https://wiki.flightgear.org/w/api.php?action=feedcontributions&feedformat=atom&user=Fgf5 2026-04-09T19:25:21Z User contributions MediaWiki 1.39.6 https://wiki.flightgear.org/w/index.php?title=Stalls_and_Spin_Awareness&diff=143866 2026-04-01T12:50:02Z

<p>Fgf5: </p> <hr /> <div>'''Stalls and spin awareness''' is a critical skill for any pilot, whether flying a real aircraft or a simulator like FlightGear. This page explains the aerodynamics behind stalls, the factors that influence stall speed, how to recognize an impending stall, and how to safely enter and recover from stalls.<br /> <br /> == Aerodynamics of stalls ==<br /> <br /> A stall occurs when the angle of attack (AoA) exceeds the critical angle at which the wing can no longer produce sufficient lift. It is not caused by low airspeed alone—although airspeed and AoA are closely related.<br /> <br /> * The critical AoA is typically around 16–18° for most general aviation aircraft.<br /> * As the critical AoA is approached, airflow separates from the upper surface of the wing, resulting in a sudden loss of lift, a nose‑down pitch tendency, and often a wing drop.<br /> <br /> == Factors affecting stall speed ==<br /> <br /> The stall speed is not fixed; it changes with configuration, weight, and load factor. FlightGear models all these effects realistically.<br /> <br /> ; Landing gear and flaps<br /> : Extending flaps lowers the stall speed because it increases the wing’s camber and lift coefficient. Likewise, lowering landing gear adds drag and changes the pitch attitude, but its main effect on stall speed comes from the change in configuration. In FlightGear you can feel this by comparing stall speeds with flaps up versus full flaps.<br /> <br /> ; Weight<br /> : Stall speed increases with weight. Heavier aircraft need a higher angle of attack to produce the required lift, so the critical AoA is reached at a higher indicated airspeed. Use the aircraft weight and fuel load menus to experiment.<br /> <br /> ; Center of gravity (CG)<br /> : A forward CG makes the aircraft more stable but increases the stall speed slightly because the tail must produce more downforce. An aft CG reduces stall speed and can make stall recovery more challenging—especially in spin‑prone aircraft.<br /> <br /> ; Load factor and bank angle<br /> : In a turn, the load factor increases, and stall speed rises with the square root of the load factor. For example, a 60° bank (2 g) increases stall speed by about 40%. FlightGear’s turn coordinator and accelerometer (&lt;code&gt;/instrumentation/g-meter&lt;/code&gt;) help you visualise this relationship.<br /> <br /> == Unintentional power‑off stalls – when they happen ==<br /> <br /> Power‑off stalls typically occur during approach and landing phases. Common scenarios:<br /> <br /> * Final approach with excessive nose‑up trim or too slow airspeed.<br /> * A steep turn in the pattern, especially when base‑to‑final is overshot.<br /> * Abrupt pitch‑up during a go‑around before the aircraft has accelerated.<br /> <br /> In FlightGear, practice these scenarios by setting up a short approach, then pulling the throttle to idle and trying to maintain altitude with back pressure until the stall warning sounds.<br /> <br /> == Unintentional power‑on stalls – when they happen ==<br /> <br /> Power‑on stalls are most common during takeoff and climb, or when practicing go‑arounds. Look out for:<br /> <br /> * A high pitch attitude immediately after takeoff, especially with a low‑power aircraft.<br /> * Aggressive climbing turns, such as those used to avoid obstacles.<br /> * Attempting to climb too steeply after a go‑around while the flaps are still extended.<br /> <br /> Many FlightGear aircraft feature a realistic stall horn that becomes audible just before the stall. Use it to build your awareness.<br /> <br /> == Recognizing stall indications ==<br /> <br /> Whether power‑on or power‑off, the first signs of an approaching stall are similar:<br /> <br /> * A decreasing audible stall warning (horn or tone) – in FlightGear, check that the aircraft you fly has a stall horn modelled; many do.<br /> * Buffeting or shaking of the airframe – you can feel this in the simulator through force feedback (if available) or see it in the cockpit instruments.<br /> * Reduced control effectiveness, particularly in roll (mushy ailerons).<br /> * Pitch‑up tendency even though you are not pulling back further.<br /> <br /> For power‑on stalls the nose will be high and the aircraft may yaw left (in a single‑engine propeller aircraft) due to torque and P‑factor. In FlightGear, you can observe this yaw by watching the turn coordinator or the slip/skid ball.<br /> <br /> == Practicing power‑off stalls ==<br /> <br /> Power‑off stalls are usually demonstrated in descending flight, straight or turning.<br /> <br /> === Straight‑ahead power‑off stall ===<br /> # Clear the area (use external views or traffic display).<br /> # Reduce power to idle and maintain altitude by increasing pitch until the airspeed bleeds off.<br /> # As the stall warning sounds or buffeting begins, hold the nose up until the stall breaks.<br /> # Recover by lowering the nose, applying full power, and leveling the wings.<br /> <br /> === Turning power‑off stall ===<br /> # Enter a 20–30° bank turn, power idle.<br /> # Add back pressure to hold altitude; the inside wing may stall first, causing a roll toward the low wing.<br /> # Recover by rolling wings level, lowering nose, and applying power.<br /> <br /> == Practicing power‑on stalls ==<br /> <br /> Power‑on stalls simulate a takeoff or go‑around scenario.<br /> <br /> # Establish a climb configuration (takeoff flaps, gear up if retractable).<br /> # Apply full power and pitch up to a nose‑high attitude (typically 20–25°).<br /> # Maintain that attitude until the stall occurs—the aircraft may buffet, yaw, and then drop the nose.<br /> # Recovery: reduce pitch, ensure wings are level, and then apply full power if not already set. In a simulator, it’s good practice to check that you haven’t inadvertently induced a spin.<br /> <br /> == Entry technique and minimum altitude ==<br /> <br /> When practicing stalls in FlightGear (or in a real aircraft), always respect a safe altitude.<br /> <br /> * Minimum entry altitude: At least 1500 ft AGL for entry, allowing recovery by 1000 ft AGL. For spins, the recommended altitude is higher (typically 3000 ft AGL or more).<br /> * Entry technique: Smoothly increase pitch (for power‑off) or apply power while raising the nose (for power‑on). Avoid abrupt control inputs that could lead to a secondary stall or spin.<br /> <br /> The autopilot can be used to hold altitude while you configure the aircraft, but remember to disconnect it before starting the maneuver.<br /> <br /> == Coordination of flight controls ==<br /> <br /> Proper coordination is vital to prevent a stall from developing into a spin. Always use rudder to keep the slip/skid ball centered.<br /> <br /> * In a power‑on stall, right rudder (for most single‑engine aircraft) is needed to counteract left‑turning tendencies.<br /> * In a turning stall, step on the high wing to keep the ball centered; if a wing drops during the stall, use opposite rudder to pick it up while lowering the nose.<br /> <br /> FlightGear provides a visual slip/skid indicator in most cockpits. You can also enable the on‑screen “ball” via the HUD options.<br /> <br /> == