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Changes At FlightSim.Com FlightSim.Com has provided a reliable and stable service for the flightsim community since the dawn of the Internet. Everything needs to change occasionally and today we would like to announce some changes here. Our last big software change was exactly ten years ago, in May of 2012. During those ten years the site has been run by co-owners Nels Anderson and Rick Frerichs, with lots of help from our third member Dominic Smith. Many of you know Dom as our public face in the forums, coordinator of reviews and features and so much more. Rick primarily handles the IT end of things while Nels handles the things that users actually see. After all these years, our software and our look are due for an update while Rick and Nels have both passed retirement age and are looking for something less stressful than a 7 day a week / 365 day a year job. The result is a new partnership with Moodog Media. You are probably not familiar with the name, but in fact Moodog has been involved with running FlightSim.Com for the past thirteen years. They've provided our web hosting during that time as well as volunteer IT and other services when we've needed them. The intention is to maintain normal day to day operations much as you are familiar with but with Moodog staff taking over responsibility for these tasks while Rick and Nels move to less active roles. With this partnership FlightSim.Com can continue providing you the services you enjoy into the future. There will be changes coming to the site itself and it will take sometime for the new staff members to get up to speed on the daily tasks so we do ask for your patience as we go through this transition. Dom will be moving on to a new job and we thank him for his many years with us here. Rick and Nels will still be reachable as before.
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While FlightSim.Com maintains a record of pretty much 100% up time, on occasion we do have to take the site offline to do some work. On Tuesday at 9 am EDT we will be moving the site to new servers as a planned upgrade. While the change is being made the site, including FlightSim.Com, TrainSim.Com and the FlightSim.Com Store will be offline. We're not sure exactly how long the process will take but hopefully it will not be very long and we'll be back and running as usual on the new servers. UPDATE: The changes are now complete. We would appreciate it if you would report any problems you see to use by email at: webmaster@flightsim.com
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Hi, here's a video from London Stansted of two rare visitors - Japan Air Self Defence Force Boeing 777-300ER's 80-1111 and 80-1112. Arriving at a wet Stansted on 4th May 2022 and departing on the evening of 5th May. -
This Day in Aviation: First Flight Of Avro Anson Today we celebrate the first flight of the Avro Anson, a British twin-engined, multi-role aircraft built by the aircraft manufacturer Avro. Initially known as the Avro 652A, the Anson was developed during the mid-1930s from the earlier Avro 652 airliner in response to a request for tenders issued by the British Air Ministry for a maritime reconnaissance aircraft. Having suitably impressed the Ministry, a single prototype was ordered, which conducted its maiden flight on 24 March 1935. Following an evaluation in which the Type 652A bettered the competing deHavilland DH.89, it was selected as the winner, leading to Air Ministry Specification 18/35 being written around the type and an initial order for 174 aircraft being ordered in July 1935. The Type 652A was promptly named after British Admiral George Anson. Large numbers of the type served in a variety of roles for the Royal Air Force (RAF), Fleet Air Arm (FAA), Royal Canadian Air Force (RCAF) and numerous other air forces before, during, and after the Second World War. By the 21st century, the vast majority of Ansons had been retired from flying. However, a single Anson Mk.I, which had been originally manufactured during 1943, had been restored to airworthiness, having been refitted with later metal wings. On 18 July2012, this restored aircraft performed its first flight. At School In The Air (1939): Flying the Avro Anson: For flight simmers, we are spoilt for choice when it comes to flying the Avro Anson, as our file library contains numerous high-quality models. Listed below are just a few examples (I have tried to cover as many different platforms as possible). FSX Avro Anson C12 Civil: fsx_fsaddon_avro_anson_c12_civil.zip FS2004 Avro Anson Mk1: ansonmk1.zip X-Plane 11 Avro Anson Mk X 1.0.1: avro_anson_x_xp1105.zip
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Today in aviation marks the anniversary of the first flight of theCP-140 Aurora. The CP-140 Aurora is very similar externally to the Lockheed P-3COrion (Canadian ESM wingtip pods instead of the American ESM wing pod), but is different internally, using two sets of mission systems that were first installed in yet another Lockheed anti-submarine warfare aircraft, the carrier-based S-3A Viking. The aircraft'ss ensors are primarily intended for anti-submarine warfare (ASW) work but are also capable of maritime surveillance, counter-drug and search-and-rescue missions. The CP-140 is Canada's only strategic Intelligence Surveillance and Reconnaissance (ISR) aircraft,conducting long range missions over land, water and littoral areas. These missions are flown in support of Canadian Joint Operations Command, the RCMP, and several other federal government departments. Tour the CP-140 Aurora: If you're an FSX/P3D user and would like to try your hand at flyingthe CP-140 Aurora, why not head on over to the file library and checkout the model by Team FS KBT/Hiroaki Kubota. FSX/Prepar3D Lockheed CP-140 Aurora:cp-140_ab_kbt_fsx_p3dv4.zip Base model also required for files FSX Lockheed P-3C Orion:p-3c_orion_fsx_v331_dx10.zip Our Team FS KBT interview can be found here: FlightSim.Com - Team FS KBT FSX Interview
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/images/notams/notams22/navi0222.jpgAirport chart reading for beginners Part 1: How to read an Airport chart with the heading section. In thisvideo we will cover the Jeppesen chart layout and how to read theheading section of the airport chart. This is video one in ourairport chart reading series. If you have the Navigraph charts app youare welcome to follow along. navigraph.com
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On this day in 1945, the FH Phantom made its first flight. The Phantom was a twin jet fighter aircraft designed and first flown during World War II for the United States Navy. The Phantom was the first purely jet-powered aircraft to land on an American aircraft carrier and the first jet deployed by the United States Marine Corps. Although with the end of the war, only 62 FH-1s were built, it helped prove the viability of carrier-based jet fighters. If you're an FSX user and would like to try your hand at flying the FH Phantom, why not head on over to the file library and check out the excellent FSX model by Paul Clawson: FSX McDonnell FH-1 Phantom with Updated Panel: fsx_mcdonnell_fh1phantom_updated.zip
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The $1,000 Hamburger By Tom O. and Ron B. What Is RonTom? We are two "Old Timers" with a passion for aviation and a penchant for telling stories. The result is some aviation / flightsim storytelling based on some Real World locations that we think are fun and/or interesting. We hope that this semi-regular feature will inspire you to learn or explore or fly to somewhere new. (If you have locations that you'd like to have us visit, please feel free toe-mail: rontomsimmers@gmail.com. College Park, MD In 1977 the College Park, MD airport was added to the National Register of Historic Places because in 1909 it was the demonstration site for the Wright Brothers. Many "firsts" occurred at this site: First mile-high flight by a powered airplane First female passenger First "controlled" helicopter flight In 1911, the nation's first military aviation school was opened here and later that same year, civilian aircraft began flying from College Park Airport (in December 1911), making it the oldest continuously operated airport in the world! In 1918, after a three-month trial with the War Department, the Post Office inaugurated the first Postal Airmail Service from College Park; serving Philadelphia and New York City (Belmont Park). More on this later. Also, in more recent times, it will be known as the inaugural airport for the RonTom Adventures on FlightSim.Com So, we invite you to sit back, relax, and join us on a trip through some aviation history. While the Wright brothers were at College Park, Wilbur Wright taught Lieutenants Frederic Humphreys and Frank Lahm how to fly and later Humphreys became the first military pilot to solo in a government-owned airplane. The flight school at College Park hosted some other famous names too, like Lt. Henry H. Arnold (yup),Lt. Thomas DeWitt Milling and Capt. Paul Beck. Civilian aviation also began booming at College Park as well with Rex Smith, inventor and patent attorney, who established the Rex Smith Aeroplane Company. The Christmas Aeroplane Company of Washington,D.C., built its first aircraft here and in 1937 the Engineering & Research Corporation (ERCO), used the airport to test fly the early model of the Ercoupe, the "spin-proof" airplane. Today the airport continues to serve the everyday needs of general aviation pilots in the DC metropolitan area, being just a 10-minute Metro ride away. The College Park Aviation Museum first opened in 1981 and houses antique and reproduction aircraft associated with the airport. The current museum building includes a 90-seat auditorium, a library, gift shop, and a replica of the original 1909 hangar building. While I stood in amazement of everything that has happened here I was also getting hungry and knew that Ron would be on his way to New York (I didn't want to be late for our first meet-up)! Taxiing out to Rwy 33 in the FS Baron was uneventful (CGP is anything but large) and it wasn't until after the wheels were up that I started to question if maybe an alternate destination would have been a better idea, but with my flight plan in-hand, my confidence returned, and I simply followed the route, and did what ATC told me to. Turning northeast the first spot to pass beneath me was Baltimore-Washington, followed by Martin State after which things became a little more relaxed as I headed up Chesapeake Bay. Then the Delaware came into view and Wilmington pasted by. Next up were Philadelphia (KPHL), McGuire and Trenton, and then into the Lower Bay(not literally). I was all set-up on the approach to KLGA Rwy 04 by the time Lady Liberty went by the wing tip... With so much happening around you one must pay attention, but what an unbelievable sight from port to starboard, bow to stern! Thankfully, I didn't embarrass myself on the landing, and I moved off the runway and down the taxiway with purpose (as to not upset the big kids). I was directed into the General Aviation parking area near (well, kind of) old Terminal A where we tied down the aircraft for the day. Now, "Where in the World" is this fellow Ron? I'm hungry and he promised me a burger. And now for my part of this Inaugural Tour, KLGA! Fiorello La Guardia was the Mayor of New York City from just after the Great Depression until after World War 2. The story goes that New York City did NOT have any major airports at the time and Mayor LaGuardia was flown into Newark instead. Remember earlier in this piece you read about the Postal Service flying from College Park into Belmont? Yes, the famous race track hosted both airmail flights and horse races until December 1919, when the airmail field moved over to Newark. Well, mayor La Guardia was incensed that his ticket said NEW YORK and they asked him to deplane in New Jersey! As a lifelong West Coast inhabitant, this strikes me as being a VERY NEW YORK THING! I can hear it in my head, "My ticket says 'New York', why am I in Newark? I didn't pay for Newark! It says right here, 'New York City'. If I'd wanted to go to Jersey I would have bought a ticket to Jersey. I want to go to New York! You fly me to New York or I'm going to sue!" So started the process of raising and purchasing and filling and building and contracting for the, "New York City Airport" also known as, "LaGuardia's Airport" which wasn't actually officially named thus until 1953. A couple of fascinating bits about LaGuardia's Airport: There is so much metal infrastructure under the airport that magnetic compasses have to be reset for the error caused at the airport. Even before the airport was completed La Guardia had won commitments from the five largest airlines to begin using the new field as soon as it opened and Pan Am's transatlantic Boeing 314 flying boats moved to LaGuardia in 1940. Even today operations are limited to flights of less than 1,500 miles (except Denver) and KLGA is not an "International Airport" as there are no border control facilities at the airport. Here is the video of my flight from College Park, MD to LaGuardia, NY: So, now you have a fascinating bit of aviation history! From the world's oldest airport (and home to many FIRSTS) to an airport that remains one of the most unique airports in the world. I would encourage you to fly to LaGuardia in your sims and let us know what YOU discover. You might consider the famous "Expressway Visual Approach to Runway 31" or the "Whitestone Climb for noise abatement", either way, KLGA is a famous, landmark airport well worth your visit (and if you're not into airports, there's always New York City!!!) And speaking of New York, I hear that their Sauerkraut Brats are AMAZING so after waiting an hour to get transport over to, "Terminal A" I finally found Tom who was anxious to have me buy him a Burger! I didn't come all this way for a burger, and why do I have to buy? To be continued...
