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  1. Here is my third trailer made on Flight Simulator. AIRCRAFTS : - CubCrafters X-Cub - F18 Hornet - Junkers JU52 - Beechcraft KingAir 350i - Corsair F4U - JMB VL-3 - Fokker F.VII - Pipistrel Virus SW - Blériot XI - Diamond DV20 Katana - Pilatus PC6 - Airbus A320 neo - Douglas DC6 - Cesnna 172 - Volocity by Volocopter - Robin DR400 LOCATIONS : - New York City, USA - Dallas-Fort Worth Airport, USA - Chesapeake Bay, USA - Monument Valley , USA - Moscow, RUSSIA - Jodrell Bank Observatory, UNITED KINGDOM - Hoover Dam / Mike O'Callaghan-Pat Tillman Memorial Bridge, USA Hope you enjoy it ! https://youtu.be/1mZ-jUmJGH4
  2. /images/notams/notams20/repl0515/flight-replicas-cub-2.jpgDownload for free. A gentle upgrade of the original FSX Super Cub Extreme2, toPrepar3D v5 standards. This includes: New wings, new tires, upgraded cockpit parts, new external modelpanel with functioning instruments and clickable switches, buttons,etc. (so you can start it before you get in, if you like), 4Ktextures, including spec and alphas, tweaked airfiles, tie-down ropesand windscreen cover for when parked, and the ability to hand prop forstarting. Plus a new paint kit. /images/notams/notams20/repl0515/flight-replicas-cub-3.jpg /images/notams/notams20/repl0515/flight-replicas-cub-1.jpgSource
  3. /images/notams/notams20/a2a0511.jpgHello everyone. We hope you are all having fun in the virtual skiesof the great many brilliant platforms we as flight simmers have accesstoo. We have released some new updates today for those venturing intothe newer skies of the P3Dv5 platform and also a little update for v4Accu-sim Bonanza users too. Additional to this we have sent out thefirst batch of P3Dv5 products to our third party vendors also. We will be releasing the next batch of free updates for A2ASimulations P3D users over the coming days and weeks. Accu-sim BonanzaVersion 20.5.11.0 Changes: Added VR support for 2-D panel windows in P3D v4.Fixed memory leak and crash to desktop involving Windshield.dll in P3D v5.Fixed excessively bright exterior lighting effects on PB materials in P3D v5.Reduced strobe light spill inwards onto wings.Accu-sim CubVersion 20.5.11.0 Changes (only applies to P3D v5) Fixed memory leak and crash to desktop involving Windshield.dllAccu-sim C172 TrainerVersion 20.5.11.0 Changes (only applies to P3D v5) Fixed memory leak and crash to desktop involving Windshield.dllSource
  4. /images/notams/notams20/a2a0210/a2a0210.jpgFew airplanes define "stick and rudder" more faithfully and distinctlythan does the Cub. Aeroncas, Taylorcrafts, Stinsons, Luscombes, Cessnas andall the rest are but refinements and alternatives to what was created bythe advent of the Cub. They are all the heirs of the Cub, and as such, owehomage and their very existence to their venerable predecessor. Even if you have never actually seen a Cub in the flesh, if airplanesare your game, you have a good idea of what a Cub is all about. Virtuallyevery pilot has flown or knows someone who has flown a Cub. /images/notams/notams20/a2a0210/j3-cub-1.jpgIf you throw a baseball, a paper airplane, and a stick into the air,each would behave differently based on its weight, density, and shape. Eachwill interact with the air and ultimately the ground very differently, justas we would expect. But what if you dropped a tennis ball on a hardsurface, and instead of bouncing, it just hit the ground with a loud‘clunk’ and stopped? We are physical beings that live in a world that hascertain truths we take for granted, that is until they are gone. However,in a simulated world, nothing can be taken for granted. In fact, if thephysics in a simulated world are not specifically created by someone, theysimply do not exist. With Accu-Sim, we have built-in to this simulationmany of the physical rules that we know to be true and which we expect toexist in the real physical world. Perhaps the most important thing this little airplane will bring to youis honest, true-to-life stick-and-rudder flying, something pilots oftenforget after flying large, heavy, fast, complex aircraft for a while. Youwill be actively engaged in flying this Cub almost all of the time. Afterjust flying it for a very short while you will start to feel like a betterpilot, and you will be. /images/notams/notams20/a2a0210/j3-cub-2.jpgPrepar3D v4 Exclusive FeaturesPhysically based rendering (PBR) of cockpit and exteriorUpgraded 3D virtual cockpitNew, high-poly "Heidi" passenger and male and female pilotsTaildragger flight dynamics tuned for the Prepar3D simulation platform /images/notams/notams20/a2a0210/j3-cub-3.jpgStandard FeaturesAs with every A2A aircraft, it is gorgeously constructed, inside and outFlying qualities built by pilots with unprecedented stall and spin realismIncludes standard J-3 Cub, Tundra tires, Floats, and Skis98 page, full-sized Pilot's Manual written by Mitchell Glicksman (re-edited/updated by Nick M for the P3Dv4 release)Visual Real-Time Load Manager, with the ability to load fuel, oil, pilot, passenger, and cargo in gameIn cockpit pilot’s map for handy in-flight navigationFuel delivery system simulatedAll models include A2A specialized materials with authentic metalSound engineered by A2A sound professionalsAccu-Sim physics creates an entirely new world including true wing, air-frame, engine, ground, water, and internal systems behaviourPassenger On BoardTM adds a new dimension of piloting realism with an intelligent passenger that is aware of the surroundings, talks when appropriate, including being able to spot and call out trafficThird generation Accu-Sound now allows for a direct connection to the Accu-Sim and FSX physics engine with airflow through the air-frame, window, and door, structural creaks, bumps, jolts, etc. with three hundred and ninety sounds in allPiston combustion engine modelling. Air comes in, it mixes with fuel and ignites, parts move, heat up, and all work in harmony to produce the most accurate combustion engine simulation availableEngine has an actual life. Good piloting skills are rewarded with longer life and more reliable performanceNew propeller physics means the propeller is constantly active and allows for both hand and air starting the engineGround physics realistically rock your wings and buck your tail. Regular tires, skis, and large tundra tires all have their own distinctive ground handling benefits and limitations. Each aircraft comes with its own sound set which is tied in with the physics of the air-frameTundra tires demand respect for the size and weight of the larger tires. 3-point landing on tarmac is highly recommendedWater physics simulate waves, water drag, and creates an authentic “on the step†experienceTotal audible cockpit experience made with professional recordings from three actual Piper J-3 aircraftFuel System allows for an authentic primer system with fuel in lines, tank, and authentic gravity-fed fuel-air mixtureThird generation engine wear and oil system including an engine that sputters, spits, and runs rough when damagedBoth engine and air-frame physically vibrate and shake, based on real world conditionsCarburettor icing modelling, which is critical for the proper management of the Continental A-65-8 engine /images/notams/notams20/a2a0210/j3-cub-4.jpgPurchase A2A Simulations - Accu-sim Piper J-3 Cub
