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  1. /images/notams/notams21/gear1014.jpgSince this year'sFSWeekend showcase is postponed,we would like to invite interested contributors to another VirtualFSWeekend Hackathon on the weekend of November 5-7th, instead. You can read more about what a hackathon is, the setup and other details on Virtual FSweekend Hackathon 2021 - FlightGear wiki. The hackathon is not only for hard-core C++ development. You arewelcome to participate if you want to sneak peek in core developmentor are working/want to work on related generic functionality likeAddons, osm2city, visuals etc. Your willingness to contribute andsocialise is the most important asset. There will be persons helpingyou out. After all: we are all constantly discovering how broad anddiverse the FlightGear ecosystem is. If you want to sign-up, then please contact us on https://forum.flightgear.org/viewtopic.php?f=18&t=39793.If you have an idea, then please have a look at the wiki articleregarding Hackathon 2021 Ideas(https://wiki.flightgear.org/Category:Hackathon_2021_Ideas). But you can also joint an existing idea and help move it forward. We hope to see lots of new faces alongside the existing ones, soplease take a look. Source
  2. /images/notams/notams20/gear1106/gear1106.jpgAfter two years of work, the new stable release of the freeopen-source flight simulator FlightGear is finally here: 2020.3! Itreplaces 2018.3 as our supported, stable version. There's many updatedaircraft, visual enhancements and a new default airport/region:Keflavyk (BIKF) in Iceland. As always there's also internal improvements to the flight modelsand other simulation systems, bug-fixes, and performanceimprovements. /images/notams/notams20/gear1106/flightgear-1.jpgWe're going to take a proper tour around Iceland in another post,and detail some of the improved feature and aircraft over the next fewmonths. The full change-log is available here. But we'd like toquickly share some highlights below. Download Central - FlightGear Flight Simulator /images/notams/notams20/gear1106/flightgear-2.jpgWelcome to IcelandIceland is the world's newest country, if you're speakinggeographically: a land of ice and fire. FlightGear models severalvolcanoes with multiple levels of activity: Eyjafjallajökull whichdisrupted aviation in 2010, Surtsey, and the brooding, powerful,Katla. Keflavík International Airport (BIKF) is the featured airport forthe release: due to its remote location in the north Atlantic, thelong runways have been used by all kinds of aircraft over the years;especially as stop-over for early transatlantic services, but alsopatrolling military aircraft and transports. /images/notams/notams20/gear1106/flightgear-3.jpgSource
  3. /images/notams/notams20/gear0513.jpgThe FlightGear development team is delighted to announce thev2020.1 release of FlightGear, the free, open-source flightsimulator. This new version contains many exciting new features,enhancements and bug fixes. Enhancements since 2019.1 include theinclusion of the Compositor graphical rendering framework as aseparate pre-built binary, better aircraft carrier support,improvements to both the JSBSim and YASim flight dynamics models,better view options, more efficient and better looking OpenStreetMapbuildings and translation of the UI into Polish. Major aircraftupdates include the Boeing 777, Airbus A320, Antonov AN-24, F-16,Piper J3 Cub, Saab JA37 Viggen, Piper PA28 Cherokee, Bombardier Q-400,Space Shuttle. Founded in 1997, FlightGear is developed by a worldwide group ofvolunteers, brought together by a shared ambition to create the mostrealistic flight simulator possible that is free to use, modify anddistribute. FlightGear is used all over the world by desktop flightsimulator enthusiasts, for research in universities and forinteractive exhibits in museums. FlightGear features more than 400 aircraft, a worldwide scenerydatabase, a multiplayer environment, detailed sky modelling, aflexible and open aircraft modelling system, varied networkingoptions, multiple display support, a powerful scripting language, andan open architecture. Best of all, being open-source, the simulator isowned by the community and everyone is encouraged to contribute. FlightGear - Fly Free! Source
  4. /images/notams/notams19/gear1204.jpgNow's your chance to submit your candidate for December'sFlightGear SOTM contest! Participation Rules20 entries (because a poll can only have 20 options).Only one entry per person to give everyone a fair chance of submitting a screen shot.You may enter one extra for somebody else. This person of course can submit their own candidate.If you submit a screen shot of another person, please make sure he/she grants you the right to publish it under the correct license.Please convert your picture from png to jpg (plenty of converters online).Must be taken with FlightGear.Every picture should have a caption. Please limit yourself to about five words.Please add the name of the aircraft and the location where the screen shot was taken to your entry (not necessarily to be mentioned in the caption).Screenshots must not be post-processed except from cropping and/or resizing (but you may use the in-sim ALS filters). You may change your entry as often as you want, until the voting starts. You agree to license your screen shot under the CC-BY-SA 4.0 license for publication by the FlightGear project. You agree that the screen shot may be used to promote the FlightGear project, including publication on the flightsim.com forum with proper attribution according to the CC-BY-SA 4.0 license.Voting will start when 20 entries are reached or at the latest onDecember 25th, in a separate topic. Source
  5. /images/notams/notams19/terr0606.jpgTerraMaster is an extremely useful FlightGear utility which offersthe following: GUI for managing FlightGear scenery collectionsVisualise your FlightGear scenery collections on a world mapAdd and update scenery tiles from the FlightGear scenery serverRemove unwanted scenery tiles It is really useful for sorting out your scenery, especially as you'renot always sure what the default downloader is installing. Source
  6. FlightGear - Visiting the ISSWritten by Thorsten RenkOrbital Rendezvous With The FlightGear Space ShuttleFlying a spacecraft to rendezvous witha space station is an experience completely different from nearly anysituation in an aircraft. It involves a complicated choreography ofbringing the orbits of two objects moving at around Mach 27 to anintersection point where relative velocity is nulled, followed byproximity operations where the spacecraft is gradually nudged to thedocking port. In fact, the whole choreography already starts at launch, when thespacecraft has to be inserted into the same orbital plane as the spacestation. During the next few hours to days, under guidance frommission control, the spacecraft then manoeuvres into a near-circularorbit that is slightly lower than that of the target, and in alocation slightly behind. Since lower orbits are characterized byfaster orbital speeds, from that position the spacecraft graduallycatches up with the target from below and behind. /images/howtos/shuttle/t/rndz17.jpgMuch work is currently being done in FlightGear to allow arealistic rendezvous experience flying the Space Shuttle to ISS, withall the sensors (like the ranging radar or the star tracker camera)providing the right data to the on-board computers and the avionicshelping the crew with the task. Here is a preview to the last hours ofa rendezvous, and how it will look in FlightGear when the next versionof the Shuttle is released (anyone brave enough to try right now canalways download the latest version from the development repository). Lambert TargetingWe start about 65 nm behind and 5.5 nm below the ISS, from aso-called 'phasing orbit' on which we gradually move closer to theISS. In principle we could wait till we are just at the right positionsuch that if we ignite the thrusters to raise the orbit by 5.5 miles,we will meet the ISS. However, there are other concerns for doing arendezvous - primarily it is highly desirable to have daylight inwhich to get a visual on the target early on, and to fly proximity opsand docking while being able to see the target properly. Thus, from the current position (at dusk over central Africa, witha thunderstorm visible in the background), we need to compute atransfer orbit to the ISS which brings us there a bit aftersunrise. Computing such transfer orbits with specified departure andarrival times is known as a 'Lambert Problem', and aboard the Shuttle,the final transfer to the ISS is not guided from the ground butcomputed with the on-board avionics - here the SPEC 34 (orbitaltargeting) page. Once the times are inserted, the Lambert solver computes a two burnsequence that will transfer the Shuttle to the ISS. In the event, toget to the ISS faster the solution is to push the Shuttle down to atemporarily lower orbit on which the catch-up rate will beaccelerated, and then, when the Shuttle comes up again due to theincreased centrifugal force, make a deceleration burn. The Nile delta in the bright light of a full moon just becomesvisible as the spacecraft pitches down into burn attitude for thefirst manoeuver. /images/howtos/shuttle/t/rndz01.jpg /images/howtos/shuttle/t/rndz02.jpg /images/howtos/shuttle/t/rndz04.jpgThe Correction BurnTwo things to consider: the position of the ISS isn't exactly knownto the Shuttle's avionics, nor can a manoeuvring burn be executedperfectly. Thus about two-thirds into the transfer, it's reasonable torun the targeting routines again with the actual position of theShuttle, so as to get better accuracy on arrival. As expected, the required velocity corrections are fairly small. Toget better accuracy of the burn time, in this situation, it isreasonable to utilize only one of the two Orbital Maneuvering System(OMS) engines. Basically this doubles the time the burn will take andhence cuts relative errors in burn duration in half. After the correction burn is done, as expected, a new dawn greetsthe Shuttle. Sunrise is quick when going eastward at Mach 27 - it'sjust a few minutes from darkness to bright morning light. /images/howtos/shuttle/t/rndz07.jpg /images/howtos/shuttle/t/rndz09.jpg /images/howtos/shuttle/t/rndz10.jpg Arrival At The ISSAs already mentioned above, a Lambert solver provides a sequence oftwo burns, of which the first brings the Shuttle to a specifiedlocation, and the second nulls the relative velocity with the targetonce there. It is now time to do the second burn in the sequence, andthe blue marble of Earth is seen through the flightdeck windows as thespacecraft moves into burn attitude. With the ISS already visible in the distance, the braking burn isexecuted with the left OMS engine firing - the burn attitudeautomatically computed to put the thrust vector through the Shuttle'scenter of gravity. Rotating the spacecraft, we can now see the ISS through theoverhead windows some 1.6 miles away, pretty much at the samealtitude. This is the so-called 'vbar' - we are located along thevelocity vector of the ISS, which in fact means we are in the sameorbit, just a tad behind the station. The vbar is the only stableposition relative to ISS - if we were, say, above the station (alongthe radius vector or 'rbar'), our orbit would have a lower orbitalvelocity, and we'd gradually lag behind, so regular thruster firingsfor 'station-keeping' would be required. On the vbar, we could stay for a long time, but daylight won't lastfor more than 45 minutes in this orbit, so if we want to dock soon, weneed to get moving. /images/howtos/shuttle/t/rndz12.jpg /images/howtos/shuttle/t/rndz13.jpg /images/howtos/shuttle/t/rndz14.jpgThe Vbar ApproachThe first task is to get an accurate range to the station. So fareverything has been computed based on what the navigation system ofthe Shuttle has computed for the position of the ISS relative to theShuttle (the position of which is based on inertial navigation). Thatmight easily be off a hundred feet or more - clearly it is notaccurate enough for docking. Thus first the Shuttle is rotated suchthat the payload bay faces the ISS, then the Ku-band antenna isreassigned from keeping ground communications via the TDRS satellitenetwork, to acting as a radar ranging device. Making the payload bay face the station will be the attitude atwhich the whole set of maneuvers (or proximity operations) is nowflown. This has a couple of advantages: First, this is the attitudeinto which the docking collar actually points, so ultimately we needto approach the ISS that way to dock. Second, from this attitude theradar ranging antenna has a clear and unobstructed view at alltimes. And finally, it is the only attitude in which the Shuttle canfire thrusters to brake close to the target without pointing thrusterexhausts directly at the station and damaging it. The reason for the latter is the so-called 'low-Z' mode in whichforward and backward pointed thrusters fire together. Since they'remounted at an angle, the net force is downward (i.e. reducing motionalong the up direction out of the payload bay), although thiscombination of thrusters is not exactly fuel-efficient. As we'll seelater, there is an even better way to brake. For the time being, we fire thrusters to move towards the ISS andaim slightly below the station - this is a vbar approach. Now, orbital mechanics being orbital mechanics, we can't 'just' flyover this way. By thrusting towards the station, we increase orbitalspeed, so the Shuttle gradually starts to go higher and then getslower - which means we have to actively prevent that, so as weapproach along the vbar, we need to fire thrusters regularly to staylevel with the station (or in fact slightly lower) - till we finallyarrive about 300 feet below the ISS in the rbar position. /images/howtos/shuttle/t/rndz15.jpg /images/howtos/shuttle/t/rndz16.jpg /images/howtos/shuttle/t/rndz18.jpg Docking Along The RbarOnce in the rbar, we rotate the Shuttle again such that the ISSbecomes visible in the overhead windows and put the spacecraft intolocal horizon attitude holding mode (the ISS is stabilized withrespect to the local horizon as well). Now we need to go 'up' till we reach the docking port. Well, itdoesn't actually feel like up, because looking out of the overheadwindows it feels more like forward. But then, rolling the Shuttlefeels like yaw, and yawing like roll. If you imagine having to flyyour favorite airplane that way, it could make your head spin! Butthis is the Space Shuttle - there's a 'control sense' switch which canbe flicked, and the avionics makes it easy - every control input willbe interpreted as if we're really flying forward toward ISS ratherthan upward. As we've said before, the spacecraft isn't stable on the rbar, sosimply holding it there will ultimately mean the Shuttle moves down,towards Earth and away from the ISS. But this in fact is good -because if we use thrusters to move upward, there'll be a brakingforce provided by orbital mechanics that reduces upward speed - wenever need to use any thrusters to slow down with an rbar approach ifwe do it right! Thus, the last remaining task is to gradually nudge the Shuttle up(or forward as it looks from the overhead windows) towards the dockingport while nulling the position and velocity errors on the otheraxes. That is not as easy as it might seem, because the Shuttle'sReaction Control System (RCS) thrusters are never clean translationsor rotations - any firing to hold attitude will also give a smalltranslation force, any forward firing will require subsequentattitude-hold firings --- there is plenty of mode-mixing. Slow andcareful does the trick, and in fact a full 45 minutes later, just asanother dusk begins over the Atlantic ocean, the task is done and thedocking is made. /images/howtos/shuttle/t/rndz19.jpg /images/howtos/shuttle/t/rndz20.jpg /images/howtos/shuttle/t/rndz21.jpgNow the crew can take a much needed breather and enjoy the displayof the Northern Lights around the pole. Later when crossing overcentral Asia, the connection will be prepared so as to enter theinterior of ISS. Which is not simulated... yet. /images/howtos/shuttle/t/rndz22.jpgMore information:FG Space Shuttle Wiki pageProject overview and Flight ManualDevelopment repositoryFlightGear Flight Simulator
  7. The FlightGear development team is delighted to announce thev2018.3 release of FlightGear, the free, open-source flightsimulator. This new version contains many exciting new features,enhancements and bugfixes including usability improvements to thelauncher, improved scenery for Hawaii and the Arctic island of JanMayan, Italian, Chinese and Russian translations, better visuals forAI and MP aircraft. Founded in 1997, FlightGear is developed by a worldwide group ofvolunteers, brought together by a shared ambition to create the mostrealistic flight simulator possible that is free to use, modify anddistribute. FlightGear is used all over the world by desktop flightsimulator enthusiasts, for research in universities and forinteractive exhibits in museums. FlightGear features more than 400 aircraft, a worldwide scenerydatabase, a multiplayer environment, detailed sky modeling, a flexibleand open aircraft modeling system, varied networking options, multipledisplay support, a powerful scripting language, and an openarchitecture. Best of all, being open-source, the simulator is ownedby the community and everyone is encouraged to contribute. Download FlightGear v2018.3 for free fromFlightGear.org.
  8. Preview Of The FlightGear 2018.3 A Change To The Release Philosophy After introducing the scripted releases four times a year, the FG development team decided to have a discussion to compare this experience with what we had before, and the result of this is that we want Less changes of the default airport Make one of the four yearly releases especially stable This stable release is planned to be the fall release - so you can expect this to be especially well tested. What else will there be? The New C-172P Flightgear's default aircraft, the C-172P, is now better than ever. The cockpit has received a lot of improvements, including new recess casings and glass reflection effect to all instruments, previously missing panel parts have now been included, such as alternate static source knob, low voltage LED, lighter hole, a working glove pocket (which holds the GPS device when not in use), sun visors,and PPT cables connected to the yokes. Other improvements include 3Dmodel and textures changes to all levers, toggles, seats, magneto keys, EGT gauge, attitude indicator and ammeter gauge. An ambient occlusion map has been applied to all interior textures, making the cabin look much more realistic. The plane now makes use of light maps, making night flights much more immersive than before. These include post lights, which are installed on individual gauges, a red flood light which can be used during night flights too, and a white dome light and wing courtesy lights to be used while in the ground during the pre-flight checks. The light map illumination responds to the environment light and dims during daylight. The exterior model has also received some improvements. It now has a much improved vertical stabilizer model, including a retopologized beacon model, and all of the aircraft antennas have been redesigned as to match the gauges in the model P. The aircraft has also received new sounds: clicking on the checklist in the pocket by the pilot seat, toggling the control lock,mounting and dismounting the GPS from the panel, opening and closing glove pocket, moving the window latches, and toggling the water rudder cable. The flaps lever and flap motor have also received sound improvements. Other than that, the tutorials and checklists have received much attention, including two new tutorials: take off and landing for float variants. This release also fixes many bugs, among them an adjusted P-factor effect, making the flight model more realistic. New Cloud Lighting In the Atmospheric Light Scattering renderer, an experimental new option for more detailed cloud lighting is now available. This includes diffraction and rainbow effects on high Cirrus clouds as well as more dramatic darkening and silver-lining for lower clouds seen against the sun. For clouds seen with the sun, Mie scattering is simulated which darkens the fringes of clouds. (Note that this is an experimental option and may not yet always work as intended.) Display Visuals Aircraft developers can now use a new effect for displays, which simulates both the eye response to too bright or too dark display settings for the ambient light level and the visuals of dust on thes creen surfaces for glancing light angles. Scenery To Explore An exciting new spot to explore is the Arctic island of Jan Mayen, situated northeast of Iceland. It received a makeover with corrected elevation data and coastlines, and is now available via TerraSync. Thevolcano, Beerenberg (2277m) is also now one of the active volcanoes simulated in FlightGear, making for an impressive sight as the snow covered peak belches out smoke and ash. Other Improved Aircraft Besides the C-172P, several other craft also have received improvements. Other Improvements Lots of other, less visible things are happening behind the scenes: Improved joystick configuration dialog Additions to the launcher Better support for starting aircraft in a certain state Bug fixes And much more... Source
  9. Weather in FlightGear By Thorsten Renk Weather is a crucial part of every flight experience and affects aviation on so many levels that it's hard to do justice to all of them. Visibility in terms of clouds and fogging decide whether VFR flight is even possible, or if IFR rules need to be used. Altitude is determined by air pressure measurements and setting the altimeter properly is something every beginner in a cockpit learns quickly. Rain and snow may make a runway slippery, cold temperatures may lead to icing on the cockpit windows or worse, and winds have been the cause of severe accidents in the past. Activities such as soaring rely on thermal updrafts or the interaction of prevailing winds with ridges - and finally storms and heavy weather may even make airports temporarily inaccessible and require flights to divert. No flight simulation can consider itself realistic without also providing a good simulation of weather and the environment. In the following, we'll see how the challenge is addressed on various levels within FlightGear. Two Philosophies There are two rather different perspectives from which one would want to define weather in a flight simulation. The first one is for training or the evaluation of a specific situation - a crosswind approach, dealing with turbulence, or an aircraft flight dynamics model performance test. In such situations, it is crucial that every aspect of the weather situation can be controlled by the user. To train windshear, several wind layers need to be defined precisely in altitude and strength, while to do a performance test, standard atmosphere conditions are best used. On the other hand, for setting up a casual cross-country flight, such fine-grained control is neither necessary nor even useful - the amount of data one would have to enter to simulate the change of low-altitude winds across even 100 km distance is staggering. In this situation, it is much better to set up the basic weather situation and let the simulation sort out the details. Corresponding to these two perspectives, FlightGear offers two different weather systems, for historical reasons called, 'Basic Weather' and 'Advanced Weather'. The first one is a descriptive system - it sets a weather situation as driven by user data without considering atmospheric physics. The second one on the other hand is a (crude) simulation of the state of the atmosphere, driven by a few input parameters and randomization of what is unknown. In the following, we're mostly concerned with this second system. The Weather System As Organized Information Flow From the perspective of the pilot, weather is something that is 'out there' and has to be dealt with. However, from the perspective of setting up a simulation, weather is something else entirely - it is a system that connects various rather different subsystems. Consider a sailplane soaring in ridge lift: the weather system knows of the wind, but it must communicate with the terrain system to know the shape and layout of the hill and determine just how much this deflects the airstream upward. This information needs to be sent to the flight dynamics computation of the sailplane. At the same time the updraft might also generate clouds which is something that needs to be communicated to the renderer. This enables it to not only draw the clouds, but also change the lighting in response to the clouds casting shadows onto the ground. The wind pattern (also at the same time) will generate characteristic ripples on water surfaces - from which the pilot can deduce how strong the wind is. It will also move trees and grass and give many other indications. The point here is that weather does not happen in isolation - it needs a tight integration with many other systems to produce realistic effects. Let's look at some branches of the weather system to see how this works in detail. Convective Clouds One of the most challenging problems to solve in a weather simulation is convective clouds - one might almost boil it down to the idea that there are cumulus clouds to deal with and then all the rest. The reason why convective clouds are so complex is their interaction with the terrain. Convection develops when the terrain heats in sunshine, and that works much better for bare rock or a parking lot than for a glacier or water. In fact, from high above, a typical sight when overflying a coast on a clear day is the sudden onset of cumulus development over the land. But it does not end there - consider cumulus development in the mountains: the condensation level at which the cloud base forms follows the terrain elevation - but it does not follow every peak and valley. To correctly place clouds in mountainous terrain, the weather system needs to know the mean elevation in the vicinity (as well as the variation around the mean), plus the elevation at the location of the cloud. In fact, since wind is a major player in the mountains creating updrafts, the elevation profile upwind of a cloud needs to be considered - in addition to the terrain type underneath which potentially generates the cloud. It might seem a bit involved to do all of this for thousands of clouds, but in fact getting realistic cloud distribution in mountainous regions is difficult to achieve otherwise. The advantage here is that such a system naturally generates the correct thermal updrafts associated with the clouds needed for soaring. Incidentally, the same information about the terrain layout can also be re-used in a different subsystem to model the slowdown of winds due to terrain roughness in the boundary layer. In fact, the convective cloud system in FlightGear was primarily developed with the aim of making real-life glider pilot decision meaningful. The visuals of a cloud give a decent estimate of the updraft generating it - rules of thumb like looking at elevated terrain spots for 'blue' updrafts without a cloud cap increase the probability of finding thermals, plus avoiding a lee in the mountains with a glider is a must. In addition to being closely linked to the terrain, the convective system also has close ties to latitude and time of day, as these govern how much the ground can be heated by sunlight and hence how much energy is available for convection - and if that energy gets large, the system might even overdevelop and produce a thunderstorm! Other Cloud Types Unlike convective clouds which are really a local phenomenon tied closely to the terrain, other cloud types are generated by large-scale movements of air - stratiform clouds arise from the general upward motion of air in a low-pressure region, and higher well-defined clouds like altocumulus clouds, from instabilities in the upper air layers - neither of which requires more than a general knowledge of the terrain. Since the Advanced Weather system is aware of the current weather situation, it generally picks the appropriate cloud types. For instance, it makes a distinction between an overcast sky resulting from an afternoon's over-developed convection (which produces stratocumulus clouds) and a low pressure situation (which more often than not, produces nimbostratus clouds). The weather system also knows of developments such as an approaching cold front which de-stabilizes the upper air layer and which consequently, will likely produce altocumulus clouds in this situation. Likewise, having a physics model of the weather situation also allows for a realistic distribution of haze, at any given altitude. For instance, a warm sector wedged between warm and cold fronts is often characterized by moist and hazy air and because of this, the weather system knows that haze needs to be rendered higher up than usual. As an amusing side note; even some pretty rare cloud types like noctilucent high-altitude (100 km) clouds can be generated by the system. Large Scale Weather Patterns How then is the larger-scale weather situation managed? There are two main possibilities - either use current real-life weather by automatically fetching METAR online or use the offline weather engine. If a METAR string is fetched, the weather engine assigns the weather to the station location, uses heuristics to deduce the underlying meteorology from parameters such as pressure, cloud coverage or spread, factoring in daytime and latitude, and then uses other weather information already stored to deduce the position of airmass boundaries and fronts. On the other hand, the offline weather engine can be started in a given weather situation, and is dependent on a scale parameter set by the user. It then changes the weather from there, taking into account the typical geometry of low and high pressure areas. For the Advanced Weather system, weather is never the same in the visible scene, it is always tied to a particular location (yet drifting with the prevailing wind). For example: cirrus clouds becoming more pronounced are usually a sign of an approaching warm front, just as in real life. Precipitation Precipitation affects aviation mostly by impairing the view. Simulating this properly poses its own difficulties, as it's not so much the falling drops themselves which is most prominent, but rather the impact splashes on glass surfaces. Impacts however are complicated, since strength and direction depends not only on droplet size and quantity but also on the airflow across the window, and this also determines how quickly residual water droplets are removed. In addition, the action of wipers may clear parts of a window even faster. Thus, the weather system provides the outside visuals: falling drops with different sizes, rainbows where a shower is lit by the sun, raindrops hitting the ground, puddles, visuals of localized rain showers from afar, and then forwards the information on droplet size and speed to the renderer. It is then picked up by (aircraft-side) models which determine the airflow across windows and windshield wipers. If done properly, this combines into a rather stunning display of impact splashes which change dynamically as the aircraft picks up speed. Severe Weather Clearly the most impressive weather displays in nature are thunderstorms. At night, lightning can be seen illuminating whole cloud towers from afar. Turbulence, updraft and heavy precipitation make flying very dangerous to impossible. There is the philosophical question of how much effort one should spend on simulating a situation no pilot would voluntarily get into in real life - but one of the advantages of a simulation is that one can experience such situations without getting harmed. Thus, it's all there in the simulation - you can see lightning bolts, fly through severe turbulence, be carried near the stratosphere by vicious updrafts, and watch rain and hail hammer on the canopy! Weather interacts with the visible terrain in multiple ways and requires a tight integration of the weather system and 3D rendering. One example is wave motion on water: the direction and strength of the wind drives the direction and strength of wave motion, and water surfaces can show tiny ripples in fair weather as well as foam-covered wave crests in a storm. In FlightGear, this is simulated by passing averaged wind-information to the water shader which then generates the appropriate pattern of waves procedurally. Another important example is the effect of precipitation on the ground. For instance, wet terrain is darker and has a different reflectivity when compared with dry terrain. On hard surfaces, puddles may form, and if there is any open water, rain splashes can be seen impacting. Snow gradually covers the terrain according to density, but whether snow stays on the ground or melts is a function of temperature, which in the mountains is determined by altitude. In fact, snow is rather complicated, because snow cover depends on the past weather pattern rather than the current weather - there can be snow on the ground on a beautiful sunny winter's day (and likewise the ground can be wet after a T-storm has already passed). For that reason, such effects are only half-driven by the weather system, and the user can opt to have snow on the ground even if the weather system has no current knowledge of snow. Weather And Aircraft Weather may affect aircraft in multiple ways - however once this gets more complicated than the wind simply changing the aerodynamics, it requires that the aircraft creator takes weather explicitly into account - and not all aircraft are simulated at this detail level. For instance, one important effect is icing. This can affect the pitot tube and the wings and requires the ability to operate heaters, but there is also the possibility to render visible freezing of windows (which need to be thawed by cabin heaters). Another example is the detailed simulation of rain splashes and wipers as mentioned above. However, in a sense aircraft can also make their own weather. For instance the downwash of a helicopter moves grass pretty much the same way as wind moves trees, and recently a detailed downwash simulation effect has been added to FlightGear, adding much to the experience of hovering helicopters over grass or water. The Truly Global Perspective For simulating spacecraft in Earth orbit, FlightGear offers the Earthview orbital rendering engine. With its rich procedural post-processing of textures, a sophisticated lighting code for the dawn zone and a detailed aurora display, this is one of the best free visualizations of Earth from orbit, especially when full hi-res textures are installed - and it even offers some (limited) weather options. From orbit, weather of course affects the visuals only, and the cloud patterns are fairly restricted to the cloud maps NASA provides, but the renderer can change wet and dry aerosol density dynamically and thus produces a variable amount of haze and cloud cover - with the atmosphere effect correspondingly reduced over mountain ranges. And there's even visuals of thunderstorms illuminating their storm cells during the night portion of the orbit to be discovered! Final Thoughts Coding realistic weather is and continues to be one of the truly hard challenges. It is always tempting to make the system more realistic, yet with the need to manage thousands of clouds and thermals in the visible range while doing detailed terrain interaction for a sizeable fraction of them, introducing better atmosphere physics leads to performance hits rather quickly. This is even more true for subtle effects which are not readily visible. As a fellow developer once put it: 'Do we want a weather simulator or a flight simulator?' The weather system in FlightGear is therefore gradually evolved along with the increasing performance of computers and graphics cards, taking care to interface it with the renderer and the adaptions that need to be done aircraft-side. There is clearly no shortage of ideas and directions for further development - one of the next things to appear might for instance be a connection to the recently added active volcano simulation in terms of ash clouds and their effect on flight dynamics. More Information The Art Of Cloud And Weather Rendering - many examples of different cloud types Advanced Weather in Flightgear 2.6 - an old introduction to some features of Advanced Weather Soaring With The ASK-13 - an older article about the soaring experience Earthview - FlightGear's orbital renderer explained Thorsten Renk http://home.flightgear.org/
  10. Interview With Curtis Olson Of FlightGear When did you start developing for flight simulators and what got you interested in it? I started developing for flight simulation back around 1995 with a small MSFS based project. I found an online weather map site that had current surface conditions for the USA, so I wrote a program that would decode the graphical map symbology and convert it back to text form. I then spent the next few months researching and decoding the relevant portions of the MSFS situation files so I could automatically inject the current weather conditions into your saved situation file. This allowed MSFS to automatically launch with current real weather conditions. Through this experience I began thinking how wonderful it would have been if I could have concentrated 90% of my effort on my new development ideas and maybe only 10% of that effort figuring out how to plug into the software. Instead I had spent maybe 10% of that effort on the fun parts, and 90% of my time on the gruelling, tedious process of reverse engineering someone else's binary file structure. Not long after that experience a few people on one of the flight sim mailing lists at the time began to wonder about developing our own flight simulator from scratch. We were young guys back then and didn't know what we were in for. But by the time we realized how crazy/naive we were, and how huge the project actually was, we had a few things running and working, so we stuck with it and here we are today, more than 15 years later, still sticking with it! What do you consider your best or most popular work? I can't explain why exactly, but from the very start, way back in 1996 and continuing to today without interruption, I've never had any doubt that FlightGear would be successful and popular. What do you find to be the most challenging aspect of a project? For me personally (over the past few years) I think the most difficult thing has to be time. I started this project when I was a young 20-something guy with all the time and energy in the world. Now I'm a 40-something guy; married, kids, dog, house, and a million and one commitments and demands on my time. As life proceeds, it seems like it becomes more and more difficult to juggle all the demands of life; especially when trying to find some sort of balance so as to avoid frustration but at the same time, be productive at least once in a while. I wouldn't trade this with anyone, but somewhere along the way here I became the grown up that had to carry all the weight of the family and all the demands of life ... it's kind of funny how that happens. What have been your favorite projects? One thing I do on the side as a portion of my day job, is UAV embedded flight controller work. I did a demo where I converted our F-14 for fully autonomous carrier launch and recovery. That was a lot of fun to get working. What software packages and tools do you use to develop? I am probably "old school" ... I use text editors (usually emacs) for editing code and compile with "make" and gcc. I've always been frustrated by the constraints of integrated development environments. That's just my personal preference. I've been doing this long enough to know that every developer has different comfort zones, so I support whatever makes people the most happy and productive. For me, that is emacs, xterms, and running make and gcc from the command line. Who would you consider to be your mentors or inspiration in the development world if you have any? When I first started down the FlightGear path, I met a guy from Texas who had done quite a bit of professional level flight simulator work. I haven't kept in touch with him as much lately, but in those early years he was very gracious to offer support and advice. He was my first flight simulator mentor. Can I just stop and say one thing here. I feel mentoring is probably the most important topic in this entire interview. A lot of people pursue an idea or interest for a few months, maybe a year or two, and then move on to other interests or other jobs. That is true for me with many things, but I have been involved with FlightGear since about 1996. That's long enough to start losing count ... can it really be 18 years?!? During that time I have met so many wonderful people through FlightGear. There are people with experience and knowledge and skills far beyond my own who have come and contributed (or are contributing right now) to FlightGear. I have looked up to many of these people as mentors in the areas of strength that they have brought to the project. For me, FlightGear has been a tremendous learning experience. I also see that time is flying by. 18 years seems like an eternity for a software project, and it's long enough to realize that even if I would want to, I won't be around forever myself. So I have thought about this for quite some time and one of my goals as a project founder is to be a mentor myself (as much as possible) to others. I realize that FlightGear needs to bring in new and younger talent, and I and others need to be involved in bringing them up to speed, encouraging them, and helping them branch off in new directions with their own ideas. Honestly, it is hard to give up control, but one thing I have tried to be conscious of is bringing in new people, helping them to get started, and then giving them the freedom and flexibility to enhance the project. I am human so I do everything imperfectly, never as well as I would hope or imagine, but I do think about these things, and I do try as best as I can to pursue these goals. So I see all these things tying in together and being integral to a healthy long term project, mentoring, transition, hard work, learning as you go, taking some risks, and occasionally making mistakes (but also learning from them.) Do you develop payware/freeware or both and why? FlightGear is 100% open source. Personally I do various software development as part of my day job, but FlightGear itself is open source. I should perhaps point out that freeware is not always the same as open-source. We make FlightGear available for free, and we make the source code available for free, and we require that changes to the source code be offered back to the project. Do you have any experience in real aviation? I do not have my pilots license, but I have been building and flying model airplanes since I was a kid. Over the holidays I began studying for the FAA private pilot written exam. That has been more difficult and more information to learn than I anticipated. The FAA has a lot of specific ways of doing things, specific language, and specific rules and procedures -- things that you wouldn't necessarily encounter in a flight simulator. But it's been a good process. I still hope someday to be able to have the time and money to be able to work on actual flight training. What started your interest in aviation? I have always been captured by aviation. Going way back to when I was a toddler, my dad would some times take me down to watch airplanes when he got home from work. My parents were missionaries in Peru and so that is where I was born. I think as part of growing up in a remote region of Peru, I was directly exposed to much more aviation than the typical kid might have been. I recall when I was five years old, getting the opportunity to fly in a PBY Catalina. Now