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Tutorial: Winds Aloft Forecasts By thecorporatepilotdad Understanding weather is an important part of flying. thecorporatepilotdad, a real world corporate pilot, offers a tutorial on winds aloft forecasts, where they can be found, and how to read each type of chart. Even though this is made with the use of official sources, it is meant for use with Microsoft Flight Simulator, X-Plane, or any flight simulator. Websites for finding winds aloft charts are shown along with explanations of wind vector barbs, textual winds aloft charts, as well as winds aloft for the rest of the world. To find winds aloft forecasts in textual and graphical presentations in the United States go here. For international winds aloft go here. thecorporatepilotdad Youtube channel About The Author This video is produced by thecorporatepilotdad. He has been a FlightSim.Com member for close to twenty years and using Flight Simulator since back in the day of FS98 and FS2000. He is also a professional pilot with over 8000 hours of real world flight experience ranging from Cessna 152s to super-mid size business jets. About Aviation Weather Center The Aviation Weather Center delivers consistent, timely and accurate weather information for the world airspace system. We are a team of highly skilled people dedicated to working with customers and partners to enhance safe and efficient flight. aviationweather.gov
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/images/notams/notams21/expo0211.jpgFlightSimExpo 2021 will be held on June 4-6, 2021 in San Diego andonline. Attendees can view the initial event schedule and register forthe in-person or online experiences atwww.flightsimexpo.com SAN DIEGO - February 11, 2021 - FlightSimExpo has announced its2021 event schedule will feature presentations from airline pilots,dispatchers, accident investigators, air traffic controllers, flightsimulation developers, content creators, and an F-35 test pilot!Complete with two panel discussions, the three-day schedule ofseminars will be available for attendees in-person in San Diego andlivestreamed for registered online attendees. FlightSimExpo has also opened attendee registration for bothin-person and online attendees. In-person attendees can register for$70, which includes access to all Saturday and Sunday seminars as wellas the exhibit hall on June 5 and 6. As in previous years, Captains'Corner, an add-on educational seminar series held on Friday,June 4, is available for $10 as an add-on for in-personattendees. In-person attendees also receive complete online eventaccess, including seminar recordings post-event. Knowing that some attendees may prefer to participate remotely,FlightSimExpo is offering an online-only registration this year. For$15, the online-only registration includes three-day seminarlivestream access and the ability to view product videos, discounts,and exhibitor 'video booths' in the virtual exhibit hall. Given the uncertainty caused by ongoing global pandemic,FlightSimExpo will be polling registered attendees, developers, andthe broader community next month regarding the final format of theevent. Event sponsors and exhibitors will be announced following thosediscussions, and credit cards will not be charged until later thisyear. By pre-registering now, attendees help provide organizers withvaluable planning information. "When we can approach sponsors andexhibitors with attendee registration numbers, we can have a much moreproductive conversation and deliver a conference that is most alignedwith the community's wishes," says conference co-founder EvanReiter. To offer full transparency to attendees, in the lead-up to theevent, the FlightSimExpo web site will be updated weekly with attendeeregistration numbers and a list of developers who plan to attendin-person. The in-person component of FlightSimExpo 2021 will be held at theiconic Town and Country Resort in San Diego. Booking throughFlightSimExpo, attendees receive a discounted overnight rate andspecial perks. As in past years, the conference has arranged traveldiscounts with Delta, Enterprise, Southwest, and WestJet. For more information on this year's event, organizers welcome thecommunity to join Moosestaffa's Twitch stream this Saturday at 12pm PT(2000 GMT). Evan will join Mike to discuss FlightSimExpo 2021,developer feelings about the conference, and how the online componentwill work. "If you have questions or thoughts around how we canorganize this year's show, join us on stream this Saturday," saidEvan. As in previous years, FlightSimExpo is grateful to the streamersand content creators like Moosestaffa who help promote our show. "Welove when streamers invite us on to discuss the event," continuesEvan. "It gives us a great chance to talk directly to attendees andget input from experienced simmers like Mike." A full list of MediaPartners is available alongside the 2021 event schedule andpre-registration details atwww.flightsimexpo.com
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Searching for a Virtual Airline painter - lunafly VA
Jan Westphal posted a topic in Virtual Airlines
Hey folks!😄 It is a pleasure for us that you have made it up to this post. We are the staff of the lunafly VA, a non-commercial group of young enthusiast developing and operating a brandnew innovative virtual airline based on a real schedule. What makes us different? lunafly is a virtual airline founded on February 1st, 2020 by three young german aviators willing to share their hobby with other obsessed people. We developed and originated the so-called Realtime Program which combines matters of real flightplanning given by self-educated Flight Operation Officers and a monthly revised schedule constructing a pretty realistic simulation of an airline business. Our program is highly regarded by our pilots and our VA keeps growing and growing steadily. Operating a VA really demands you a lot and there are many different matters that have to be accomplished. Firstly we started to paint our airplanes by ourselves. In this picture you can see our 737 painting which was already done by us. Unfortunately we have to admit that we will not be able to continue this dependable. Therefore we are searching for someone competent and motivated letting the windsock concerning our Corporate Design Management blow up again. We are searching for someone who wants to be our VA Painter. What educations should you bring: - being acknowledged in a proper way to do aircraft painting for FSX/P3D, XP11 (later on MSFS2020 as well) in a self-chosen software (e. g. Photoshop, Gimp etc.) - being creative and feeling responsible for playing an important role in a non-commercial group - having fun and feeling the spirit of flying It moreover is advantageous to be able to show some previous work of airline paintings, but that will not be a factor for not being suitable for this volunteer job. You are now willing to be part of our team or you know someone who might be perfectly suitable to us? Write us an e-mail to management@lunafly-airline.de or make your friend aware of this post and make him writing us. Otherwise we are also glad to get to know you via Discord. Our Discord Server is available here: https://discord.gg/fmcDwY2 Other information are here: https://www.lunafly-airline.de We are happily looking forward for your reply and your interest😇 Regards, The lunafly Staff Team on behalf of Management Jan Westphal Chief Executive Officer ​ -
/images/notams/notams20/faa0611.jpgIt's better to "know before you go" - watch actual approach andtaxi footage from airports across the U.S. in the FAA's From theFlight Deck video series on YouTube. This new surface safety awareness video series uses cockpit andwing mounted cameras to capture 4K resolution video and combine itwith airport diagrams and graphics to clearly identify hot spots andairport-specific safety items that pilots may encounter. Source
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Everyone is welcome. If you're an aviation enthusiast you should join us here! https://discord.gg/vjeVQeA
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Flying the Furrow By Allan Jones I like simming aviation history. It grabbed me particularly with the release of FS2004: A Century of Flight, even though I had FS2002 previously. Later on, that led to my interest in the WWII Air Transport Auxiliary flights and a series of articles on FlightSim.Com under the umbrella title 'Fly & Deliver'. I was recently reading Alexander Frater's book, Beyond The Blue Horizon, published in 1986, the story of re-flying the original London to Australia route using then-modern commercial flights. It gave rise to the following sim in a similar vein, drawn from the facts and anecdotes in Frater's account. The pioneering air service between England and Australia was provided by Imperial Airways, and it had a few tricky bits along its route. Some were due to political squabbles and others arose from aviation challenges. In the nineteen twenties and early thirties, it was all daytime flying, of course, other than the Paris to Brindisi section, in which passengers travelled by train. With overnight stops in fine hotels, it took twelve and a half days, but the journey was still a lot faster than by ship. Imperial Airways selected aircraft tailored to each segment of the route; the Handley-Page H.P.42, the Short 17 'Kent', the Armstrong Whitworth AW15 'Atalanta' and, with Qantas across Australia, the De Havilland A86 Express. Part of the reason for this mix was that the route evolved in stages, as commercial air travel from Europe moved into Africa, India and the South Pacific. The service provided gracious luxury for the small number of elite passengers who used it, as well as an adequate cargo space for the lucrative air mail contracts. Take the H.P.42, for example. It was a long, blunt-nosed biplane with an interior more akin to a Paris salon. Its cockpit would do justice to the cab of a vintage steam locomotive. Rated at a cruise speed of 100 mph, pilots claimed they never achieved that. In time, KLM may have sped past the H.P.42 with their Fokker FVII fleet, but the dinner service, wines and cigars served in the salon were excellent. The segment from Jordan to Syria began at Ziza, south of Amman, and terminated at Ramadi, west of Baghdad. For this stretch the RAF had already come up with an innovative navigation solution. The desert was rather more uniform than the South Downs or the Rhone Valley, and far less hospitable. Worse still, it was without useful landmarks. So the RAF made one, called the Furrow. This navigation technique wouldn't go down too well environmentally these days. Take two teams of engineers, one at the departure airstrip and the other at the arrival point. Send them to meet in the middle, ploughing out a furrow, or painting the rocky areas that you can't plough. The resulting furrow was about two meters wide and 470 miles long. The pilots took off, climbed a bit then followed the line. Hours were spent wrestling the controls through the blustery desert thermals before they landed. A new acronym entered the aviation world - FTF, Fly the Furrow. Some people thought it was too easy, or cheating; altogether too boring. The proper way to fly was by compass, dead reckoning and prayer over a 500 mile tract of desert. With the Furrow, they argued, the pilots would get bored and fall asleep. The Furrow was long gone, I thought. But along its route, at intervals, the RAF and Imperial Airways had constructed emergency landing strips with fuel dumps. These had to be armoured and locked up, with a key that ingeniously unlocked both the aircraft doors and the fuel bunker. The pilot would never be embarrassed by, 'Oops, I left the key on the hallstand. Sorry, chaps'. So I first looked at the illustration of the route in Frater's book, next at Google Earth and finally I checked out TASoftware's Plan-G map. There are airports and airstrips in the right places for the journey. Some later became associated with pipeline pumping stations. I saw also that there is a road in pretty much the right place; a line in the FSX desert. Ten years or so after the early H.P. 42 flights, the Air Transport Auxiliary in WWII were delivering four-engined bombers at low altitude by following railway lines across England. I'd done that, so I could follow a desert road, I reasoned. It would be even easier, as there are no trees and woodland to obscure the line and make it more difficult. What to fly it in, I wondered? Obviously, hurtling over Jordan and Syria in a Pilatus PC-12 at a height of 16,000 feet, sitting back after setting the autopilot, wouldn't quite do justice to the trip. Five or more hours of hand-flying at 84 mph, though? That's hard work! There are freeware H.P.42 and Fokker FVII in the FlightSim.Com file library. In the end I settled on the Spartan Executive by Milton Shupe, Scott Thomas and Urs Burkhardt, also available there. It would double the speed of the H.P.42 easily and, despite its far more modern looks, it was a near contemporary. The H.P.42 first flew in 1931, the Spartan in 1936. And it looks sleek; I could feel like one of the elite passengers in Imperial's salon rather than a train driver. The flight details are below. The weather on the day I flew the route was cloudy, with rain in the desert for a while, but the mail had to get through. The Furrow didn't stay in use too long. Imperial Airways changed the long-haul flights to flying boats and used a different routing in the area. British ingenuity showed the odd quirk there, too. Take, for example, landings where the light and water clarity made it difficult to see the surface for touchdown. An inventive solution was to use bags of ping pong balls, to be dropped prior to landing. If vintage celluloid table tennis balls are retrieved from the very center of the North Atlantic Gyre and sold on eBay, buy one. They are probably part of aviation history. The flight time in the Spartan was about two and half hours. Enjoy the thought of Imperial Airways, if you do it, even if you fly it in the H.P.42 and it takes forever. Allan Jones The 'Fly & Deliver' articles are in the Archives. Allan is also the author of the Catrin Sayer Mysteries, available as ebooks and as Kindle Paperbacks. Fly & Deliver: A Flight For Joy Fly & Deliver: Faith's Flight Fly & Deliver: Hazel Raines, Christmas 1942 Fly & Deliver: Fine China, Saraha Sand Fly & Deliver: Four More WWII UK Flight Plans Fly & Deliver: Four WWII UK Flight Plans The Flight The original flight started at Ziza in Jordan and went east to Ramadi in Iraq. So Amman airport was a logical start. The route I followed was based on the standard FSX landscape, its roads and airfields, but I don't claim it to be definitive. I left Queen Alia International heading at 650 to airfield Z17l, climbing to 4000 feet. On much the same course, I next crossed OJFH (Prince Hassan airbase) and followed Highway 10 until it turned into Highway 1. This led all the way to the destination, on the north side of Lake Habbaniyah. Along the way were the following airstrips or airports providing useful landmarks: Z17l Highway H OJFH Prince Hassan Airbase OJHR H4. Mahattat al Jufar Z17A H3 Ruwayshid OR1J H3 OR1L H2 The nearest airport to the Ramadi airstrip mentioned in Frater's book appears to be Habbaniyah, OR0Q, so I landed there, careful not to arrive at the nearby Al Taqaddum military airbase, ORAT, without permission.
