If you haven’t yet explored this sector of the flight sim world, there are some intriguing options for developing skills, such as communications and procedures, from home. Among them is PilotEdge, a company that aims to provide a virtual air traffic control (ATC) network that is accurate and professional enough to be used for real-world pilot training.

Origin and Expansion

Founded in 2008 by Keith Smith, PilotEdge officially launched in 2011, offering service for the area covered by the Los Angeles Air Route Traffic Control Center (ARTCC). According to Smith, the platform drew on early work done by hobbyists, building it out to form a network of controllers who operate almost exactly like their real-world counterparts.

• READ MORE: Survey: Home Flight Sim Helps Prepare Real-World Pilots

PilotEdge added support for the Oakland, California, Seattle, Salt Lake City, Denver, and Albuquerque, New Mexico, ARTCCs in 2016. Over the past decade, it has also expanded its feature set with highlights such as an ATIS engine based on real-world weather (which correlates on PilotEdge’s ATC scopes), the ability to trigger remote failures in X-Plane, and high-fidelity controller pilot data link communications (CPDLC) for clearance delivery.

In addition, the company has developed a way to mimic VHF radio interference based on line of sight, terrain, and signal modulation. “Never has so much work been done to make a radio sound so bad,” Smith said.

Rules of Engagement

To get started on PilotEdge, users need a compatible flight simulator such as Microsoft Flight Simulator 2020, Microsoft Flight Simulator 2004, Microsoft Flight Simulator X, Prepar3D, or X-Plane 11 or 12, a headset, and a broadband connection. A PilotEdge account is required—monthly plans run from $19.95 to $34.90—and once an account has been set up, there is software to download. From there, log in, set the real-world frequency for the facility you want to contact, and communicate your intentions just as you would for an actual flight.

When it comes to operating in the PilotEdge environment, there are some rules in place to keep the experience realistic. Smith emphasized that the company’s virtual airspace is not designed for inexperienced flight simmers to test out unfamiliar aircraft. It is, fundamentally, a space for those who are comfortable with their simulator and aircraft model they will be flying to build proficiency.

• READ MORE: Flight Sims for the Win: It’s All About Repetition and Drill

“Contrary to what a new client might think when signing up, PilotEdge is not…designed for pilots to give it a try and see how it goes,” Smith said. “Filing IFR from LA to [Las] Vegas, direct, in a Boeing 737 that you don’t know how to fly, without any working knowledge of IFR procedures, is going to work out about as well as it would in the real world.”

For those who don’t or can’t fly at a realistic level for the type of operations they are simulating, the company focuses on providing education. This includes encouraging the use of its library of training programs.

Training Scenarios and Benefits

By simulating real-world scenarios, PilotEdge seeks to address some common challenges faced by newer pilots, such as mastering the nuances of navigating different types of airspace and proper communication. It also provides an environment where more experienced pilots can improve their skills without the cost of fuel and aircraft rental.

Not getting into the myriad scenarios that are possible on the network, there are two main ways to make use of the space. First, you can just fly your own flight, be it VFR or IFR, communicating with appropriate ATC facilities or via CTAF frequencies as applicable. Again, the whole point is for it to follow the same flow as any similar real-world venture.

• READ MORE: Healthy Obsession: What Flight Sim Has Done for Me

Second, for those looking for a more structured challenge, PilotEdge offers a series of 31 graded training flights. Covering both VFR and IFR skills, each flight is designed to build upon the previous ones. For those looking for encouragement and support while attempting to grow their skills, there is an online community where training scenario results can be shared and discussed.

“PilotEdge’s IFR training programs are known to offer considerably more exposure to a wider range of procedures than is found in traditional real-world training,” said Smith. “Pilots who have completed their IFR training in the legal minimum time have reported to us that their CFII and DPE wanted to know ‘their secret’ as to how they managed to learn so much about IFR flying. These are not isolated incidents either. They are almost becoming the norm on the network. This speaks to the fundamental benefits of self-paced training that offers a high volume of exposure to flying in the system rather than any abilities of any specific pilots.”