  5. /images/notams/notams19/a2a0721/cub-1.jpgThe A2A Simulations Accu-sim J-3 Cub for P3Dv4+ just hit Betatesting. So now is a good day to throw a little update for the Cuband give one of our team members a platform to show some of the workthat goes into sometimes the most overlooked items. /images/notams/notams19/a2a0721/cub-2.jpgCharacter DesignWhen we started the Cub remaster for P3D we knew we would need newpilot and new passenger models. With PBR, new textures and materialdefinitions it was obvious that we would have to use the same workflowthat's used in modern mainstream games. I've decided to use several programs for characters - MarvelousDesigner for clothes, ZBrush for additional sculpting and detailing,Substance Painter for textures and 3ds max for lowpoly, in gamemesh. /images/notams/notams19/a2a0721/cub-3.jpgSource
  6. /images/notams/notams19/xcub0530.jpgHello, aviators! We are excited to share with you the official trailer for theupcoming XCub which showcases one of the most requested features fromour community. Enjoy the video and make sure to check out the FAQ below for moredetailed information. Q&AWill the glass displays be available to everyone? The XCub will be released as a free aircraft with a small selectionof liveries and a steam gauge panel which includes 2 small glassdisplays. Both panels (steam gauges + full glass panels) and allliveries will be available with a Pro subscription. How realistic are the displays? Not all functionalities are implemented at the moment but thedisplays will improve over time. Our teaser video is a greatindication of what we have now. We will do our best to matchreal-world instruments look and feel but some complex functionalitiesmight take a long time to get right. Will you add glass displays to other aircraft? Yes. We do plan on adding instruments to other aircraft in ourcurrent fleet. It will be done gradually, and for older aircraft, afull rework will be required to accommodate this. Will the A350 have glass displays too? You bet. However, since the A350 is basically all glass, not allfunctionality will be implemented right away. Our goal is always tosimulate real-world conditions, however, as you know this takes timeand processing requirements. We will improve over time. When is the release? Soon! As we put the finishing touches on this aircraft and squash afew bugs, we will preview XCub at our booth at FlightSimExpo inOrlando next week. The release will come sometime after that, however,we don't have a firm date set. Source
  7. Review: ASDG Piper Super CubBy Shawn Weigelt /images/reviews/asdgcub/t/ASDG_Super_Cub_180HP_2.jpgIntroduction"The mountains are calling and I must go." This oft used quote offamed naturalist, John Muir, popped into my mind and lingered therewhen I considered the prospect of reviewing the ASDG Piper Super Cub.I was very excited, to say the least, as I absolutely love all thingsbush flying. In fact, second only to flying a jet fighter, flying ahigh wing single with huge bush wheels into tiny, remote airfields isprobably the coolest thing someone can do with an airplane. Thisaircraft file for X-Plane 11 looked tailor-made for taking into theIdaho backcountry or the Alaska bush and I was practically begging mygood friend Dom Smith for the opportunity to review it. Well, somestrings were pulled and I ended up with my very own review copy of theASDG Super Cub. /images/reviews/asdgcub/t/ASDG_Super_Cub_180HP_22.jpg /images/reviews/asdgcub/t/ASDG_Super_Cub_180HP_24.jpgNow that I had spent way too much time hyping up this aircraft inmy own mind by drooling over screen shots and YouTube videos, wouldthe ASDG Super Cub actually live up to the hype? All the reviews Ihad watched and read about the file painted the aircraft in a veryfavorable light. Would I share those sympathies? Would this be thehighly detailed bush plane I have always wanted for flying theremotest places of X-Plane's world? Let's find out. Modeling, Textures And FeaturesOnce I had downloaded the ASDG Piper Super Cub file I was pleasedto see that it included essentially four separate acf's: a basic modelwith standard landing gear and a 150 hp engine, a tundra wheeled modelwith a 150 hp engine, a tundra wheeled model with a 180 hp engine, andan amphibian model with a 180 hp engine. Not only are there fouraircraft in one purchase, but also each model has its own, uniqueflight model. This instantly got my attention as an incredible sourceof value that not every airplane add-on out there can boast of. /images/reviews/asdgcub/t/ASDG_Super_Cub_180HP_27.jpg /images/reviews/asdgcub/t/ASDG_Super_Cub_180HP_28.jpgThe Aero Sim Development Group (ASDG) is a relative newcomer to theflight simulation/X-Plane world, and the Super Cub is their firstforay into airplane development. I followed the progress of theirSuper Cub with great interest on the forums as ASDG shared screenshots and posted updates of its development. Not only did the expertmodeling and realistic textures intrigue me, but also the revelationthat the ASDG Super Cub would include the proven and popular RealityExpansion Pack from Sim Coders. I have tested and reviewed a RealityExpansion Pack (REP) from Sim Coders in the past with the CarenadoCessna CT210M Centurion for X-Plane 10 and absolutely loved it. Therealistic enhancements that REP offers over the standard offeringsfrom third party developers are clear. REP provides the sim pilotwith a sense of "virtual ownership" of their airplanes, as they areable to conduct a walk-around, do repairs, change the oil, tires, andspark plugs, and fly the aircraft "by the book." The fact that theAero Sim Development Group "tag teamed" with Sim Coders on their SuperCub is a major selling point to this file. It was a brilliantdecision and should not be overlooked. Here again, the ASDG Super Cubgets major points for value. /images/reviews/asdgcub/t/ASDG_Super_Cub_180HP_29.jpg /images/reviews/asdgcub/t/ASDG_Super_Cub_180HP_30.jpgFor my first flight with the ASDG Super Cub I selected the 180 hpmodel with tundra tires. I figured, "go big or go home." I decidedthat such a momentous occasion ought to take place near an area wherethis type of aircraft loves to fly, so I chose McCall MunicipalAirport (KMYL), not far from some iconic grass