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/images/notams/notams20/navi0325.jpgDonate computing power to speed up the search for a coronavirus(COVID-19) vaccine. No one can do everything, but everyone can do something! A group ofdevelopers at Navigraph have started a pro bono initiative invitingall members of the international flight simulation community to donatecomputing power to speed up the search for a vaccine against thecoronavirus (COVID-19). The project is called Simmers Without Bordersand is open for anyone in the flight simulation community -individuals, as well as organizations and companies. See this web sitefor more information:simmerswithoutborders.org The project wants to encourage members of the flightsim communityto download a distributed computing client which connects to theestablished research project "folding@home" run by the Bowman Lab inSt. Louis School of Medicine at Washington University. The clientdownloads a small part of a bigger research problem and uses theavailable computing power to crunch the numbers and return the resultsto the lab. At the lab, the results are compiled together with resultsfrom other contributing clients into the final solution of a proteindynamics simulation which ultimately contributes to speeding up theresearch for a vaccine against the Coronavirus. "If there is something flight simulation enthusiasts have inabundance it's computing power." says Magnus Axholt, co-founder ofNavigraph. He is referring to the multicore CPUs and powerful GPUswhich are common in computers designed for gaming and simulation. "Asmuch as we would like, we can't always be up in the air. When we arenot flying, we can set our powerful computers to do work forresearch." Magnus continues. To track progress, you are urged to enter the Team ID 245628corresponding to Simmers Without Borders into your clientsoftware. All the work your computer does will count towards this TeamID and you will be able to follow the progress not only of yourcomputer, but also that of other computers in the flightsim community,and that of other communities in the research project as awhole. Leaderboards are available onSimmersWithoutBorders.orgas well as onfoldingathome.org. "Let's show the world what the flight simulation community can do!"finishes Magnus in a video that was recently put online which alsocontains more information on what protein folding really is. To start donating your computing power to speed up the search for acoronavirus vaccine - go toSimmersWithoutBorders.org Magnus Axholt Co-Founder Navigraph
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The Need to Fly By Dominic Smith Why do we enjoy flight simulation? What draws us to this magical and highly unique experience? Is it the thought of being in control of a large airliner at 36,000 feet, skimming through the valleys in a fighter, or perhaps soaring mountain ridges in a glider? Whatever it is, flight simulation manages to capture an audience that is both young and old, male and female, and reaches across the globe in its enthusiasm. For myself, the experience is not so much about flying per se (even though that is an important element), rather it's more about the ability to escape. In today's fast and challenging world, it's often quite difficult to remove oneself from the constant bombardment of daily worries, and whilst we might (at times) think we are being individually picked on, it's just something we all have to deal with as human beings. This is where the ability to escape comes into play... In much the same way as real aviation, when you are up there amongst the clouds, it's just you and your machine, and nothing can touch you. You really are as free as a bird, even more so if like myself you enjoy the wonders of GA flying. In many cases you'll find it's a back to basics approach, and that means flying aids and equipment are quite often limited. That's not to say that the flying experience is any less challenging or rewarding...far from it, it's just a more of a hands on approach. Let me give me you a little background... I love solitude, always have done, and ever since I can remember I have enjoyed my own company more than others. However, before any of you dare mutter it...I'm not a social cripple, as many who know me will testify; I can be the life and soul of a party! Many a time as a young boy, my day was spent with my trusty dog Boot (what a guy), and for hours we would just walk in the Scottish mountains together. Come rain or shine (quite frequently the former), we ventured out and it was always quality time. Now the years have moved on and I am quite a bit older, and sadly my loyal friend is no longer by my side to keep me company, but what I do have are my virtual wings, and together once again, we explore the area I once frequented as a boy. If you've never had the opportunity to visit the beautiful country of Scotland, then you are dearly missing out. It is a truly wonderful place to visit, and one that can mesmerize the heart in a second. Scotland is an incredible place to explore, and one that will leave its mark on you for all time. Its purity is in both the land and the sky, and that is what draws me to it. No other country I have had the pleasure of visiting has managed to do that so far, but then again, I am bound to be biassed as a Scot! Anyway, I digress! Most of my virtual flying time is concentrated around a beautiful area of southern Scotland known as Dumfries and Galloway, or more specifically, the Galloway Forest Park. My departure point is usually West Freugh, a former Royal Air Force station situated in west Galloway, or across the border in England at Carlisle Airport, which has an active GA scene. West Freugh on the other hand would normally be off limits to the likes of myself, however, due to the wonders of flight simulation, you can bypass any security it might have! The weather in this part of world can be notoriously bad (summer this year is on a Wednesday), with low clouds, coupled with strong gusts being the norm. Due to this, some of the mountains to the east can prove quite a challenge, and in real life often fatal. Choosing West Freugh, your first port of call is Merrick, the highest mountain in the Southern Uplands of southern Scotland at 843 m (2,766 ft). Before you arrive at Merrick though, there is the wonderful site of Loch Trool to observe, home of the Battle of Loch Trool in 1307. Much of the surrounding area of the loch is carpeted by thick forest, but it's quite possible to do a leisurely circular walk (as many do), and is something I can highly recommend - just remember to bring plenty of sandwiches and coffee! As you head north over the loch, Merrick will be easy to spot, especially with its prominent ridges and high summit. In an aircraft at just 3000 feet and with good visibility, the view is always going to be good, but even if you've reached the summit on foot, the vista is equally as impressive. If the weather is on your side (lots of praying needed), you can see for miles - in fact, it's not uncommon to be able to see the snow capped mountains of the southern Highlands over 100 miles away! Travelling south east from Merrick, you'll first pass Loch Enoch and then both Loch Neldricken and Loch Valley, until finally you'll come across the picturesque setting of Loch Dee. Here you will find sandy shores and water so clear it'll put Volvic to shame...but that's between you and me! From there, an easterly turn brings Clatteringshaws Loch into view, a freshwater reservoir created by damming the River Dee in the 1930s. Situated just off the A712 road leading to New Galloway, Clatteringshaws is a popular attraction with large groups of tourists and as such, an area I try and avoid in the high season. In the winter months though, it is lovely and quiet and a location you can really enjoy. With that done, a quick turn to the south west will point you towards Cairnsmore of Fleet, another of Galloway's mountains and one that offers truly magnificent views over the Cree Estuary and the Solway. With the estuary behind you, it's now a leisurely descent back to West Freugh and hopefully a hot cup of coffee and some biscuits! I hope you enjoyed this little flight around Dumfries and Galloway, as it's one I do quite often. Being able to visit an area you are familiar with or have fond memories of, is one of the most rewarding things you can do in a flight simulator, and I'm pretty sure I'm not alone in that feeling. As technology improves I can only see the experience improving and that is something I really look forward to. Software used for this article: X-Plane 11 by Laminar Research www.x-plane.com Photographic scenery of Scotland created by myself with Ortho4XP github.com/oscarpilote/Ortho4XP HD Mesh v4 by Andras Fabian XP11_HD_Mesh_V4_+50-010-Europe.zip SimHeaven's X-Europe simheaven.com/simdownloads/x-europe-4/ Default Cessna 172 with Stuart McGregor's wonderful livery flight_training_school.zip
