather than risk trying to land the airplane in the choppier waters farther offshore, Hughes soon brought it in for a landing.

Barely airborne, it was the one and only flight the H-4 Hercules would ever make. But it was enough to serve Hughes’ immediate purpose: undercutting his critics. Now that the airplane had flown, the hostile hearings in Washington, D.C., lost steam and soon were adjourned. Hughes and the “Spruce Goose” (a nickname he absolutely hated) appeared on the July 19, 1948, cover of Time magazine. The headline: “Money + brains = fun (sometimes).”

At this point, under the contract, Hughes should have delivered the Hercules to the government. But guessing it would almost certainly end up scrapping it, he exercised an option to lease it back. For the next three decades, until his death in 1976, Hughes kept the Hercules in a climate-controlled hangar in Long Beach, hidden from public view, maintained by a team of 300 workers tasked with keeping it in flying condition.

• READ MORE: The Daring Legacy of the Hughes H-1 Racer

Once a dashing playboy, Hughes increasingly drew back, becoming a kind of ultra-wealthy hermit. Stories of his odd behavior abounded. When he died—without a recognized will—he left an estate estimated at $2.5 billion. After his death, the Hercules went on display beside the ocean liner Queen Mary in Long Beach. In 1993, it was moved to the Evergreen Museum in Oregon, where it is on display today. The hangar in Culver City where the Hercules was built was later converted to sound stages for movie production. Titanic was partly filmed there. More recently, it was converted to office and event space for Google.

But…what if Hughes had tried again. Could it have really flown, as intended? The sim isn’t a reliable test, but I couldn’t resist giving it a try.

The H-4 Hercules weighed 250,000 pounds empty, 400,000 pounds (200 tons) fully loaded. When it rose to 70 feet in 1947, that was still within ground effect, giving it additional lift. Nevertheless, I was able to gently coax it off the water and into the air.

The Spruce Goose is often portrayed as the fanciful dream of a madman, like Don Quixote tilting at windmills. The world’s largest airplane, made of wood, built for no good reason. In fact, as its story makes clear, it had a very good reason—even if the resources available didn’t allow Hughes to achieve it within the relevant time frame.

The H-4 Hercules was designed to have a range of 3,000 miles (2,607 nm), enough to fly from Los Angeles to New York, from San Francisco to Honolulu, or across the Atlantic from Halifax, Nova Scotia, to London. At a designed cruising speed of 250 mph (217 knots), it could have covered that distance in 12 hours, compared to four to five days for the fastest ships. A fleet of them could potentially deploy a U.S. military force anywhere around the world in a matter of days, safe from U-boats and other threats.

It’s the same vision that ultimately gave birth to modern-day airlift giants such as the C-5 Galaxy, capable of carrying 281,000 pounds to a range of 5,500 miles (4,779 nm), at a speed of 532 mph (462 knots). Or the Antonov An-225, another one-of-a-kind airplane that nearly matched the Hercules in wingspan. It reigned as the world’s biggest airplane, in weight, before it was destroyed during Vladimir Putin’s Russian invasion of Ukraine.

In fact, the Hercules retained its lead in wingspan all the way until 2019, when Scaled Composites’ Stratolaunch took to the air to launch vehicles into space. With a wingspan of 385 feet, the Stratolaunch follows in the Spruce Goose’s footsteps, being made from composites rather than metal.

It’s time to begin my descent to land, from the flight that never took place.

Out my side window is the Port of Long Beach, where the Hercules was built and later hidden away for many years. The white dome straight ahead, next to the Queen Mary, is where the Spruce Goose was on display from Hughes’ death to 1993, when it moved to Oregon.

When Hughes first flew the Hercules, his first instinct was to cut the power to descend. He had to be reminded by the hydraulics engineer in the copilot’s seat that without engine power, the hydraulic controls would no longer work. So I’m going to try not to make that mistake and still come in slow enough for a safe water landing.

Hughes once said, “I want to be remembered for only one thing: my contribution to aviation.” He is also reported to have said, “Do the impossible, because almost everyone has told me my ideas are merely fantasies.” I hope you’ve enjoyed the story of the impossible airplane he built, the H-4 Hercules.

If you’d like to see a version of this story with many more screenshots and historical images, you can check out my original post here.

This story was told utilizing H-4 Hercules included in the 40th Anniversary Edition update to MSFS 2020. 