That said, Smith acknowledges that those looking to use their simulator-learned skills in the air should pay close attention to where sim training shines—areas such as procedures and communications—and where it differs from real-world flying.

“The secret to getting the most benefit from a simulator is realizing that it’s not your airplane,” he said. “The controls will not feel the same since there isn’t 100-200 mph of wind blowing over the control surfaces, and the visuals are different in a number of ways. As such, even though flight models have come a very long way, and graphics are constantly improving, it’s important to realize what tasks are well practiced in a sim versus what is best left for the airplane.”

Controller Training

PilotEdge brings in its controllers from a variety of backgrounds. Their ranks include real-world controllers alongside those with virtual-only experience. Everyone controlling for the company goes through an 80-plus hour training program that pairs them with a trained PilotEdge controller. The purpose of the program is to refine any previous experience they might have, fill any gaps, and teach how to apply it all on the network. The company uses real-world FAA procedures and manuals as the basis for its controller training.

Unexpected Applications

Like all the best training environments, PilotEdge is far from being serious all the time. It regularly hosts workshops and events, not the least of which is its annual SimVenture. As the name might imply, SimVenture simulates arrivals to the yearly EAA AirVenture fly-in convention in Oshkosh, Wisconsin. The experience allows pilots to practice event arrival procedures before attempting them in person and getting a feel for what’s in store when flying into the extremely busy airshow environment. Much like the real deal, the company reports that it has had more than 100 aircraft show up to fly into KOSH.

There have also been a few unexpected uses of the PilotEdge network, one of which involved a short field landing competition. It was won by a 737-200, which raises a whole host of questions perhaps best left for future exploration. Another is that the network has been used by an aerospace manufacturer for human-factors testing on new aircraft designs as part of FAA and European Union Aviation Safety Agency (EASA) certification processes.

“Of late, we’re even seeing applications within avionics manufacturers who are now able to more thoroughly test new designs before the real hardware has even been finalized,” said Smith. “We hope to be able to speak less generically about these events in the future.”

Looking to the Future

While it has expanded quite a bit since launch, PilotEdge isn’t done yet. The company is actively developing its services and hoping to announce its newest project later this year.

This feature first appeared in the April 2024/Issue 947 of FLYING’s print edition.

The post PilotEdge Offers Opportunity to Hone Key Flight Skills From Home appeared first on FLYING Magazine.

I was obsessed. Once college approached, I knew I was going to become an airline pilot, and I wouldn’t stop until I was an old man flying a Boeing 747. I was originally going to go to college to become a TV meteorologist, but failing grades in math kept that dream far away. I found it much easier to get into a state college with an aviation program, so off I went to one in New England to become a pilot.

While earning all my primary ratings, private through commercial and CFII, Microsoft Flight Simulator was right there with me. It provided all I needed for that extra boost when studying ILSs, holding patterns, VOR tracking, stalls, slow flight, cross countries, and more. Once the newer versions of MSFS were released (these major new versions were anticipated and sold in PC software stores in malls back then), it would cause so much excitement and anxiety for me that I’d be prepared to drive hours to get the coveted box in hand before the stores ran out, or other friends I knew grabbed theirs. Then the worries over computer strength and how the new version would run upped the anxiety. But it was a fun time back then, one that blew past any young child’s Christmas morning memory on any new release day.

After acing my IFR rating (the CFIs never understood how I knew all this stuff prior to beginning flying), my next big “ace event” was years later during my first real job as a Cape Air captain flying a nine-seat Cessna 402. I had to go for weeks of indoc and training, and my monthlong-stay hotel room was filled with some great multiengine hardware. Throttle quadrants, rudder pedals, and all were a fixture in my small room along with the PC. Today, I highly recommend the Sporty’s Pilot Shop Flight Sim Starter Set—quality Honeycomb equipment—or FLYING’s custom rig.

• READ MORE: Ultimate Realism ‘X-posed’ in 747-200 Classic

Some fellow classmates came to observe or try engine failures in a Cessna 421 add-on, the closest thing we had to the lower-powered 402. But it all worked and made sense. My multiengine failures and a simulated ATP check ride—complete with many single-engine NDB approaches to minimums in the real airplane—all seemed easy to me as I was able to fly all this before. The heck with imaginary “armchair flying”—I had the real thing in my hotel room as far as I was concerned.