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hello guys, i developed a mobile app and i thought it would be useful while flying Flight Simulator, you can search all world airports and view all data about airport and its runways , ( runway length, elevation, slope, approach types available, ils frequency ) and see everything on map,, you also can search navigation ads and view its frequency, type and see it on map, or you can view nearby airports and navigation aids near your location or any coordinates you enter , also you can get METAR & TAF ( FULLY DECODED ) one last thing , you can search 1800+ aviation abbreviations with definitions ! the application is called Aviation Nerd here are some screenshots this is the link on app store for iphone users : https://apps.apple.com/us/app/id1489363584 and this is the link on play store for android users : https://play.google.com/store/apps/details?id=com.mahmoudabdellatief.flightsim the database is updated monthly. there is also ad free paid version that works offline as well, its called Aviation Nerd Pro i hope you love the app, if you have any suggestions or recommendations or feedback, i will be glad to receive them in the comments thanks alot guys happy landings
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/images/notams/notams19/week1030/week1030.jpgAs of 1998 flight simulator and simulator-cockpit constructorsjoin to show each other but also and formostly the visitors everythingthat is possible with flight simulation programs. Dozens ofparticipants will immerse you into the fascinating world of flyingfrom behind your computer. Representatives of clubs will show how in an accessible way andwith limited means flight simulation can be made possible. On theother side of the spectrum dedicated civilian and military specialistswith utterly real life cockpits will get you wrapped up into the worldof flying during the FSWeekend. /images/notams/notams19/week1030/collageFSweekend2010.jpgWhat kind of aircraft is being used? Not only the legendary fighterjets from the games but just as much commercial jets, from alleras. From the classic Douglas Dakota to the ultra modern Boeing737. Want to find out how an airport is organized and how aircraft getsorted over the runways without disaster? It's all there during theFSWeekend. Cockpits are set up to allow visitors to "fly" on their own whileexpert supervisors create a fantastic experience. Furthermore one canvisit the countless sales points of drones, models and hardware andsoftware. To experience all the ins and outs of sim-flying, join us in theAviodrome on Lelystad Airport. Look up the participating exhibitorshere. fsweekend.com
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I recorded this video long ago, mid 80's, to celebrate the Calistoga Glider Port in the Napa Valley. Me and my friends would either ride our bicycles the 25 miles from Napa to where Highway 29 turns east before the ascent of Mt. St. Helena. Although an extinct volcano, flight simmers or pilots know that deep in the earth, the heat from that volcanic area created the Geysers Power Plant, not very well known among alternative energy solutions. Enjoy the Video - if it gets boring, go forward, it gets pretty interesting towards the middle and the end, no spoilers though... :pilot:
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With Albuquerque Center from Live ATC, and a little background music.... I also have Reality XP up in a window so you can track airspeed and distance covered.... I created the video from GeForce Experience, and edited it with Microsoft Photos, shrinking it for better loading times.
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/images/notams/notams18/logo1203.jpgTo celebrate the festive period, FlightSim.Com is inviting membersto redesign the existing FlightSim.Com logo, into a Christmas themedversion. Bill Womack from Orbx has kindly agreed to be the judge, with thetop three designs all receiving a First Class Membership for a year. Thewinning entry will be used for the duration of the Christmas period,with the results being held on the 11th of December. The closing date for members wishing to submit designs will be the9th of December. GuidelinesOnly one design per memberFlightSim.Com must be mentioned on the designAll designs must be sized 896 x 500 pixelsThe preferred format is PSD, but JPG or PNG will also be acceptableFirst and last name, and FlightSim.Com username, must be mentioned when submitting the designMembers should submit their finished designs to the editor ofFlightSim.Com, Dominic Smith, whose email is linked below: Good luck everybody! Nels, Rick & Dominic dominics@flightsim.com
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Diversionary Tales By Tony Vallillo One thing that pilots deal with all of the time, something that virtual pilots can skip lightly over (since there is always the option to disable fuel burn, to say nothing of changing the weather instantly!), is the selection and possible use of alternate airports in our flying. All flights, VFR and IFR and big airplane as well as small airplane, require that consideration be given to the successful completion of the flight when conditions change from the original plan. Usually this involves changes in weather; since of all the factors that affect flight, weather is indeed the most fickle. The regulations guide us both as to the need to consider an alternate and the conditions that make an airport suitable as an alternate. In purely meteorological terms, an alternate airport must be planned whenever the forecast weather at destination is below certain limits, which differ for VFR and IFR flights, and can be found in the FAR's. In the case of IFR flights, there are additional weather limits which bear on the suitability of an airport as an alternate. So if the destination forecast is below the specified ceiling and visibility when you are planned to arrive, you will search, in the flight planning process, for another suitable airport where the weather is forecast to be better than a different set of ceilings and visibilities. And you will plan on carrying sufficient fuel to proceed from your destination to your alternate, fly an approach, and then hold for 45 minutes. That is the minimum legal requirement for fuel. If you want to give yourself more options, carry more fuel; and if that is not possible, plan a series of shorter flights so that your available fuel can provide you with these extra options, such as holding at destination or choosing a more suitable alternate farther away. All of this planning is just that - planning. Once you take off, the choices, and the consequences, are yours. You may change your designated alternate while you are enroute, if reports and new forecasts make for a better choice. You may also consider the fuel onboard to be your own possession - to use as you see fit. But in all things a conservative approach is warranted -- it would be foolish to use your "holding fuel" (the legal amount of which is intended for use at the alternate) at your destination, since you would be robbing yourself of options later on in the flight where they might be important. There are other factors that might require the selection of an alternate airport for a given flight. Extended overwater flights always require an alternate airport in the overwater portion, typically within 180 minutes for most jets, and a few more minutes for others. This requirement protects against certain mechanical malfunctions overwater and allows for a landing on terra firma. Of course weather is a consideration here as well, not so much in the requirement for the alternate but in the requirement that the alternate be viable - obviously bad weather at an airport along the way might preclude a safe approach. Flights in some mountainous areas, such as the Andes and possibly the Himalayas, require careful selection of alternate airports with respect to drift down over high terrain, especially in twin engine airplanes. This is to cover the loss of an engine over the middle of the mountain area. Terrain