The post A Fanciful Flight in the ‘Spruce Goose’ appeared first on FLYING Magazine.

Are you using at-home flight simulation for flight training, proficiency, and currency? If not, you should be! At-home flight simulation—which can be as simple as a laptop and a joystick—is widely recognized as an inexpensive yet effective training supplement for student and rated pilots.

FlightSimExpo is North America’s enthusiast flight simulation conference and tradeshow. At the event, meet flight simulation experts, try a variety of hardware, software, and Mixed/Virtual Reality options, and find out more about online air traffic control communities like VATSIM and PilotEdge. The event takes place June 23-25, 2023 in Houston, and registration is open now at flightsimexpo.com.

Whether you are getting into an airplane for the first time, an aspiring hoping to work for the airlines, or a ‘weekend warrior’ pilot looking to stay current, at-home flight simulation can shorten your training time, improve proficiency, and save you money. 

70+ flight simulation and aviation companies are exhibiting at the show, including Gleim Aviation, Redbird Flight, RealSimGear, Aviation Training Foundation, FlightChops, Embry-Riddle Aeronautical University, Civil Air Patrol, and more! You’ll also find the team from FLYING exhibiting at Booth H16. 

Alongside the hands-on exhibits, seminars given by pilots, flight instructors, and flight simulator experts are designed to help those new to the hobby find their wings. There’s even a free tour of the show floor available to all newcomers that will point out the best resources to help you get started. The full schedule is available at flightsimexpo.com/schedule.

Can’t make it to the event in-person this year? Full access to watch all live and recorded seminars is included in a Flight Simulation Association Captain subscription. 

To learn more about FlightSimExpo, visit flightsimexpo.com. The show is produced by Flight Simulation Association, a free-to-join association of flight simulator pilots and community developers. For more details on how at-home flight simulation enhances aviation training, visit flightsimassociation.com/start.

The post Home Flight Simulation for Training, Proficiency, and Currency appeared first on FLYING Magazine.

According to a statement from European Flight Academy, the training division of LAT, the state of the art additional equipment will help accommodate 300 students per year.

Company officials note once the aircraft and simulators are delivered, LAT’s fleet of Diamond training aircraft will grow to 24 in total (14 DA42s and 10 DA40s) and four Diamond Aircraft simulators.

“As a leading flight training provider, this step is not only a further investment in an efficient aircraft fleet and leading-edge training equipment, but ultimately also in the next generation of top-trained pilots of the Lufthansa Group,” said Matthias Spohr, managing director at LAT.

“This purchase again shows our good and long-standing relationship with Lufthansa Aviation Training. We are proud to be part of their continuing growth,” said Jane Wang, sales director at Diamond Aircraft Austria. “The DA42-VI is an excellent multiengine training platform, popular at many leading flight schools all over the world, that burns up to 50 percent less fuel than conventional avgas-powered aircraft and is exceptionally silent.”

About the Aircraft

The four-seat DA42-VI is the newest version of Diamond’s technology-leading light piston twin. The all-composite DA42-VIs are equipped with 168 hp jet fuel Austro AE300 engines, the Garmin G1000 NXi with a three-axis automatic flight control system, and optional electrically driven air conditioning.

About the Flight Sims

The Diamond Aircraft flight simulation devices allow realistic procedures training as the devices are exact replicas of the real Diamond aircraft. The simulators are built with authentic Diamond aircraft parts, including avionics, high-end visuals and OEM flight dynamic models for fidelity. The instrument panel is fitted with the original Garmin G1000 NXi avionics suite and standby instruments, allowing learners to train in a completely realistic environment.

Delivery of the DA42-VI training aircraft is expected for 2024, with four being placed at Grenchen, Switzerland and three at Rostock-Laage, Germany. 

Company officials add that Rostock-Laage will also receive one of the brand-new DA42 flight navigation procedures trainers. The other two Diamond Aircraft FNPT II simulators are destined for Zurich, Switzerland.

The post Lufthansa Aviation Expands Training Fleet appeared first on FLYING Magazine.

There is no lack of debate about how LSAs feel in the air. While some think they are too “twitchy” because of their relatively light weight, others think they are nimble, fun, affordable machines that deliver a great deal of desirable “stick-and-rudder” flying on as little as three gallons of automotive gas per hour.