I have an RC model of a PBY Catalina and fly it off a nearby lake on calm evenings. Any memorable flights in real life? In 1992 I had the opportunity to travel back to Peru with my dad to visit some different community development projects he was still involved with. We flew in a Helio Courier on floats up to a northern region of Peru. This portion of the trip involved stops at several communities and an overnight stay. On our first stop, we got stuck water taxiing on a hidden sand bar in the middle of the river. I was the youngest kid on the plane, so I had to strip down to my bvd's (underwear), jump out into the water and push the plane clear of the sand ... in front of a distressingly large audience assembling at the shore. Later that afternoon we flew to another community further up the river. I was fortunate enough to ride in the front seat most of the trip, but learned quickly about some of the hazards of riding up front. The flaps on the Helio are cranked down manually with a crank mounted on the roof of the cabin between the two front seats. Watch out for flying elbows! On final approach to our evening's destination we were lined up with a nice wide calm section of river. As we got lower and lower I noticed we were less and less well lined up with the calm section of river and more and more lined up with a short turbulent white water section of river that I hadn't noticed earlier. As we dropped below the tree line it became clear that we were going to land on the rapids, not the smooth open water. The pilot skilfully navigated us through the tricky landing and successfully got us over to shore and all tied up. It turned out he was worried about some shallow water in the open area and chose the deeper faster portion of the river instead. The next morning we waited around until just after lunch for the fog to clear. This area was set in a deep river valley with steep surrounding foot hills about 1500' above the river. It was probably the most beautiful spot on the planet, but the pilot gave it his full respect. For our departure, the pilot needed to make a choice; neither option was entirely without risk. He could chose to take off from the short turbulent section of river and all the challenges of handling a seaplane on a fast, tricky, turbulent river, or attempt a take off from the wide smooth section of the river, but risk getting stuck in a hidden shallow spot. After weighing the pros and cons, the pilot opted for smooth water and a much longer open area for his takeoff run. All seemed well as we taxied up to the far upstream end of the take off area, but as we were turning around downstream, the current carried us sideways into some shallow rocks. The pilot immediately gunned the motor to get through the rocks; we roared down the river for what seemed like an eternity, and at just the last moment we lifted off and barely cleared the tree line. It turned out that we had broken off a keel, had a serious hole in our float and also taken on some serious water in those few seconds before lift off. I don't know for sure, but this probably was a closer call than anyone was willing to admit. Our next destination was a mandatory fuel stop and a nice wide section of the Maranon river (which is one of the two primary tributaries to the Amazon river.) By the time we taxied to the fuelling dock our right float was nearly submerged. We quickly jumped off the aircraft and the pilot taxied up stream about 50 feet to a sand bar. He then decided he wanted to get at the bottom of the float to assess the damage so he pushed back into the water, started the engine, gunned it and ran the float up onto the sandbar. From there he was able to dig out the soft sand and get some idea of the damage. As all this was going on, we were running up against another problem. In 1992 there was quite a bit of terrorist activity in various portions of Peru. It was thought that the area we were at was safe to stop for refuelling, but not a safe place to stay overnight. In addition, we were not permitted to fly after sundown, and the Peruvian air force was very serious about that restriction. (A few years later the Peruvian air force actually shot down a small missionary aircraft killing a young mother and her child.) So we were about 3-3.5 hours away from home and really starting to feel the pinch of needing to get fuelled up and on our way. Meanwhile another small float plane had landed and taxied up to the refuelling dock. In this area the fuel was stored in 55 gallon drums, up at the top of the river bank, and needed to be carried down in buckets to the aircraft. This was a slow process, but we needed to get them to get going so we could get refuelled ourselves. As soon as the other aircraft pushed away from the dock, our pilot stuffed a rag in the gaping hole of our damaged float, several locals pushed the aircraft off the sand bar and he quickly taxied the aircraft to the dock. The pilot had two float pumps, so he put my dad in charge of pumping the damaged float, and I hopped through the back doors to the other side and was in charge of pumping the good float. While we were perched on the sandbar, the good float was in the water and taking more of the weight so it ended up taking water in through the top hatches which aren't designed to keep more than the splashes out. Both my dad and I were hand pumping as if our lives depended on it, whilst at the same time, the pilot and a couple locals were running buckets of fuel down from the top of the river bank to the airplane. As we were pumping, the other airplane roared past us and headed off to its next destination. A few minutes later, still pumping, the aircraft's wake rolled in and over our floats. Momentarily I was covered up to my middle shin as I was standing on the float I was pumping ... not an encouraging feeling. My arms were burning and I felt like all that work had just been lost. Before I gave up all hope, the pilot called for us to jump in so we did. He had all the fuel he thought we needed, so he fired up the motor, got us pointed immediately down stream and was flipping his checklist markers as we roared full throttle down the river. Some how we managed to get airborne, and the pilot coaxed us up on a very very shallow ascent. We touched down at home base just as the sun was setting, probably a few minutes past the air force deadline, and were met by a dozen or so people ready to whisk the aircraft out of the water. The concern and seriousness on their faces suggested that maybe this was overall a tighter situation than I had realized at the time, but thankfully we were all safely home at the end of the day. Would you like to share what you do in real life? In real life I work with a small company out of Alaska developing a marinize UAS. We have designed a fully composite flying wing that can be launched from a small boat and recovered in the water. It is a low cost system that doesn't require a large amount of infrastructure to operate. Our initial funding has been through NOAA.gov. NOAA's interest in a low cost marinized UAV is primarily for ocean survey work. The Japanese tsunami spread an immense amount of debris out over the coastlines of the Pacific. Alaska's pristine coastlines are especially hard hit. In addition to debris, NOAA has an interest in monitoring and managing endangered wildlife populations in some