in these areas is sometimes in excess of the single engine ceiling of the airplane at its current weight, so an immediate turn toward lower terrain and a specific alternate airport is mandated. There are many things that play into the selection of alternate airports. Other than weather, and thinking of the part 121 environment, things like runway weight bearing capability, approach aids, taxiway dimensions and weight bearing considerations, availability of suitable egress equipment like passenger stairs, jetways, baggage handling equipment, Customs, and of course ARFF, as well as more mundane considerations like does your company have a contract in place for fuel and services! And don't forget availability of hotels and such for accommodating crew and pax. Also maintenance, considering that a common reason for a diversion, particularly on the Oceanic segments, is a mechanical malfunction. And of course availability of fuel; although at any airport capable of handling a transport category jet, fuel is pretty much a given unless some disaster has precluded deliveries, particularly to island locations... And thereby lies a tale or two, or three: JFK-Rome in a 767-300. We had very little holding fuel, against a fine forecast and two alternates (Ciampino and Genoa). Two alternates is a common practice at the airline, at least when I was working. One will usually be close in, like EWR for JFK, and be intended for use if traffic backups at destination are the only stumbling block. They are obviously in the same weather pattern, and hence the second and more distant alternate. (An aside - often, in the part 121 world, the fuel requirements for a close-in alternate like EWR for JFK are actually less than the requirements for a no-alternate flight plan. This is the other reason you often see EWR or JFK as alternates for LGA and vice versa. Note, however, that LGA might not be a suitable alternate for the other two in the case of a widebody.) Upon arrival in the greater Rome area, we discovered that the weather earlier that morning had been actually below CAT III minimums (yes, that is possible!). Although things had "cleared up" to around RVR 1200, there were several score of airplanes in various holding patterns all around the thigh of the boot. Upon arrival at our assigned hold, I determined that we had fuel for about 2 turns, using the Genoa alternate. Ciampino would have been out of the question for both weather and traffic reasons. Once you get into the situation where you will probably go to an alternate, along with a bunch of other airplanes, an important consideration becomes beating the other guy to the fuel pump! So I immediately requested clearance to Genoa upon holding pattern entry. While the good controllers at Roma were figuring out how to get us up there, my compatriot on the ORD-FCO flight apparently took my hint and decided that Genoa (also his alternate - same dispatcher!) would be just fine for him as well. This is a phenomenon that is often seen in the airline world - everyone follows the last guy through the maelstrom like elephants in a circus parade, until one guy or gal decides that valor is NOT the better part of discretion and demands to go another way. I've seen it many times in my career; and on that day, as it turned out, the ORD flight got cleared to Genoa first, presumably because he was at a lower altitude in the stack. Damn and Hellmnation! The first of my best-laid plans began to go astray. Just after landing at Genoa. There is a considerable bay behind the runway. When we got to Genoa, I discovered that a Continental flight had aced both of our flights, and not only got there first, but actually was parked at a gate. We johnny-come-lately's had to settle for a spot on the expansive ramp. This remote location became a player in what followed. The terminal and ramp at Genoa, where Continental has already grabbed the only available gate, leaving the ramp to us. First order of business was to get hold of dispatch and discuss our next moves. But lo and behold, the SATCOM did not seem to work. We scratched our collective pilot heads about this, and conferred over VHF with the crew of the ORD flight, who also were suffering from this strange malady. Eventually we gave up trying to figure out what was going on, and got in touch with dispatch via HF single sideband radio through a commercial service called Stockholm Radio, the first time in my career I had recourse to that company. While all of this was going on, it was becoming apparent that although Genoa was indeed the designated alternate on the flight plan, apparently none of our airplanes had ever made an appearance here before. This was made manifest to us in a growing inability to figure out how the company was going to pay for the fuel we would need to continue our journey. Incredible as it may seem (and make no mistake, I burned up the company's debrief system over this when I returned to JFK the following day!) we had no contract in place at Genoa for fuel or services. Long gone were the days when the Captain was equipped with big rolls of cash to pay for things like that; and of course also long gone were the days when the Captain himself was rich enough to pay for it on his or her own! (Happily, things are different now, and any widebody Captain can easily afford an entire 747-load of fuel just out of petty cash!) The dispatcher told us to charge the fuel and services to a company American Express account, the number of which, astonishingly, he read out over the open airways of single sideband, for every ham radio enthusiast in the world to copy down! However, here ensued yet another sideshow of this amazing circus that the Genoa diversion was fast becoming -- just like that old MasterCard commercial, they didn't take American Express!! You can't make this stuff up! Genoa is apparently not without a certain beauty and charm. The Captain of the ORD flight, faced with the same problem, was indeed trying to pay for it himself; un-holstering his plastic (and in the process liberating several rare specimens of moths into the Italian ecosystem!) and proposing to put the ten or twenty thousand dollar charge on his credit card. I myself immediately tried to do the same, thinking the company would refund me the money before the bill collector knocked on my door, and also mentally adding up the award miles that a twenty thousand dollar charge would accrue! But alas, the rewards were not to be mine, because USAA (whose credit card I have held since my pilot training days) keeps close track of charges; and was (and still is) loath to roll over to a huge charge in a foreign country in a town the cardholder had never set foot in. Denied! Try though I might to get over to the terminal and call USAA, I was unable to get in touch with them. Meanwhile, we had a full planeload of passengers to deal with. This diversion was going to be a matter of hours and not minutes, so we had to find a way to keep the customers happy. The flight attendants, in Clint Eastwood's best tradition of "improvise, adapt, overcome" scrounged together a tolerable food service from the leftovers of both last night's dinner and this morning's breakfast, as well as all of the remaining coffee we had on board. We re-ran one of the movies from last night. And I availed myself of an old trick I had discovered years earlier - a cockpit open house. For some reason passengers, when faced with few or no alternatives, seem to relish a trip to the wheelhouse, and this group was no exception. I had, fortunately, coordinated this in advance with the flight attendants, because the line of eager sightseers snaked its way all the way to the rear of the airplane. We must have had over 100 people take us up on the offer, and many were the kids that got their pictures taken in the left seat with the Captain's hat on their merry little heads! We were of no mind to just stay in Genoa since we had that full planeload of passengers; and the prospects of the company finding hotel rooms for all of them (and all of us) considering their abject inability to secure such a basic fundament as fuel, were low indeed. Fortunately, some bright soul in dispatch figured out that since we were in an "alliance" with British Airways, who had regular operations at Genoa, British would buy us the fuel and the company would repay them. And so it was that we finally got our fuel, and not a moment too soon, because the crew duty time limits were breathing down our necks. This was, fortunately, in the days before