With your curiosity piqued, the next obvious step is to see for yourself just what LSAs can do. The problem is that, unlike heavier legacy fleet airplanes, LSAs are far less common, and dealers are spread out in every corner of the U.S. Lucky for you, though, if you really want to get your hands on an LSA, there is a very good and nearly free option you may not have considered.

A simulated flight in an LSA using the incredibly accurate X-Plane software is the best way to experience this level of recreational flying when a real LSA is not available. I have been using X-Plane since the very first versions, and today’s version 11.5 is a mature, nearly bulletproof simulator that delivers extremely accurate characteristics in all phases of flight.

How the developers at X-Plane manage to deliver such accuracy in flight characteristics is best explained by Austin Meyer, creator of X-Plane.

“In a nutshell,” Meyer said, “X-Plane breaks the airplane down into many small mathematical pieces, finding the local air velocity vector on each piece. Once X-Plane knows the airspeed and direction acting on each bit of the airplane, it can determine the force acting there. Once it has done this for each bit of the airplane wing, stabilizers, props, gear legs, etc., for the entire airplane, X-Plane has the total forces and moments acting on the airplane at any given moment in flight. X-Plane then divides these forces and moment by the mass and moments of inertia of the airplane to get linear and angular accelerations, and then integrates those to velocities and then positions, moving the digital model through space.”

 X-Plane has been hard at work developing version 12, which is a full rewrite of the simulation program. I cannot possibly go into all the details here, so if you are curious about what is coming next for this simulator, read their latest X-Plane 12 Flight Model Report, all 25,134 words of it!

As a registered user (free) on the X-Plane site, you will find a large assortment of (also free) LSAs that can be downloaded and flown. These airplanes are vetted for quality, and with only a rare exception, their developers have done their homework to make sure the simulated airplane flies exactly like the real thing.

I spend a lot of time these days flying various LSAs in X-Plane as I write this light sport/sport pilot series, as this gives me a better perspective when the real thing is just not available. Here is a look at a few simulated LSAs I have been flying lately.

Piper J3 Cub

I am lined up where the numbers would be if Runway 13 at Pioneer Airport in Oshkosh (WS17)  had numbers. Choosing the Piper J3 Cub with tundra tires, I firewall the throttle and immediately the tail comes up, just like the real thing. I’ve dialed in just 5 knots of crosswind out of 235 degrees, and staying on the rudder pedals keeps the nose pointed down the grass runway, and the X-Plane Cub is off the ground before I know it.

The minimal but also quite realistic avionics in front of me tell me only what I really need to know to stay in the air, and after a quick touch-and-go at the Ultralights Field and a greaser landing right on Boeing Plaza, I take back off and buzz the controllers in the tower, because in a flight simulator, you can do that without hearing from the FAA.

I choose Runway 31 back at Pioneer for my landing, and with a bit of a right-rear-quartering tailwind, as expected in real-life, the Cub is a handful until those huge tundra tires grab the grass below me. The X-Plane Cub flies as expected, and even a small reduction in its limited power brings the nose down into a gentle descent.

Zenith STOL CH701 ‘Sky Jeep’

To give this simulated STOL machine a good workout, I am using Idaho’s Johnson Creek (3U2) with an elevation of 4,690 feet. I’m using Runway 35, and have dialed in wind 011 at 10G12 at ground level. This will be a quick lap around the patch, with steep rising terrain to my left, and much steeper terrain just east of the runway.

With one notch of flaperons, I am off the runway in a blink of an eye, and the Zenith handles the “sporty” mountain winds without flinching. I clean up the airplane and set into an aggressive left climbing turn, seeing 60 kias at 1,000 fpm. Now with a decent tailwind, the CH701 heads south down the valley at almost 90 kias, and I turn back towards the airport, pulling power and adding the first notch of the full-span flaperons. With the airport made in a comfortable 64 kias approach, I drop full flaperons and combined with the simulated Zenith’s fixed leading-edge slats, I slow quickly to 50 kias. Even with the gusty winds, the X-Plane CH701 seems on rails, and I touch down at 45 kias, stopping in what seems like 200 feet.

While I have never flown this airplane in real-life, the sim version did exactly what I expected it would, and handled the bumpy and somewhat demanding landing with zero surprises. 