very remote areas, as well as doing a variety of other scientific projects. What other hobbies or things do you do for enjoyment? I have always built and flown model airplanes as my hobby, but somehow my day job of building and flying small UAS's has taken up most of those brain cells. In the past few years I have started learning a few songs on the piano ... simply for my own amusement, not to perform! I find that music stretches areas of my brain that hadn't seen much action in a while, and there are so many good life lessons in music. It takes me ten times longer to learn a song than probably most people, but I know that if I put my mind to it, I can do it. It might take me six months to learn a song well enough to play it through, but there is something about the process of learning and the symbolism of overcoming challenges, that at first seem impossible, that make it worth the effort. Have you ever considered doing flight simulator development full time? I have considered full time flight simulator work, but the opportunity has never really presented itself. What I have found is that for better or worse, fair or not, FlightGear has become my resume. People contact me assuming I have a full and complete mastery of the entire project and I can bring the same level of accomplishment to their project. I quickly try to explain that the truth is FlightGear is a culmination of contributions from hundreds of developers over 15+ years. As time goes on and as the project grows, my portion and influence rightly diminishes. But still, I can say that 100% of my work going back 5-6 years and a large portion of my work before that came about through my involvement in FlightGear and contacts and connections made through the project. How do you choose your next new design or project? This is hard to explain! I'll frequently think about various problems or challenges or interests that I encounter from day to day in all areas of my life. It always seems like the best ideas come to me when I'm out jogging or doing something away from my computer. But what inevitably happens is that when something captures my interest; I'll think about it more and more, and then finally I'll think of ways for tackling whatever it is. At some point the thoughts become a flood and I have to make time to work on them and get them out in code so my head doesn't burst! What simulators do you design for now and what ones do you plan to develop for in the future? Can I make a brief mention of one of my "for fun" side projects? I started this a year ago over the holiday break, ran out of time during 2013, but picked it up again over this most recent holiday break and finally have a few things people could try. What I am building is a model airplane design tool. But rather than design your aircraft with traditional CAD and solid modeling techniques, you "describe" your design in sort of a "language." So instead of drawing up all your ribs, and cutting out all the notches for spars and stringers, you would say, "please make me a 60" wing with a clarky airfoil, I want a 10" chord, a spar at the 33% chord, etc." The software crunches out all the parts, makes an exact 3D model of the structure you asked for, creates full size build plans, and lays all the parts out on cut sheets for a laser cutter. This is something for model airplane builders, but hopefully as time progresses, I'll have a chance to build some tie ins to FlightGear. The program is called "Model Airplane Designer" and the web site is http://madesigner.flightgear.org. There is a working version of the software you can download and experiment with, along with some documentation, examples, and videos. What can sites like FlightSim.Com do to support you and the hobby better? FlightGear is an open-source, volunteer driven project. We do not have a marketing budget or arrangements to get our DVD on store shelves. Because of this we depend almost exclusively on word of mouth to let people know about our project. Whenever highly popular sites like FlightSim.Com do mention FlightGear, we see a spike in our web traffic and download stats, so we understand the importance of marketing and are always very grateful when we can get mentioned in the media. What would you like people to know about you or your team and work? I think in summary I just want to say how proud I am of all the people who have contributed to the FlightGear project! I have made many friends over the years through the project, and have met and communicated with people from all over the world. We have a group of wonderful and talented people that continue to surprise me every month with new ideas and new development. It is hard for me to express how much I have learned and been blessed through my participation in FlightGear and it is my hope and goal that others will find FlightGear to be a great learning tool, an outlet for their creative ideas, and maybe a fun way to spend an evening simulating flights to places we might never be able to visit, and do so in aircraft we would never have a chance to fly in real life. Curtis Olson curt0001@flightgear.org www.flightgear.org
  11. Buyer Beware! FlightGear Imitators Buyer beware! You've heard this before applied to all kinds of possible purchases and, sadly, it applies to flight simulators too. We've exposed this scam before but since it keeps coming up it seems we need to mention it again. For many years now a dedicated group of developers have been working on an open source flight simulator called FlightGear. Over the years we have regularly posted news from them as various versions have been released. Though perhaps not as feature filled as the commercial sims like FSX or X-Plane, it is the real thing and does have its core of users. FlightGear is free. Yes, that's right, free as in no cost to you. Anyone can go to the FlightGear web site (www.flightgear.org and download versions for Windows, Mac, Linux and other platforms. What many unsuspecting potential flightsimmers have discovered, however, is a "new flight simulator" that pops up in advertisements and web sites all over the internet. Various names are used such as "Flight Sim Pro", "Pro Flight Simulator" and more recently as "Virtual Pilot 3D". There are plenty more names...I've lost track of them all. The web sites for all these products are over-filled with the kind of hype you find on those shopping channels on cable TV. After you've seen one of these sites you'll recognize them. Though the names and some other details changes, the style and basic content is always the same. You'll also find "reviews" for the sim, but these are plants, not real reviews. Read them and you'll realize they just are not legitimate. Bottom line is, there is no need for you to buy any of these products, which are all actually the same product under different names. If you want to try this sim, simply go to the FlightGear web site and download the complete sim for free and never pay a thing. Just a note that under the GNU GPL v2 terms under which FlightGear is released, selling the sim actually is legal so if you have already bought it you have not done anything illegal. The issue is really more of ethics than legality. The FlightGear developers have their own statement on this situation, which you can read here. Visit FlightGear at www.flightgear.org.
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