airfields in the Idahobackcountry. With the field nestled at an altitude of 5,024 feet,this wouldn't exactly be testing the airplane's performance at sealevel, but, honestly, my excitement to play with the Super Cub wastrumping any desire for accurate flight testing at the moment. Once the aircraft loaded in X-Plane 11.26, I immediately left the3D cockpit and began perusing the exterior, as is my normal reviewtechnique. I was quickly rewarded with views of an airplane thatlooked very much like the "real deal" PA-18 Super Cub. I love themassive Airstreak tundra tires on the mains, though the absence of aBaby Bushwheel for the tail was a bit surprising. Instead, even thetundra wheeled ASDG Super Cub is equipped with a standard tail wheel. /images/reviews/asdgcub/t/ASDG_Super_Cub_180HP_32.jpg /images/reviews/asdgcub/t/ASDG_Super_Cub_180HP_33.jpgWhile the lines and proportions of the ASDG Super Cub look spot on,the absence of any antennae whatsoever on this aircraft wasconspicuous. You see, the interior of the aircraft is equipped withradios, an ADF, and a GNS 430, so it ought to have some exteriorantennae, right? Nope. Nothing. Another minor criticism of the exterior is the fact that the fabriccoverings over the wheel struts are still present on the tundramodels. Most backcountry Super Cub drivers remove the coverings overthe struts because one, they are probably going to get torn up anywayand two, when you are running massive tires on your airplane itbecomes a necessity to have a place to step up in order to get intothe darn thing. Most backcountry Super Cubs have steps installed intothe wheel struts to enable easier ingress and egress. This isconspicuously absent in ASDG's rendition. Exterior HD textures look gorgeous and the wear patterns on thepaint make the aircraft look as if it spends all of its time in thebackcountry landing in places inhospitable to more civilizedairplanes. In other words, this ain't your physician's Bonanza, andit definitely shows! While I appreciate the rough and tumbleaesthetic of the worn textures, it is almost too much, especially whenpaired with some of the more modern paint schemes. I'm not sure Iwould ever let my real airplane look that banged up. /images/reviews/asdgcub/t/ASDG_Super_Cub_180HP_34.jpg /images/reviews/asdgcub/t/ASDG_Super_Cub_180HP_35.jpgIncluded with the ASDG Super Cub are seventeen high qualityliveries. Paint schemes range in style from the classic Cub yellow,to a handful of some more modern offerings. A couple of the schemesseem to have been done for the Alaskair virtual airline, one for SimCoders, and another for ASDG Subscribers. The liveries are extremelywell done, and, as I've already mentioned, the integration of the worntextures is brilliant. Being an American, I gravitated toward the N-numbered liveries, butcouldn't settle on one I really loved. The problem here (in my mind,at least) is that most of the modern American schemes are takendirectly from "Cub clones," and not registered Piper PA-18's. Anexample here is the beautiful gray, yellow, and black N64SL which, inthe real world, is registered as a 2015 American Legend AL18 (SuperLegend HP/XP), a modern light sport aircraft that looks very much likea Super Cub but isn't. While I understand that they are very similar,the modern American Legend and the Piper PA-18 are NOT the sameairplane! The Alaska Airmen Raffle 2016 scheme looks awesome with astylized raven painted on the side, but pictures of the real worldaircraft (a real PA-18 this time) reveal a highly modified airplanethat doesn't exactly match the ASDG portrayal. /images/reviews/asdgcub/t/ASDG_Super_Cub_180HP_36.jpg /images/reviews/asdgcub/t/ASDG_Super_Cub_180HP_37.jpgMy criticisms of the liveries will definitely sound nitpicky tosome, but I hope you will bear with my rationale for just a moment.The painters at ASDG were either ignorant to the fact that a couple oftheir liveries were taken from real world S-LSA's or otherwise verydissimilar PA-18's, or they simply did not care. This type ofinaccuracy does not lend much in the way of plausibility with me andwas either an innocent goof or an intentional "no big deal" to thedevelopment team. I tend to believe the latter, unfortunately. Atany rate, it is never a good sign when the reviewer needs to find afreeware third party paint job that he likes better than the plethoraof default ones available "out of the box." The interior of the aircraft revealed, for the most part, moreexcellent modeling and authentic looking textures. The seatbelts lookphoto real and the scrapes and dings on the floor and panel gives theimpression that this is a hard use "working" airplane and not a hangarqueen. Not all of the textures are stellar, however, and I'm not surewhat to make of the door or even what material it is supposed to be.There is also no visible latch on the door either on the interior orexterior so I'm not sure how it would remain closed in the realaircraft. That would be a bit disconcerting. /images/reviews/asdgcub/t/ASDG_Super_Cub_180HP_38.jpg /images/reviews/asdgcub/t/ASDG_Super_Cub_180HP_39.jpgOn a more positive note, I was very happy with the appearance ofthe instrument panel. The "modern" panel is well laid out and looksevery bit like what one would find in a real world, IFR equipped SuperCub. I am so happy that ASDG decided to include not only a GPS andADF, but a fabrication of a Genesys autopilot as well, integrated intothe turn coordinator. While no two PA-18's have panels that look thesame, it is difficult to pin down a model year for this airplane. Amore "vintage" panel is available as an option on the REP "MaintenanceReport" (for the 150 hp model only) which took me a couple days tofigure out. This changes the panel on the fly to an extremely simpleinstrument layout (similar to a J-3) and repositions the GPS to thearea left of the pilot's head. I prefer the modern panel for bothlooks and functionality, but having options is never a bad thing. Notevery developer includes two separate instrument panels with theirairplanes. Once I finished ogling and critiquing the interior of the ASDGSuper Cub, I decided to explore the tabbed menu that Sim Coders hasprovided with their Reality Expansion Pack for this file. On the lefthand side of my screen there were six tabs that seemed to be cut offor only partially in view, and a seventh one labeled "Titan" belowthem. Mousing over the tabs draws them out from their peek-a-boohiding place and reveals an assortment of intuitive pictograms. /images/reviews/asdgcub/t/ASDG_Super_Cub_180HP_40.jpg /images/reviews/asdgcub/t/ASDG_Super_Cub_180HP_41.jpgThe top tab is the "Kneeboard" and clicking on it displays a pop upmenu with a host of checklists. Everything from preflight checks totakeoff, climb, cruise, etc., is covered here. Moving downward, the