• READ MORE: A Major Disability Couldn’t Stop This Determined Sports Pilot

Van’s RV-12iS

Ready to depart Wittman Regional Airport’s (KOSH) Runway 36, the panel of the X-Plane RV-12iS looks exactly like the real thing. The Dynon SkyView EFIS before me will look familiar to anyone who has flown behind this glass.

The RV-12iS flight starts with the canopy open, so the first thing to do is mouse-click the top of the frame, which closes the canopy. Takeoff with no flaps takes 6 seconds, and I am headed for Appleton Airport (KATW) in a 100-knot cruise climb, with the Rotax 912iS giving me 600 fpm. Level at 2,500 msl, I see 113 kias at 5,400 rpm, and after a very stable approach at 70 kias, I touch down on Appleton’s Runway 30 at 50 kias and am stopped quickly, easily making the first taxiway.

The X-Plane RV-12iS is a stable flyer, and even when I dial up the low-level turbulence in the sim’s weather settings on the return leg back to Oshkosh, the ‘Twelve’ stays on course and is easy to control, just like the real RV-12 I flew at the Sebring Sport Aviation show a few years ago.

• READ MORE: E/AB Kits Put the ‘Affordable’ in Affordable Sport Buying

A Good Investment

At just $59.99 for a digital download, buying X-Plane 11 is sound advice when you are shopping for an LSA. You’ll need a fairly new desktop computer to meet the software’s minimum system requirements, and if you’re not sure of what’s under the hood of your computer, X-Plane has a free demo version that works just like the full version, so you can download it and see if your computer’s RAM and graphics card can handle the rather intense demands that this simulation software places on your system.

If you are a Microsoft fan, their Flight Simulator software has graphics that many feel surpasses X-Plane, and numerous LSAs are available for download either free or as payware. MSFS is sold in three versions, with the standard edition being $59.99, and it also comes in a deluxe edition for $89.99 and a premium deluxe version for $119.99.

• READ MORE: Legendary Movie Pilot Shares a Lifetime of Great Stories

One note about flight simulators that should not be ignored is the need to use a quality flight control stick or third-party yoke/throttle/rudder pedal setup for the best experience. I use a very well-built VKB Gladiator MKII flight stick that has numerous buttons and switches that are easily programmable to suit my type of simulated GA and commercial aircraft flying. Without rudder pedals, X-Plane’s AI engine simulates yaw; however, a twist of the Gladiator MK11’s “joystick” does offer very accurate rudder pedal operation. (Note that the controller I use has been discontinued, but VKB’s other flight sticks are available here.)

The post Flight Simulators Can Bring Sport Aviation to Your Desktop appeared first on FLYING Magazine.

PC flight simulators are a popular way for aviation enthusiasts to get into flying without the expensive alternative of flight simulators or flying lessons. When putting together an at home PC simulator choosing the right hands-on-throttle-and-stick (HOTAS) flight control peripheral is important. Here is Flying’s guide to a few of the best HOTAS flight stick on the market.

Quicklook: Best HOTAS Flight Stick

• Best for beginners: Thrustmaster T.16000M
• Best premium HOTAS: Thrustmaster Hotas Warthog
• Best for users on a budget: Thrustmaster HOTAS One
• Best mid range HOTAS: Logitech X56
• Best for realism: HORI Ace Combat 7
• Best simple option: FR-Tec Raptor Mach 1

6 Best HOTAS Flight Sticks

Below are FLYING’s choices for at-home hands-on throttle-and-stick (HOTAS) flight control peripherals.

Thrustmaster T.16000M

The Thrustmaster T.16000M HOTAS is a great option for first-time HOTAS buyers. The Thrustmaster T.16000M gives users more precision, flexibility, and customization than standard computer gear can provide. This HOTAS flight stick comes with ambidextrous controls to fit any PC gamer. 

Compatibility: Windows and Vista

Connectivity: USB

Mountable?: Yes, suction mount

Programmable Buttons?: Tailor your own profiles to enhance most Thrustmaster flight controllers with Thrustmaster advanced programming graphical editor software.

Weight: 3 lbs

Special Features: 

• Ambidextrous stick grip 
• Four-axis flight control
• 16 action buttons with braille-style physical button identification

Thrustmaster Hotas Warthog

The Thrustmaster Hotas Warthog is a premium replica of the Air Forces’  A-10C attack aircraft. The dual throttle system offers precision and fully functional programmable controls. The HOTAS Warthog utilizes the TARGET software suite allowing users to test, configure and program Thrustmaster controllers. This HOTAS is perfect for experienced users who don’t mind the premium price. 