more stringent limits were set, and so we had a bit of regulatory wiggle room, so to speak. Suffice to say that we made it to Rome later that afternoon, after a further delay at Genoa of an hour at the end of the runway awaiting ATC clearance in the scrum that ensued after everyone went to alternates that morning! Another time and different crew. A 777 bound from the USA to Rio de Janeiro had a medical problem onboard that dictated an immediate diversion. There was a chart in those days that depicted available alternates in the area between Venezuela and the south-of-the-Amazon portion of Brazil, but the chart did not have all of the details the crew needed. There are actually very few adequate alternate airports in that area; and although such flights are not extended overwater, they do indeed resemble ETOPS operations in terms of alternatives available. This crew decided to divert to the nearest of the suitable alternates. Unfortunately "suitable", in this case, turned out to mean merely a decent runway. The airport had absolutely no stairs that could come anywhere near reaching the giddy heights of the 777 passenger doors, nor any jetways or even ladders. They eventually had to take off and go to yet another alternate. The way I heard the tale told, the ill passenger survived, so the story had a more or less happy ending. Medical issues have been the cause of the majority of my diversions over the course of my career. I recall one in particular - it was the first day of originating flights after the airways opened up again after 9-11. We were flying a 767 from EWR to LAX, and we had the added benefit of two of the relatively few Sky Marshalls that were on the payroll at that time. Things were tense, of course, and the flight was only about half full. Just past Denver we got a call from the back -- a passenger was having difficulty breathing. As is almost always the case, at least on a big airplane, there was a physician aboard who answered the call, and in a short time we were advised to get the passenger on the ground ASAP. The new Denver airport by day, as it was back then. All of us were on high alert for the possibility that this might not be what it seemed. The Sky Marshalls, of course, heard the call for assistance and no doubt stood ready, but they apparently kept themselves undercover. We immediately declared an emergency and asked for a turn back to KDEN. It took ATC a minute or so to arrange this, quite possibly due to some not inconsiderable coordinating and alerting, but we did get clearance and proceeded directly to KDEN, descending quickly as we went because it was but a short distance away. The stars were aligned for us since the weather was clear and a million. I thought I could "feel" the presence of some USAF fighters behind us, and I'm sure they were vectored back there, but they never made themselves known by sound or sight. And so it was that I landed for my first and only time at the new Denver airport. The passenger was taken off the airplane by the paramedics, and we quickly added a few gallons of fuel and departed once again for the golden west. I asked dispatch when I returned home whether the passenger made it, and was told that he or she (I don't recall which) did indeed come through OK. On another occasion I got the call well into the descent into EWR from overseas. Again a physician responded (we have to be careful to ask for a "physician" over the PA, since there are many "Doctors" that are not medical men) and again the word was passed to us up front. This time it was dire -- we needed to get down as quickly as possible to save a life. We were around 90 miles from EWR, and I asked for and got clearance to come in at the speed of heat, even below 10,000 feet. Ah, the benefits of Emergency Authority! We had all three pilots up front by then, so I assigned the third pilot the task of watching the TCAS like a hawk, while the two of us up front glued our eyes to the windshields as we blitzed along at 320 knots all the way to around the outer marker. Then it was speed brakes and gear down, and we wound up at 1000 AGL right on the numbers. We got clearance to land on the inside runway, 22R, and it was thus a quick taxi to our gate, where once again the medics were waiting. This one, too, had a happy ending, as I found out a day later in conversation with dispatch. This one wasn't a divert, strictly speaking, but it was a change of plans all the same. At the gate at Newark after a quicker than usual arrival Sometimes other things influence alternate selection. When we were flying the Airvan down to Puerto Rico we had to deal with the fact that not every airport down the chain of the Bahamas and Turks and Caicos had avgas. This is indeed a problem throughout that area, and not only in the aftermath of hurricanes. Availability of fuel is important, and can result in an unplanned vacation on one of the more remote islands while you wait for the weekly or monthly tramp steamer to deliver you a barrel of 100 low lead, at an astronomical price! In our case, we had to quick stop Providenciales rather than Grand Turk, since GTK had only jet fuel. (Ah, if only CAP had Caravans then, I would not be facing shoulder surgery in two weeks due to my torments getting into and out of the SlowBus!) So...there is no substitute for complete and thorough planning, especially in selection of and diversion to alternates. And sometimes even the big guys come up short! Happy Landings! Tony Vallillo -
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For over 22 years, FlightSim.Com has offered a wide variety of services to the flight simulator community. Today we would like to announce the addition of a major new service, our FlightSim.Com store, found at: store.flightsim.com Although many people have been confused by this, FlightSim.Com has never owned a store. Over the years we've had affiliate arrangements with several flightsim stores as well as Amazon. There are also stores with names similar to ours with which we have no relationship at all. The new store will for the first time be 100% under our control, allowing us to offer you the same quality service we've offered in other areas since the dawn of the Internet. Although the current selection of products is limited compared to other stores we expect to expand rapidly as we bring other developers on board.So please check in regularly as we add new products. We'd like to thank our charter vendors who are in the shop on opening day: Drzewiecki Design Flight1 FlightSoft HiFi Technologies Perfect Flight Virtavia Virtualcol Thank you for your support over the years and with this new endeavor! Nels Anderson Rick Frerichs FlightSim.Com
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/images/notams/notams18/sale0329.jpgSpring has sprung along with the annual sale at the FSPilotShop!Save up to 50% on your favorite titles. Plus, be on the lookout for acouple of great deals that are even more than 50%, includingFlightSoft bundles for only $45, Instructor Station 75% off and 60%Off NextGen Scenery! Click a company below to see all the deals from that publisher orstop by the FS Pilot ShopSales Hangarto see all the great deals on now! Don't be the missing man in this sales event! You are cleared todownload, upgrade and enjoy! Abacus Downloads 50.00% offaeroG 50.00% offAerosoft Downloads 20.00% offArea51 50.00% offAriane Design 50.00% offATC Simulator 2 HD 50.00% offAviation Tutorial Downloads 40.00% offBig Fat Simulations 40.00% offDave Chapman 50.00% offDrzewiecki Design 30.00% offFeel There 30.00% offFirst Class Sim Downloads 50.00% offFlightsoft Downloads 50.00% offFlyabout Documentary 25.00% offFly Wonderful Islands 50.00% offFrat Bros Design 50.00% offFS Academy - On Instruments 50.00% offFS2Crew 20.00% offFScene 50.00% offFSGenesis 50.00% offFSWidgets 50.00% offFSX-P3D Scenery Builders 35.00% offGenix Soft 25.00% offGlobal Art 35.00% offHD Airplanes 50.00% offHiFi Technologies 30.00% offJust Flight 33.00% offLionheart Creations 40.00% offLuis Gordo 75.00% offMexHigh Flight 50.00% offNextGen Simulations 60.00% offNyerges Design Up to 50% offPerfect Flight 50.00% offQuality Wings 757 $25.00 offQuality Wings BAE-146 $35.99 offRealworld Scenery 20.00% offRolling Cumulus 45.00% offRoussillion Aerosim 40.00% offSim Skunk Works 30.00% offSim720 20.00% offSonic Solutions 50.00% offTaburet 20.00% offTop Skills Downloads 30.00% offTrains and Drivers 50.00% offTweak FS 50.00% offVirtualcol 40.00% off
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