second tab is the "Mass and Balance" pop upmenu, which allows the sim pilot to enter weights in the seats,baggage area, and cargo pod (if equipped) in either imperial or metricunits. Fuel quantities are also adjustable as well as flightduration. The Reality Expansion Pack calculates all the weights andbalances and plots the coordinates onto the weight and balance chart.This is probably my favorite feature of REP and lends a huge amount ofrealism to the overall simulation experience. Overload your airplaneand you will be outside of the weight and balance limits, whichnegatively affects the flight model. Continuing down the tabs takes us to the third menu option, the"Walkaround." Clicking on the tab took me on a step-by-step virtualtour of the exterior of the airplane to ensure that the modeled tiedowns and chocks were removed, the control surfaces function properly,and the fuel tanks weren't contaminated with water. This is lesspractical in the sim than it actually sounds, but really makes me feelas though I'm actually pre-flighting the aircraft nonetheless. /images/reviews/asdgcub/t/ASDG_Super_Cub_180HP_42.jpg /images/reviews/asdgcub/t/ASDG_Super_Cub_180HP_43.jpgThe fourth tab, "Tow," is a fun one. Clicking on it positions thesim pilot in front of the left horizontal stabilizer facing the rearof the aircraft. Moving the aircraft is simple through the use of ajoystick and produces a startlingly realistic sound as that of rubberrolling on pavement. Variations in joystick pressure will cause theairplane to be pushed around at slow or high speed. Overall, theability to tow one's aircraft is a nice feature and would be a lot offun when parking at a custom airport complete with open door hangars.I imagine it would be a very satisfying experience to "push" one'sairplane into their hangar at the end of a long flight. The fifth tab down the row is the "Maintenance Report," whichessentially is self-descriptive. Clicking on it brings up a menu thatlooks like a clipboard and gives reports on the condition of yourengine, spark plugs, electrical system, tires, wheels, etc. This isthe menu where, as I've previously mentioned, 150 hp variants of theSuper Cub may be configured with "vintage" or "modern" instrumentpanels. The Maintenance Report pop up allows the user to quicklyreview the status of their airplane and quickly make repairs ifneeded. If your oil requires changing, for example, a simple mouseclick instantly changes it. If you somehow damaged your gear on ahard landing, mouse click repairs are instant and don't cost a dime!This is what we call virtual ownership, and is another of my favoritefeatures of Sim Coders' Reality Expansion Pack. /images/reviews/asdgcub/t/ASDG_Super_Cub_180HP_44.jpg /images/reviews/asdgcub/t/ASDG_Super_Cub_180HP_45.jpgThe sixth tab is the "Automatic Engine Start," which isself-explanatory. This is a helpful feature for sim pilots who arefeeling particularly lazy, and/or those who are having difficultyfiguring out the start procedure through the use of the kneeboardchecklist. The cool thing is that once the tab is clicked, theairplane doesn't instantly start up, but, rather, systematically worksthrough the entire start up procedure automatically and spells out(literally) what is going on at the top of the screen in text format.I tried it once, for the sake of science, and was amused to watchswitches flipping on by themselves as though a poltergeist had takencontrol of my Super Cub! Below the six tabbed menus I have just covered is a seventh onelabeled "Titan." This is in reference to the Continental Titan X-320and X-340 engines that have been modeled for the ASDG Super Cub.Clicking on the icon brings up a specification sheet for the twoengines that looks as though it were taken directly from Continental'sweb site. Other than being able to read the specs for each engine, Iam at a total loss as to what purpose this menu serves. In fact, thisleads into my most significant complaint about this aircraft: theTitan engine. /images/reviews/asdgcub/t/ASDG_Super_Cub_180HP_46.jpg /images/reviews/asdgcub/t/ASDG_Super_Cub_180HP_47.jpgThis may come as a shock to some, as the development team likelyput a great deal of effort into producing an accurate engine model forthis aircraft. While I certainly applaud ASDG and Sim Coders'efforts, I am disappointed that they took an experimental engine meantonly for Sport Light Sport Aircraft (S-LSA) and Experimental LightSport Aircraft (E-LSA) and put it into an FAA certified airplane. Tomy knowledge, no supplemental type certificate exists for theseengines to be mounted on a PA-18, so the inclusion of it with the ASDGSuper Cub is a real head scratcher and really hurts the plausibilityof the airplane for me. While it is possible to convert a certifiedairplane to an experimental in order to plop an experimental engineinto it, doing so would impose more restrictions than would be worthany potential upgrade in performance, such as passenger restrictionsand range limitations. The vast majority of Piper Super Cubs flyingaround the world are powered by certified Lycoming 0-320's and 0-340'sso I can't fathom why the Titan power plant was chosen instead. SoundsBefore I get any further down the rabbit hole of gripes andcomplaints, I think it is prudent that I continue with the audioportion of the review. /images/reviews/asdgcub/t/ASDG_Super_Cub_180HP_49.jpg /images/reviews/asdgcub/t/ASDG_Super_Cub_180HP_51.jpgOnce I was ready to go for my first flight, I followed thechecklist to the letter and was able to start up the 180 hp tundramodel with no problems. The metallic snap of the switches, the whirof the fuel pump, and the roar of the engine as it came to life werepure ear candy as good as any I've heard before. The engine requiresabout 1000 RPM at idle or it will sputter and cough convincingly and awarning message will appear indicating that the spark plugs arefouling. Adjusting the HSI and altimeter produces an interestingshuffling sound that seemed a little out of place (and too loud) whencompared to the other sound files in the cockpit. I also found thatif I held down the mouse for a few seconds on the adjustment knobs,the noise would persist for a moment even after I released the mousepressure. I really appreciate the 3D sounds of the ASDG Super Cub and thinkthat it lends a sense of authenticity and immersion to the file. Whenwearing headphones, however, I noticed that when I turned my "virtual"head within the cockpit, the engine noise would completely drop awayfrom whichever side was turned away from the front of the airplane.It seemed as though the 3D sounds were maybe too effective in thiscase. /images/reviews/asdgcub/t/ASDG_Super_Cub_180HP_52.jpg /images/reviews/asdgcub/t/ASDG_Super_Cub_Amphib_1.jpgAnother point of note was that the engine noise