Compatibility: Windows 

Connectivity: USB

Mountable?: Yes, screw mounts. 

Programmable Buttons?: 55 fully programmable action buttons and 2 four-direction hat switches.

Weight: 13.23 lbs

Special Features: 

•  Twin throttle controls
•  Licensed by the U.S. Air Force: official replica
•  9 action buttons, along with a “Point Of View” hat

Pricing: $550 on Sporty’s

Thrustmaster HOTAS One

The Thrustmaster HOTAS One was the first official joystick for Xbox One and Windows and offers an affordable price. The ergonomic design ensures comfortable and easy maneuverability while playing. The all in one base is adaptable and separates for the best configuration for the user and needs not mounting. This HOTAS is best for users on a budget.

Compatibility: XBOX and Windows 

Connectivity: USB

Mountable?: No

Programmable Buttons?: No

Weight: 4.5 lbs

Special Features: 

•  Detachable base
•  Dual rudder system
• Adjustable stick tension via knob on the bottom

Logitech X56

The Logitech X56 provides a mid-range price for a military-grade HOTAS flight control peripherals. The sleek design with programmable backlights allows for ambient light and visibility to the user. The Accurate 16-bit aileron and elevator axis with hall-effect sensors makes the Logitech X56 HOTAS very precise and easy to maneuver. This HOTAS is one of the best options for a mid-tier HOTAS.

Compatibility: Windows

Connectivity: 2 USBs

Mountable?: Yes

Programmable Buttons?: Yes, 189 programmable controls. 

Weight: 5 lbs

• Highly programmable and adjustable 
• Twin throttle control 
• Ideal for VR

HORI Ace Combat 7

The HORI Ace Combat 7 is one of the most realistic flight control systems on the market. The HORI Ace Flight Stick’s design is partially based on genuine aircraft controls making the user experience like no other. Specifically designed for XBOX users this is the best HOTAS option for gaming realism. 

Compatibility: Xbox One and Xbox 360

Connectivity: USB

Mountable?: No 

Programmable Buttons?: No

Weight: 2.2 lbs

Special Features: 

• Both controllers feature haptic feedback 
• Officially Licensed by Microsoft and Bandai Namco entertainment
• Integrated headphone jack

FR-Tec Raptor Mach 1

For PC users looking to get into PC flight simulators without shelling out a ton of money and having to learn complicated programming, the FR-Tec Raptor Mach 1 may be the perfect fit. The easy to use design is both ergonomic and practical for a comfortable gaming experience and precision play. The Mach 1’s base is heavy and features non-slip pads meaning no mountain necessary. The FR-Tec Raptor Mach 1 is the best option for users looking for simple and easy without compromising play capabilities.

Compatibility: Windows

Connectivity: USB

Mountable?: No

Programmable Buttons?: No

Weight: 5lbs

Special Features: 

•  32 action buttons with 2 hats 
•  Electromagnetic sensor technology
•  Unique ergonomic design

How Do PC Joysticks Connect To Flight Simulator?

To set up your PC joystick on a flight simulator follow these steps:

1. Connect the joystick or gamepad to an available USB port on the computer.
2. Insert the CD that was included with the joystick or gamepad into the computer’s CD or DVD drive. 
3. Follow the wizard to install your joystick or gamepad and its associated software.

See the instructions that came with the HOTAS to install correctly. 

What to Consider With HOTAS Joysticks

When choosing a HOTAS flight control peripheral, understand the actions it will be used for. Become familiar with the types of aircraft you will be simulating, if buttons should be programmable, if comfortability is key, and how much you are willing to spend. 

Primary Aircraft 

Depending on if you are looking to buy a HOTAS as a flight student and would like to accomplish some chair flying between flights or if you are a serious gamer looking to simulate combat, the right HOTAS for you will depend on the capabilities of that device. The more complex aircraft you plan to fly with the HOTAS the more programmable features and precision you will need. 

Buttons

The buttons on a HOTAS are how you will control the aircraft you are flying. Depending on how realistic you want your HOTAS to be, picking a PC joystick that will allow you to get the look and feel of being in an aircraft is important. The more complex the aircraft you plan to fly, the more likely you will need a programmable HOTAS. 