Years later, once again another big event was my initial type rating in my first jet—the Beechjet 400A—in Wichita, Kansas. Most folks get a full initial type school of more than three weeks for most bizjets. However, my Part 135 boss was a cheapskate (imagine that) and wanted me typed within a four-day recurrent session the other pilots get every year. That was a lot to accomplish. The instructors said they didn’t think I could do it, as nobody gets a type off a recurrent session. And since it was my first jet rating, I had to take the four-day FMS ground training event as well.

Learning an aircraft FMS is the hardest thing for new jet pilots, and I had no time to learn it. Well, I said let me try the sim and see how I do in the FMS. I had a secret weapon nobody knew about. I had been using an FMS for years in MSFS, thanks to PMDG (www.PMDG.com), the makers of the finest Boeing airliners for the sim platform. Once I was in the real Beechjet sim, I discovered, sure enough, the FMS is exactly like the one in the Boeing jets. Even the glass cockpit was similar. The instructors were dumbfounded as to how I could suddenly bang away at all the keys, programming and modifying all the while learning to fly the jet. I let the cat out of the bag and told them, thanks to me being a geek on MSFS, I had learned all this years ago. They’re reaction was “no way” … but I was told to go ahead and skip the FMS course. I got my type rating in four days!

There was a fairly good Beechjet add-on for MSFS2004 made by Eaglesoft, and I used it during this training event and subsequent recurrents as I became a captain for the 135 outfit I flew with for several years before getting a new type rating on a big, beefy Dassault Falcon 2000 eventually. Sadly, no Falcon products existed for any sim platform, so I was a bit overwhelmed during that initial type rating. But, as most flying jobs change, so did this one. I was suddenly changing jobs and getting typed in a Hawker 800 series—a bit of a step back from the big Falcon.

Now, once again I had the sim advantage as one did exist from designer Carenado (www.carenado.com). The Hawker 850 was out for MSFSX at the time, and it was excellent in preparing me for the overall layout, look, and feel for learning the cockpit. However, it was not too big on exact systems modeling, so I used it as more of a visual familiarization tool than anything else, as well as for some basic flying qualities I believed were probably modeled pretty well.

Soon that 135 job ended, as those old 800s were poorly maintained and most flights were an exercise in using the emergency section of the POH. So I quit, only to find a job flying a much newer, late model Hawker 850, exactly as I had in MSFSX. This was a hoot. The newness and power was so much greater than the older sister. But that new boss suddenly traded in the 850XP for a big, powerful Challenger 300. This was the pinnacle of my career back then, and I had yet another sim weapon—the incredible Challenger 300 for X-Plane 11.

This favorite of many was sadly discontinued years ago, but I used it to the fullest extent while it was available. Systems, operations, layout, and flying quality were all simulated. I became extremely familiar with the CL300 during this time, and once I was type rated and flying the real thing, I became a reviewer of the X-Plane version. I was even able to help the author a bit on tweaking some parameters to better equal the real jet.

But the more I flew the real thing, the more I realized how well done the X-Plane version really was. I used to think it was too powerful, easily performing initial climb rates hitting 10,000 fpm, then I found out, yes, indeed the real thing does it too. What a ride!

Now that sims have helped me learn the real aircraft I fly, what about other stuff? How about life and death? Through no fault of my own, or perhaps a clumsy error, or maybe being even wreckless a bit while flying on the PC, I have found myself in sudden potentially dangerous scenarios that require immediate thinking and problem solving. I often leave the airplane on autopilot to do other things but have returned on a few occasions to discover one or more engines have failed for some reason. In jets it could be because of high-altitude weather, lack of anti-icing items being used, or other issues. Now I must think and react as a real pilot.

Even without a checklist at hand, it’s a brain exercise that is nothing but beneficial. So in a way, that is an actual emergency not planned at all and definitely a surprise. In smaller airplanes I have experienced total loss of power, so a visual landing off airport is an incredible “big picture” situational awareness type of tool that’s very realistic. I have written about such emergencies in past issues of FLYING’s digital platform.