sounded exactly thesame regardless of whether or not the cabin door was open. Iunderstand that rag and tube airplanes like Super Cub's don't have thequietest cockpits in the world, but I expected there to be some sortof volume change or wind noise with ASDG's rendition. Unfortunately,that was not the case. Flight ModelNow that I had conducted some of the "business" end of things withthe sights and sounds of the ASDG Super Cub, I was finally ready totake my inaugural flight out of KMYL. Releasing the parking brake Ibegan taxiing from my spot on the ramp toward runway 34. Taxiingproved to be quite easy, though limited visibility over the noserequires some s-turns as is common with any tail dragger. When Ilooked left or right I could hear the big bush wheels as they rolledover the pavement and it almost made the hair on the back of my neckstand up! Pressing on the brakes produces a satisfying squeakingsound and further lends some audio authenticity to the file. /images/reviews/asdgcub/t/ASDG_Super_Cub_180HP_21.jpg /images/reviews/asdgcub/t/ASDG_Super_Cub_180HP_3.jpgOnce I was lined up on the runway, I set takeoff flaps, switched onthe fuel pump and landing light and slowly started to advance thethrottle. This would prove to be the last thing I did correctly formy first takeoff in the ASDG Super Cub. Advancing the throttle tofull power produced a tremendous amount of acceleration combined withan equally tremendous amount of torque. I was already loosingdirectional control of the airplane when I realized that I ought tohave been standing on the right rudder pedal instead of gentlypressing on it as if the darn thing were a Skyhawk. It was too late,however, and the aircraft careened off the runway and into the grass. More than a little ashamed of myself, I steered the Super Cub backonto the runway and wondered if perhaps taking the 150 hp model wouldhave been a more prudent course of action for my first flight.Stubborn determination quickly put those thoughts out of mind as Ionce again poured on the coals and was at least able to keep theairplane on the runway this time. In seconds, the tail came up and aslight amount of backpressure sent the lightly loaded Super Cubhurtling into the air, even at such a high altitude airfield.Aviation journalists often describe bush planes and other lightaircraft with high power-to-weight ratios as "rocket ships" for theirimpressive climb performance. This sort of language is wellrecognized for its extremely cliche nature, but that was exactly whatI was thinking as I climbed out in the ASDG Super Cub. It wasdownright startling to be climbing at over 2000 fpm while stillaccelerating! /images/reviews/asdgcub/t/ASDG_Super_Cub_180HP_4.jpg /images/reviews/asdgcub/t/ASDG_Super_Cub_180HP_5.jpgOnce I had composed myself, I decided to get to business and set mymind to flying the pattern. I pulled back the prop lever for 2500 RPM(the 180 hp models have a constant speed prop) and reduced powerdramatically for level flight. With only a little bit of elevatortrim juggling, I flew a fairly stable approach and was impressed withhow quickly the aircraft slowed down with power reduction and thelarge two position flaps. This is an extremely draggy airplane whenyou need it to be which is helpful for dropping the airplane intotight backcountry airfields. With 6,108 feet of runway ahead of me,however, I knew that getting the Super Cub onto the ground shouldn'tbe a problem. I was correct and my first attempt at three-pointing alanding in the airplane resulted in a bit of a bounce but ultimatelymade up for my abysmal takeoff. I conducted several more takeoffs andlandings and was eventually able to clean up my poor technique so thatI was actually starting to get "good" with the airplane. The next flight I took in the ASDG Super Cub was also launched outof McCall Municipal, but this time I was bound for 3U2 Johnson Creek,one of Idaho's most popular backcountry airstrips 26 nautical miles tothe east. This would give me a great opportunity to test theautopilot and cruise performance. /images/reviews/asdgcub/t/ASDG_Super_Cub_180HP_6.jpg /images/reviews/asdgcub/t/ASDG_Super_Cub_180HP_7.jpgWith standard day, no wind conditions plugged into X-Plane 11, Iclimbed to 8,900 feet once I was airborne and on course, and set theautopilot. This took a little bit of guesswork, as I was unable tofind any specific documentation regarding the use of the autopilot.Eventually I managed to figure it out, and completely guessed on thecruise power settings, of which the provided documentation is alsolacking. My guess is that the folks at ASDG were unable to findspecific performance numbers for a Titan X-340 equipped PA-18 becausethey simply don't exist. I set power for 17.52" of manifold pressure,2400 RPM and leaned the mixture. Cruise speed with this powersetting, tundra tires, and a cargo pod seemed very respectable ataround 119 KTAS. Unfortunately, there is no way to concretely comparethese numbers with an identically configured aircraft. My landing at Johnson Creek was a really good one and it wasobvious that all the trial and error practicing back at McCall hadpaid off. I have found that flying the aircraft close to Vso on shortfinal produced the best three pointers, and once I established somegood visual references within the cockpit I was able to consistentlyland this airplane well. /images/reviews/asdgcub/t/ASDG_Super_Cub_180HP_8.jpg /images/reviews/asdgcub/t/ASDG_Super_Cub_180HP_9.jpgI have since tested other regimes of flight to include steep turnsand stalls and overall I found the flight model to be one of the mostenjoyable aspects of this aircraft. I tested the 150 hp models bothwith conventional gear and bush wheels, and definitely found the climbperformance to be a bit anemic at higher altitudes. The simplicity ofthe 150 hp model is nice without the extra control for the constantspeed prop, but for serious bush and mountain flying I highlyrecommend the 180 hp model. It is a "go anywhere" type of airplane. I flew the 180 hp amphibian out for a test flight out of S10 LakeChelan Airport in Washington State and landed it on the lake. Evenlightly loaded with only a single pilot, the Mass and Balance menuindicated that the airplane was outside of CG. I took off in theaircraft regardless, but eventually ran out of elevator trim justtrying to keep the plane level. I was able to successfully landASDG's amphibian variant on the lake, but, honestly, float flying inX-Plane just isn't my thing and I didn't explore the apparent weightand balance issue any further. /images/reviews/asdgcub/t/ASDG_Super_Cub_180HP_10.jpg /images/reviews/asdgcub/t/ASDG_Super_Cub_180HP_11.jpgGraphical PerformanceTesting the graphical performance of a file is always a difficulttask as there are so many variables involved. Everyone has