Feel 

Some HOTAS are designed solely with use in mind and not with comfort. If you are a user who plans to use a HOTAS for hours a day, an ergonomic and comfortable grip should be top of mind.  If you are left-handed, ensure you either invest in a left-handed or ambidextrous HOTAS.

Price

A HOTAS can be very expensive depending on the manufacturer and capabilities of the unit. To ensure you are getting the best HOTAS for your needs explore all options within the subset and choose one that fits your budget. A HOTAS can cost between $75 and $750. 

Whether you are looking to buy a HOTAS because you are a professional gamer or just an aviation enthusiast, it is important to understand all the factors before purchasing. Pick a HOTAS that best fits your needs and budget. For more information about simulators and all things aviation subscribe to FLYING Magazine. 

The post HOTAS Flight Stick Options appeared first on FLYING Magazine.

The additional simulators will bring ATP’s fleet of flight training devices to 150 across 70 training locations. The first AATDs are set to be delivered by end of second quarter with the rest on track to arrive by the end of 2022. 

“Key to providing the most efficient path to a successful airline pilot career is investing in new technologies and resources that allow ATP students to train more effectively and safely,” said Michael Arnold, the director of marketing for ATP Flight School. 

• READ MORE: Spirit Airlines Announces Partnership with ATP Flight School

“Investing in these state-of-art AATDs increases safety during the initial stages of training and will allow students to gain proficiency in fundamental skills on the ground to maximize their time in the air.”

ATP utilizes simulation in the training curriculum to introduce students to foundational skills in a controlled environment before they takeoff in an aircraft. ATP notes this approach increases proficiency and maximizes time spent learning in the aircraft. 

The New AATDs

The Frasca sims will feature accurate physical representation of either a Piper Archer (PA-28) or a Cessna Skyhawk (172), aircraft currently being used for training at ATP Airline Career Pilot Program locations. 

Each simulator will have  

• 220-degree, wrap-around visuals 
• Garmin G1000 avionics
• Active control loading paired with modeled flight data

“Frasca and ATP have been partners for many years,” John Frasca, president of Frasca International Inc., said in a statement. “These 20 new Frasca FTDs for the C172 and Archer will support ATP’s training programs with the most technically advanced and realistic flight simulation available. This will ensure a maximum transfer of learning and contribute to increased safety.”

The post ATP Flight School Buys 20 New Frasca Flight Simulators appeared first on FLYING Magazine.

Epic Flight Academy has trained thousands of pilots who have gone on to careers at more than 300 airlines worldwide, according to the company. And they pride themselves on being able to move students from around the world through a training course in the most efficient way. So it makes sense that Epic would look for ways to further increase efficiency while retaining a solid training experience for new professional pilot candidates.

To this end, Epic has worked with Frasca International to create a new full-motion flight training device, replicating the Cessna 172, that it can incorporate into its training programs. The project utilized Frasca’s Motion-Cueing System originally designed for higher-level flight training devices and full flight simulators to add to the realism driven as well by the high-fidelity graphics. “Epic is the first flight school in the world to have a Cessna 172 FTD with this high level of motion system,” said John Frasca, president of Frasca International.

Epic’s students will log from 30 to 40 hours in the device during the academy’s private pilot course, with the motion base granting the ability to perform maneuvers, including stalls, steep turns, and landings. The syllabus requires the students to perfect maneuvers procedures in the sim before trying them out in the airplane. Epic has been using the device since November 2020, for an average of 250 hours monthly—with 30 private pilot students using the device as an integrated part of their initial course.

To Epic CEO Danny Perna, the curriculum is very different from what he experienced as a budding pilot. “We can now provide more training time for students at a third of the hourly cost,” said Perna. “When I learned to fly, I had a basic six pack, and I was the only person in the pattern for my solo. Today these students have to learn more equipment and technology than was in the first space shuttle. The simulator is a game changer for us with its ability to so closely replicate the flight characteristic of an airplane.” Frasca plans to place more of the motion-based devices in training organizations across the US. Epic and Frasca have also teamed up to pursue recognition of training time in the sim towards the hours required for the commercial pilot certificate.

The post Epic Flight Academy Adds Frasca Motion Sim, Reduces Training Time appeared first on FLYING Magazine.