Actual live weather feeding can provide an unexpected moment. So now, it’s time to dig out approach plates or perhaps attempt a visual with terrain. How about a planned emergency? Sure can. Options in either MSFS2020 or X-Plane 12 (XP12) give you the ability to randomly have a failure of anything you choose at a specific time, keystroke, or random period. XP12 goes farther and gives you the chance of random bird impact and resulting crisis, with hundreds more just waiting for you to activate. During jet recurrent events, we practice multiple engine failures at V₁, so that is easily something I’ll do in the sims at home.

Get a friend involved to secretly program something bad to happen. Back when I was a single guy and had a fellow roommate pilot pal (Rob, this is you) whom I taught how to fly, we’d call these randomized, intentional moments of doom “horror flights.” We’d set up the other guy while he wasn’t looking to have to fly the Cessna 182 and have total electrical failures combined with vacuum failure at night. Looking up to see nothing but a turn coordinator to live by is terror in IFR. Use engine sound for rpm and wind noise for pitch. If the outcome was bad, we’d throw each other down the stairs to simulate a crash and resulting injury. This added to the fun and realism. I don’t think any of us really lost too much blood.

I have been to many airfields in the real world where I’ve experienced that “been-there-done-that” feeling. Places like KASE, KTEX, KHSP, KJAC, KVNY, KSFO, KTRK, CYVR, PHLI, and dozens more where, if it weren’t for the sim, I’d be a level behind. Most involve high terrain or odd procedures. My first European trips in the Challenger were done in MSFS or X-Plane. Any new places I know of that I am heading to will be at least seen virtually before going in real life.

Every sim session is educational and keeps the brain in “big picture” mode. SA, or situational awareness, is key. I have flown with so many other pilots that lack this skill or are somewhat always behind the jet. A home simulator keeps these skills sharp. You’re always thinking ahead about “What if…?”

You don’t even need the latest MSFS or X-Plane to do this—or a fancy PC. Any version would do. I’d go as far as to say some of the big picture things can even be accomplished with an air combat sim. If you’re always thinking and doing, planning and preparing with a home flight sim, you’re leaps and bounds ahead of the traditional “armchair” pilot.

Going from class to a hotel room, sitting in a chair with a cockpit diagram in hand, isn’t going to cut it. You’re missing the other half.

This column first appeared in the December 2023/Issue 944 of FLYING’s print edition.

The post Healthy Obsession: What Flight Sim Has Done for Me appeared first on FLYING Magazine.

At the beginning of the film, a B-17 returning from a World War II mission makes a low pass over the Memphis Belle’s aircrew playing touch football at their base, signaling the return of the squadron. The beautiful shape and proportions of the B-17 and the unmistakable sound of those four Wright R-1820 engines thundering over me in the theater made the most indelible impression, and my love for aviation began at that very moment.

In spring 1991, David Tallichet, the pilot/owner of N3703G, one of the B-17s flown in the film—the other was Sally B—brought it to Concord Municipal Airport (KCON), and I waited in line one rainy afternoon to tour the interior with my mother and grandfather, all three of us climbing up the steep ladder into the hatch located below the cockpit on the pilot’s side. One of my favorite early memories was pausing with my grandfather behind the pilot’s seat as he patiently answered my questions about the dizzying array of instruments, levers, and switches in the cockpit. As a boy, it looked impossibly complicated, but I was intensely fascinated.

• READ MORE: Taking a Virtual Flight with the Yawman Arrow

After the tour, I purchased a poster at the souvenir stand that Tallichet politely signed for me. At nearly 70, he was gallant in both appearance and manner and spent some extra time with my grandfather and I, taking us around the exterior of his B-17 while he and my grandfather compared notes on their flying experiences. During WWII, Tallichet was a copilot of a B-17 in the 8th Air Force, completing 20 missions. After the war, he became a successful businessman and amassed an impressive personal collection of military aircraft.

Before we departed his company, Tallichet asked if I wanted to fly when I grew up, and I automatically answered yes. Standing between him and my grandfather, who wouldn’t aspire to what each had accomplished as pilots? That poster with his autograph hung in my childhood room until I went to college.