adifferent computer and everyone runs their graphics settingsdifferently. I have a decent mid range iMac with a 3.6 GHz Intel Corei7 processor, 16 GB of RAM, and a Radeon Pro 560 4096 MB graphicscard. I run my X-Plane 11 graphics at what I would considermedium-high settings so that I get good looking scenery combined withgood airplane performance. Configured thus, I found the ASDG SuperCub to be a little heavy on the frame rates from the cockpit,especially when compared with some other high quality aircraft fromwell-known development teams. My frames were in the low 20's in thecockpit but improved to the low 30's outside of the aircraft, all withclear weather selected. So far, the ASDG Super Cub is the mostresource demanding aircraft I have yet to review for X-Plane 11. ConclusionThe ASDG Piper Super Cub definitely has its high points and lowpoints. I hope that I have documented them clearly throughout thisreview and that any criticisms I have of the file are seen as myhonest experiences and opinions based upon the knowledge andexperience I have accrued over the past few years I've been doingthis. /images/reviews/asdgcub/t/ASDG_Super_Cub_180HP_12.jpg /images/reviews/asdgcub/t/ASDG_Super_Cub_180HP_13.jpgOverall, I came away not as impressed with the file as I thought Iwould be and it just didn't live up to the hype I had imparted on it.Another reason for my lack of enthusiasm probably has to do with thefact that I am extremely picky and want development teams to produceperfect or near perfect files. No one wants to spend their hardearned money on something they will ultimately be disappointed in andI do everyone a disservice if I am dishonest with my opinions in areview. My desire is for development teams to be the absolute bestthey can be and turn out highly realistic and immersive products thatwill be appealing to their consumer base. Those are the types offiles I want to buy. The ASDG Super Cub is not an inexpensive add-on at $42.95 USD.Granted, the file includes essentially four different airplanes, allwith different flight models, so it is undeniably a good value. Idon't dislike the ASDG Super Cub; in fact, despite all itsshortcomings, I still think it is one of the better bush planescurrently available for X-Plane 11. It just didn't "scratch the itch"that I wanted it to for me. /images/reviews/asdgcub/t/ASDG_Super_Cub_180HP_14.jpg /images/reviews/asdgcub/t/ASDG_Super_Cub_180HP_15.jpgShawn Weigelt ASDG Web Site
  8. X-Plane Freeware Focus By Paul Mort Having read, and also enjoyed a number of articles here at FlightSim.Comp concentrating on freeware add-ons, I thought I would offer my own thoughts on what I feel are three standout files worthy of your attention (a slight departure from my tutorials and reviews). As many of you know, I am a scenery man, and thoroughly enjoy creating my own airports. Many, if not most of the sceneries I have created over the years, contain objects I have designed in SketchUp, and these are used so as to create a degree of realism in the sceneries I build. They also help with the overall atmosphere, and while there is much debate about the level of artistic licence employed in X-Plane sceneries, I think, for the most part, developers get it spot on. Graz Airport Which brings me nicely to my first X-Plane 'must have' file; Graz Airport by Stefan Verjee-Lorenz. This is a particularly well done scenery, as it utilises 3rd party library objects to such good effect. I really admire the way that Stefan has brought this scenery to life, especially when you consider that only three libraries were used in total (one of those being my very own Ground Texture Library)! For those of you not familiar with this airport, Graz Airport, known as Flughafen Graz in German, is an international airport serving southern Austria. It is located near Graz, the second-largest city in Austria and makes for a great starting point in which to explore the amazing alpine scenery situated to the west. The main passenger terminal building includes shops, travel agencies, a restaurant and cafes, a bank, car rental and service counters. The airport apron provides stands for aircraft up to the size of a Boeing 747, but there are no jet bridges - mobile stairways are used instead for boarding. As you can see from the images, Stefan has done a superb job at bringing the airport to life in X-Plane 11. Download LOWG Graz Scenery Airport Environment X My second 'must have' X-Plane file, has to be Airport Environment X by the highly talented Justin K, or as everybody knows him by, MisterX. X-Plane in my opinion, is the best civil PC flight simulator money can buy. The level of detail it now includes by default, puts most other offerings to shame, and because it's in constant development, new and exciting features are being added all the time. However...that's not to say that there are areas currently which can be improved on (there are many), and this is where Airport Environment X comes into play. To many, and myself included, X-Plane's default airport ground textures can often appear bland and dull, and what MisterX has managed to do, is to give X-Plane's airports a big makeover. The enhancements on offer, include new versions of the following: runway and taxiway textures, blast pads, runway shoulders, skid marks (no jokes please), taxiway signs, apron lights, fuel tanks, baggage carts, tractors and cargo trucks, painted ground signs, ramp markings, taxi lines, and lastly, terrain textures on airport areas. As you can see, it's quite a comprehensive list of improvements, and the results when seen are readily apparent. The textures used in the enhancement look authentic, especially those that cover large areas. Even up close, the detail remains high, and this is something the default textures (for the most part) failed on. The new ground vehicles are also very nicely done, and a welcome change from those that ship with X-Plane. In all, the many features included in this fantastic enhancement make the default world of X-Plane, a much richer and rewarding experience. Download Airport Environment PA-18 Super Cub / My third, and last 'must have' X-Plane file, concerns a much loved aircraft, and one I thoroughly enjoy flying - the Piper PA-18 Super Cub; brought to you by Alex Jenns, otherwise know as A-Pilot. This superb freeware offering contains a total of three different variants of the PA-18: standard wheels, float, and tundra! Much like its younger, albeit, less powerful brother, the J-3 Cub; the PA-18 is a go anywhere aircraft, and one that is ideally suited to exploring the outback and the far reaches of the wilderness. For airports and strips with a decent landing area, the standard PA-18 is ideal, and the smaller wheels mean less drag, more speed! For those pilots who enjoy exploring the mountains