Cockpits make terrible classrooms. They are expensive, loud, quick to produce sensory overload, and there is always the potential for the “classroom” to collide with something else—such as another “classroom.” If you are looking for a less expensive, more productive path to learning to fly, consider utilizing an aviation training device, commonly referred to as a simulator.

I am a 5,500-plus-hour master CFI in Seattle and have been teaching in ATDs since 2005. Correctly utilized, an ATD can accelerate the acquisition of many skills, from procedures to decision-making.

Save Money, Improve Your Skills

Simulation devices at the flight school level run the gamut from desktop models that have rudder pedals, a yoke and a computer screen where the windscreen would be to the more expensive, FAA-approved ATDs that create immersion by using wraparound screens and cockpits that mimic popular training aircraft.

Some ATDs even have motion, allowing the learner to experience crosswinds and turbulence in a safer, less stressful environment than the aircraft. The operational costs of ATDs are usually significantly less than the aircraft; therefore, the ATD costs less to rent for a lesson, and most important, there is often a greater educational return for you as a result.

The FAA allows some time accrued in ATDs to be applied toward the experience requirements for certificates and ratings, and in addition, many pilots find the lessons learned in an ATD save their lives when applied in the real world.

Most Part 141 schools have ATDs as part of their curriculum. “They are excellent procedures trainers,” says Matt Opsahl, assistant chief flight instructor, flight operations at the University of North Dakota. “Aviation training devices are used in every course. Our private pilots start out in them learning the procedures, learning the hand motions, the muscle memory for setting up the cockpit, learning to use the GPS—and the G1000 is much less expensive [to learn] in an ATD than it is in an airplane with the prop turning.”

“For best results, make the training session as close [as possible] to what would happen in the airplane,” says Josh Harnagel, vice president of marketing for Redbird Flight Simulations. Redbird, founded in 2006, has units ranging from desktop styles to enclosed-cockpit, full-motion ATDs. “Make it as realistic as possible—that includes using the checklist and seat belts if they are installed,” he says.

According to Randy Gawenda, business-development manager from Frasca International Inc., the quality of the sim session is largely dependent on the communication skills of the instructor. “You can say the same thing the same way to 99 learners, but [if] on the 100th learner you say it four times and the learner is still not getting it, it tells you that you are not communicating on the right level,” Gawenda says. “The instructor has to refine their level of communication and hit pause—because the learner is not hearing what you are trying to say.”

The best part of the sim is that it can be paused midflight to allow the learner to catch up—most every instructor wishes they could do that in an actual aircraft. The sim can also be easily repositioned for repetition, so you can gain practice without spending the time you would in the airplane.

Plus, there are some procedures that are more effectively learned in an ATD. One example is the loss of engine power. In the aircraft, the instructor simulates loss of engine power by pulling the throttle back to idle—you know what has happened by the position of the throttle. In the ATD, loss of engine power is done with a keystroke. It’s quite the eye-opener for the learner when they realize loss of engine power can happen regardless of throttle position.

“In the airplane, the instructor can only simulate emergencies like loss of engine power. In the simulator, the instructor can give you a real emergency,” Gawenda says.

Application is key. Many 141 schools use ATDs for 20 hours of the instrument rating to teach approaches and holding procedures. For the VFR pilot, learning cross-country skills such as groundspeed checks and dead reckoning in the sim can reduce much of the stress of the first cross-country flight in the actual aircraft.

Read More: Learn to Fly

Decisions, Decisions

Embry-Riddle Aeronautical University has been using cockpit-simulation technology for decades. The devices range from static cockpit mock-ups of training aircraft all the way up to a Frasca used to train pilots to fly a regional jet.

“ATDs are an excellent tool for teaching decision-making,” says professor Parker Northrup, chairman of the flight department at ERAU’s Prescott, Arizona, campus—provided the instructor communicates the objective of the lesson to the learner and correctly configures the ATD.

“Using an ATD gives the instructors the ability to precisely shape the learning objective and set up an environment and ‘switchology’ to meet the learner’s needs,” Northrup says, adding that scenarios drawn from an accident report published by the National Transportation Safety Board are particularly effective if your instructor creates a string of events allowing you to go through the same steps as the accident pilot—but with a better outcome.

The most common complaint from learners in ATDs is that there is no kinesthetic sense in the device. They cannot feel the ATD like they feel the airplane; it just doesn’t give the same kind of feedback. This makes the ATD a little more difficult to fly, and if the pilot has bad habits—such as poor airspeed control—they will be magnified.