After that close encounter with the movie Memphis Belle on the ramp, I drove my friends and family crazy by asking to rent the film at least once per month, watching it until I could recite most of the dialogue with my sister. Without YouTube in the mid-’90s, there was no easily accessible footage of what it looked like to fly a B-17 from the pilot’s seat, so I repeatedly rewound the videocassette to watch the flying sequences to try and understand how it all worked. In 1993, a friend of mine in the neighborhood heard me talking about the movie and invited me over to his house after school. He owned an early PC with a color monitor and had a copy of the recently released combat flight simulation called B-17 Flying Fortress: World War II Bombers in Action by MicroProse. This was my first flight sim experience of any kind, and I had so much fun trying to fly the B-17 that I didn’t move from the cockpit to try the other crew positions. The cockpit and the gunner stations on the bomber were faithfully modeled as much as was possible at the time. For example, in the waist gun position, you could look toward the front of the B-17 and see the wings, round engine nacelles, and propellers spinning. Your role in one of the gunner positions was to defend the Flying Fortress from attacking enemy fighter aircraft. All of this sounds rudimentary today, but the missions, crew stations, and color animation were created in the early 1990s.

Experiencing the B-17 combat simulator came at a critical and impressionable time in my childhood, and I can still remember the thrill. In speaking with many pilots I have met over the years, a lot of us had a chance to try a home flight sim that served as a connection and an on-ramp to the larger world of aviation. For me, using a flight sim was a lot of fun, and it only made me more excited to try my first real-world flight lesson when I turned 14.

Back during the late ’90s, Chris Palmer—aka @AngleofAttack and a CFI who now runs a successful general aviation training business and popular aviation YouTube channel from his home airport in Homer, Alaska—started flying the European Air War WWII combat simulator. Palmer remembers learning the basic flight and power controls and the thrill of flying a fighter aircraft over the English Channel to challenge the Germans in air-to-air combat. As a teen, he purchased Microsoft Flight Simulator X (FSX) and dreamed of becoming an airline pilot. He would load an airliner into the simulator and enjoy departing from many of the major airports around the world contained in the title’s library.

That early exposure inspired him to pursue real-world flight training. By the time he turned 17, Palmer started ground school and had already learned radio communication basics from the hours he spent on VATSIM, the live air traffic control service staffed by trained volunteer controllers that can be layered into a home flight sim with a software plug-in. After learning how to edit highlight videos for his high school football team, he built a study-level training course on how to fly the Boeing 767 on FSX. These video lessons achieved scale and, 17 years later, the DVDs, which complement a professional ground school study program, are selling to aspiring pilots training for their next upgrade.

When I came back to the world of GA to finish attaining my private pilot certificate in 2010, there was nervousness about the coming pilot shortage. Articles on the topic abounded, and writers made educated guesses about from where the next wave of pilots would come.

The question poised at that time was could enough discovery or EAA Young Eagles flights be conducted to successfully introduce the next generation to general aviation in time to stave off the looming airline pilot retirements not too many years in the future.

In 2014, I changed jobs into a marketing position where I could combine my passion for GA with my skill set as a social media marketer tasked with representing a leading general and commercial aviation product. Around this time, YouTube’s user base was rapidly expanding in popularity, and aviation enthusiasts could follow pilots on journeys from their first training lessons all the way to the airlines. Some pilots such as @flightchops (Steve Thorne) and @steveo1kinevo, who had modest followings of around 30,000 subscribers at that time, would amass hundreds of thousands of them over the next few years as their content attracted aviation enthusiasts from all over the world.

Today there are popular pilot/content creators who have used their engaging videos to help bring pilots of all ages to the airport for their first flight lessons. YouTube and the other social media channels have connected a global audience made up of millions around the world to pilot content creators with the time, equipment, and capability to publish their flying stories and share the world of GA with new, ever-widening, and more diverse global audiences through the mysterious and perplexing magic of the algorithm.