and lakes of BC, then the float version is well suited. And for those wishing to pack their flask, wear their Kurt Russell Parker jacket, and enjoy hot soup for a few weeks, the tundra version is the perfect companion! No matter what version of the PA-18 you decide to venture out in, you'll be greeted with friendly flight dynamics, sounds which are faithful to the real aircraft, and an authentic visual model which would do the real Super Cub proud! So there you have it, three add-ons, which I feel make X-Plane an even more enjoyable experience. To be honest, there have been so many quality files uploaded in recent months, that it was a challenge to decide on just three. I could easily have chosen twenty, but...rules are rules! One final point. If you do decide to download any of the above add-ons, could I possibly ask you to leave a comment? From a freeware developer's perspective, it's quite depressing to see hundreds of downloads on one file, and then zero comments, so please, try and leave some feedback. Download PA-18 Super Cub Paul Mort Download LOWG Graz Scenery Download Airport Environment Download PA-18 Super Cub
  9. Great Airplanes 2: Piper J-3 Cub By Andrew Herd (21 October 2004) Once upon a time, way back when, general aviation as we know it didn't exist. Ordinary people simply did not own airplanes, because after the first world wartime stocks dried up, all that was left were the products of a few struggling manufacturers. That didn't stop a great deal of innovation going on, and between them, those people came up with some classic designs, like the Waco Tourist, which was without question the finest sport biplane of its time - but sold only eighteen examples during the entire 1930s. The reason may well have had something to do with the fact that the Tourist sold for $5025, which was a lot of money in those days. Despite Henry Ford's example of tooling up to mass produce the Trimotor, GA hulls ended up being handbuilt pretty much to individual customer requirements, because leisure aviation was a rich man's sport at a time when most folk were doing their best just to make ends meet. To find the beginnings of the Cub, we have to go back to the mid-twenties, when C. G. and Gordon Taylor founded an aircraft design company. Like many businesses, it started out okay, but came apart in the Crash and a fellow called William T. Piper ended up buying the rights to a plane they made - called the E-2 Cub - and the remaining assets of the company, in 1931 for a mere $600. The E-2 had never been a big seller and it must have seemed a brave, even foolhardy purchase at the time. C.G. Taylor went off with a bounce in his step to establish Taylorcraft Aviation in Ohio the following year and Piper set about starting up in business for himself, although initially he still traded under the name of the Taylor Aircraft Company in its home of Bradford, Pennsylvania. At first, things didn't go too well. There was a big fire at the plant that nearly destroyed everything and Piper ended up moving his operation to a former silk mill at Lock Haven, with all the disruption that entailed, but he finally got sorted out and in 1937 he sold nearly 700 airframes. What was his secret? Well, Piper had a modern looking design on his hands called the J-3, which for all that it packed only 40 hp and nine gallons of fuel, retailed for only $1300. Over the next decade, production is estimated to have totalled over 14,000 hulls. The original Continental A-40 left the Cub just a little underpowered, so William T. offered a 50 horse variant as an option, along with a Franklin of similar output, and eventually a Lycoming as well. Lycoming ended up establishing their premises only a few miles away, which led to a marriage of extreme convenience to all concerned, though few J-3s were ever fitted with their engines. The Cub became a runaway success and by 1939, Piper was selling somthing like 1300 hulls a year, which is the sort of sales performance that would make most manufacturers faint dead away these days (Cessna, for example, has plans to sell only 600 piston singles in 2004). By 1940, the Cub had stabilized in a form we would all recognize, powered by a 65 hp Continental, turning a wooden prop. By now the J-3 had acquired such luxuries as a steerable tailwheel and a 12 gallon fuel tank, but war loomed and in 1941, the factory converted to building the L-4 version, which became a kind of aerial Jeep. Amazingly, Piper promoted it as a bomber and Special Forces transport at one time, but most of the 5000 or so that got built did their time as light transports - the one concession to comfort they offered being a heater, but this meant that they also had to have an electrical system, so they were remarkably sophisticated compared to ordinary J-3s. I can't quite imagine the enemy quaking in his trenches at the approach of a formation of Cub bombers, so it is probably fortunate that nothing came of that particular venture. After the war, production peaked at more than 6000 Cubs a year, which amounted to something like six an hour, before it fell back back sharply in 1947, when only 700 or so were built. This was not good enough for Piper and so production ceased in favor of the PA-11, which was still very clearly a Cub, and paved the way for the PA-18 Super Cub of 1950 which is still much in demand today for short field operations in the boonies. All the planes in the Cub family have their claims to distinction, but if any single one can lay claim to be a classic, it has to be the original, yellow, J-3. It seems amazing that Piper stopped making the model after one year of less than stellar sales figures, but don't forget that the war had catalysed some enormous advances in aviation and William T. was looking over his shoulder at the opposition. One of the reasons why the J-3 passed its sell-by date was the fact that it wasn't a swift airplane. Cub owners need patience, as a 65 hp J-3 typically cruises at about 62 knots, which makes headwinds a constant consideration and the range of 135 nm or so makes fuel planning a necessity; but nowadays most pilots fly these planes purely for the pleasure of doing so and without ambitions of getting anyplace other than back home again. That being said, some surprisingly long flights have been made in Cubs and it doesn't do to underestimate their dogged reliability; but in 1947 the design was looking more than a little tired. The Cub's home environment is a grass field, where its 35 knot stalling speed and short runs make it ideal, just as long as you don't have to outclimb any trees, tall buildings, wires, or hills on a hot, still day. If that is the case, you either need a bigger engine (some Cubs have been refurbed with 85 or even 90 horse Continentals), or a Super Cub. J-3 Cubs are