There is also a tendency for instructors to pile on the emergencies, says Xylon Saltzman, a CFI and founder and CEO of One-G Simulation.

“Because the ATD is a safe environment for practicing potentially dangerous scenarios that you cannot control in an aircraft—such as a cargo shift, fuel imbalance or density altitude—you can overload the learner by giving them too many system failures or too many emergencies in one session,” Saltzman says. “Obviously, it is highly unlikely that you would have an electrical failure, pitot-static failure and engine fire on one flight, so don’t do it in the sim. Limit the emergencies to about 20 percent of the time.”

As your skills grow and change, so does the application of the ATD, says Kenneth Byrnes, Ph.D., flight chairman and assistant dean from ERAU’s Daytona Beach, Florida, campus. “We have sims with 220-degree visuals surrounding the cockpit, so you are immersed in the environment. Lots of initial learning for the private and [instrument] candidates happens in the sims. When the learners get to the commercial level, we focus on decision-making.”

“If the learner makes a mistake, let them try to fix it before you hit the pause button,” Opsahl says. “We don’t want to take the stress out of the situation, but we can remove the risk. If they make a mistake, we want them to recover from that mistake.”

You’ll need to treat the time spent in the ATD just as you would time in the aircraft. This means insisting on a preflight briefing to identify the objectives of the mission, identify the risks and potential challenges, then fly the mission. The post-flight debrief should include a critique of your performance as a learner as well as how the lesson can and will be applied for overall training.

“Some instructors will use the ATD to reduce the cost of getting a student over a hump on selected maneuvers…or if weather or aircraft availability preclude flying,” says Bob Hepp, a Gold Seal CFI at Aviation Adventures in Manassas, Virginia. “We do the first half of instrument training in it. For commercial, we use it for low-cost time building. We also use it for instructor interviews and annual instructor standardization.”

The Instructor’s Attitude Is Key

“We all know when an instructor doesn’t want to be in the sim and only wants to build hours,” Gawenda says. “This goes for the corporate/business/commercial training centers too, not just general aviation. I’ve had so many clients say, ‘Well, I went to “XX” last year, and the instructor was terrible, so I am not ever going back there again,’ even though the equipment is top-notch and it’s a professional training business. A bad instructor can destroy a sim session regardless of how well-planned and structured it is just by nonverbally communicating the lack of interest. It would be nice if we could figure out some way to incentivize great teaching, not just building hours.”

“It comes down to the flight school management styles and how they want their instructors to use the sim,” Harnagel says. “It might be [that] the learner cannot do a stage check until they have done X number of hours in the sim first. [It’s] also useful when a learner is having difficulty with a particular maneuver; the learner can do a sim session with a check [pilot] who can use the pause button of the sim…and deconstruct the learner’s poor habits and rebuild them with good ones.”

Six Tips for Best Practices in Leveraging Simulation Technology

1. Before your first flight, use the ATD for a “lap in the pattern.” This gives you an idea of what you will see in the aircraft during the flight, thus reducing the chance you’ll be overwhelmed. Learners who try the virtual flight first get more out of their first real flight.

2. As a flight school, have the instructors go through an ATD checkout just as they do an aircraft checkout. Make sure the instructors understand where and how the ATD can be applied in the syllabus.

3. For instructors: Create scenarios that can be applied to lessons in the syllabus with multiple outcomes. For example, put the learner on a cross-country flight with deteriorating weather. If the learner choses to divert, allow the learner to land in VFR conditions. If the learner continues, increase the difficulty of the flight by introducing a systems challenge or failure.

4. Recognize the limitations of the ATD. Though it doesn’t provide the same sensations as the aircraft during stalls and landings, the ATD can be used to teach procedures, such as power settings to be used in the pattern and setting up for maneuvers.

5. If the sim has the option for movement, conduct part of the training with movement activated and part with movement deactivated. The addition and/or lack of movement provides a new learning experience.

6. Make sure the time spent in the ATD goes into your logbook, noting the type of ATD, place (name of flight school or business), type of session (IFR or VFR) and length of the session.

This story appeared in the 2021 Learn to Fly Special Issue of Flying Magazine

The post Learning to Fly with a Flight Simulator appeared first on FLYING Magazine.