Fast-forward to this summer, and Jorg Nuemann, head of Microsoft Flight Simulator, presented to a large, in-person audience in June at FlightSimExpo, where he shared that MSFS2020 had achieved more than 12 million individual users since the software launched in September 2020. With the recent launch of X-Plane 12 in 2022, and the continued growth in popularity of Digital Combat Simulator (known as “DCS” and featuring modern fighter and rotor wing aircraft), each software program continues to attract a specific segment of digital aviation enthusiasts. Acknowledging that there is some crossover of home flight simulation pilots between these popular software titles, each offers a digital aviation experience where the user can hop over the virtual airport fence and climb into the cockpit or flight deck of so many faithfully digitally created general, commercial, and military aircraft.

Taken together, these software titles have amassed a worldwide user base on a scale not seen before. The result is YouTube and flight simulation are introducing enthusiasts to the world of aviation by serving as the top of a giant funnel, bringing the user into digital aircraft that are visually accurate to their real-world counterpart complete with high fidelity systems modeling. I believe the next generation of pilots is already here. They are fluent users in the digital world, easily finding flight simulation and aviation video content online.

Although we may not see them at real-world GA airports yet, I am already flying with them in the flight sim club of which I am a member. Listening to their radio calls approaching the Boston Class Bravo airspace, these flight sim pilots, many years my junior, are flying digital airliners into KBOS executing complex IFR arrivals with crisp and professional radio communication. Any of these flight sim pilots could show up to their first real-world discovery flight and surprise their unsuspecting CFI by being able to file and read back an IFR clearance without a single hour in the real-world logbook. Although these students will be well prepared in some aspects of flight training, they will have areas where the flight sim experience can’t adequately do so. But I’m confident a capable CFI will be able to diagnose any weaknesses and bring the student up to the relevant test standards.

To check that assumption, I asked Palmer about his thoughts on home flight-sim use and how it could potentially complement real-world flight training. As an experienced CFI who has successfully trained many private pilots, I wondered if he had any concerns about flight students crossing over from the digital world of flying into the real world—specifically the cross-country stage of private pilot training.

“If flight sim is used in the correct way, it can help you advance your flight training,” Palmer said. “There are more advantages than disadvantages. For example, you can easily mix pilotage and dead reckoning to practice navigation skills. You can plan the flight, get the

exact winds, get the exact weather, and set the correct time of day. Putting that high-fidelity tool in the hands of a student will allow them to find the airport, and [so] on their first cross-country flight, it doesn’t have to be a surprise anymore.”

Within the MSFS2020 and X-Plane 12 software, the student can explore most local airports since they are nearly all modeled. If the student pilot already has ForeFlight, they can pair their tablet with the sim and use it to find the FBO and plan the radio frequencies and approach to the airfield. Even just being able to explore the basics of ForeFlight while on your home sim can be time well spent.

“If you approach the sim seriously, and fly it to a high fidelity, it will pay you dividends by helping you feel more prepared for your private pilot flight training,” Palmer said.

In terms of behaviors to watch, Palmer cautions the new student to be ready to practice converting some of the flight sim knowledge into the real world, including getting used to the traffic scan since that is a habit not readily practiced in the sim. Simply recognizing there will be areas to relearn in actual flight training is the first step.

Equipped with their many hours of flight simulation experience, the student may already have a strong understanding of airspace, communication, navigation, and checklist use but may require some fine-tuning by their CFI.

“There’s nothing like real flying, no matter how much flight sim time you have,” Palmer said. “Go try flying a real airplane. You’re one of us. You like flying things. I am passionate about it, and I want flight sim pilots to experience real-world flight. Take a few discovery flights and see where it leads. At the very least, a real instructor can provide feedback and lesson pointers that you can bring back into the flight sim world.”

The next generation of pilots will one day share their stories about how they found aviation. In our youth, both Palmer and I supplemented our interest in aviation with early flight simulation experiences.

With the growing popularity of the home flight simulation, coupled with aviation content on YouTube and other channels, we are in the middle of a rising tide of digital flying activity that will hopefully continue to widen the funnel, bringing new people into real-world aviation, making it more accessible, and strengthening it for the future.

This feature first appeared in the November 2023/Issue 943 of FLYING’s print edition.

The post Our Pilots of the Future May Share Sim Stories appeared first on FLYING Magazine.