generally pleasant to fly, but they have one or two drawbacks which are inclined to catch the unwary out; notably a fair degree of adverse yaw and somewhat challenging crosswind performance that results from the combination of a light airframe with a very low stalling speed. The net result is that quite a few Cubs have been lost spinning out of poorly judged base turns, in landing accidents and from being blown away in big gusts. On top of that, given that the only way to start a Cub is by the forgotten art of propping, quite a few J-3s have charged away and totalled themselves before their pilot had a chance of getting strapped in. So, despite the fact that tens of thousands of PPLs have Cub time, the increasing proportion of pilots with trigear only experience need to approach J-3s with a little caution. Get into one and the first sign that you are not in a modern airplane - apart from the fact that you are sitting in back, should you be soloing - is the heel brakes. The best assumption to make about these is that they will not work and that if they do that they will fade badly if they get too hot. Some owners have got around this by uprating the brakes, leading to the opposite problem, which is brakes that are far too effective; and quite a few modified aircraft have ended up with splintered props and shock loaded engines through being stood on their noses. Once you have got used to the anemic rate of climb (not bad compared to our Rallye, which only takes off because of the curvature of the earth), there is the adverse yaw to deal with, which means that the Cub has to be helped around turns with a generous boot of rudder. It feels wrong if you are used to modern singles, but that is how planes used to be and don't forget that the J-3 was considered to have good handling in its day. Needless to say, the J-3 has a stick, rather than a yoke, and it is all the more pleasant to fly for it. Instrumentation is best described as sparse; standard fit being an airspeed indicator, altimeter, tachometer and oil pressure gauge. There is also, though it doesn't qualify as a gauge, a fuel level indicator, which is a cork with a wire stuck in it, floating in the fuel tank which is just behind the panel, so a sneaky in-flight cigarette is out. But you don't need many instruments to fly a Cub; this being a plane for the seat of the pants flyer who isn't bothered by the lack of such refinements as flaps, or efficient draft exclusion. Every time I take a look at it, I realise that the FS2004 Piper J-3 Cub is one of the most overlooked features of the package. On reflection, I suspect that few simmers ever take one of the 'A Century of Flight' (ACOF) planes for a spin, which is a shame, since without exception they tend to be better simulations than the default GA planes. A lot of effort by Microsoft went into getting those designs just right and by comparison, the Cessnas, Beeches and Boeings are getting a little long in the tooth and if the Lear did grow a snazzy new visual model for 2004, its panel is a throwback all the way to FS2000. The idea of such good simulations ending up being neglected is hard to understand, except that it doesn't seem that they are what most simmers want. Some real world pilots won't entertain the idea of rag and wire planes, but most of us would give a pint of blood to log time in them. But Flight Simulator is a whole different ball game and while I seriously enjoy cruising throttled right back and admiring the view, the sim doesn't quite cut it for VFR, perhaps because nothing changes and unless you go out and spend a whole lot of money on addon scenery, neither to the airfields. I am sure that the whole ACOF idea must have seemed irresistible to the Microsoft team when FS2004 was in the planning stage, granting as it did an opportunity to go back and deal with some of history's greatest planes, but somehow, despite all the pizazz that surrounded the launch, I gain the impression that it wasn't quite what the customers wanted. Right now, many developers are probably scratching their heads wondering what simmers do want, given that there don't seem to be any hard and fast rules for launching a successful product any more. Microsoft must be thinking the same way, because I notice that they have launched a survey of their European customer base and I assume that others are in the pipeline. Anyway, back to the ACOF Cub. I am going to come clean and say right now that this is one of my favorite planes in the entire package and it is also the best J-3 simulation I have ever seen. I remember looking at the 2D panel during the beta and thinking, 'Wow! Imagine what it would be like if all the planes had panels that looked as realistic as this!' and I still think that, if anyone at Microsoft happens to be reading this. If a third party developer released a Cub this good, it would get plastered with awards, because the team have somehow managed to pull off the almost impossible trick of coming up with a simulation that does everything except smell right - just take a look at the reflections in the glass on those gauges and the trouble someone has gone to getting the shapes of all the needles right. The visual model has hardly anything missing apart from maybe the logo on the tail and it captures the line of the original very neatly, right down to the external aileron control runs. It also has one of the more convincing simulated pilots I have seen, a middle-aged guy who looks like he is concentrating hard on coordinating that rudder. The VC has a slightly blurred panel graphic, but very sharp gauges and it is probably the mode most people will choose when they use the J-3, which is a shame, since that 2D panel is a peach. Choices, choices. The flight model is spot on. Microsoft have captured the adverse yaw very neatly - just bank the Cub into a turn and watch the ball wander until you kick it gently back into place. The ground handling is questionable, but then it is that way on all the planes, ACOF being intended to be a simulation of flight, rather than of taxiing, so I guess we can let it pass. Neither will the Microsoft J-3 win any awards in the sideslipping stakes, but it does it well enough to dump height over the trees at Lago's Emma Field, which is good enough for me. All in all, I think the Cub gives a really good impression of what it is like to fly an aircraft from the Golden Age and it doesn't surprise me that the original sold so well. Think as I might, I cannot come up with a plane from modern times that is as cheap and as fun to fly, though we hope that our RV9a will be all of that and some. We might even paint it yellow. Meantime, I take my hat off to Microsoft. The boys and gals did good with this one. Andrew Herd
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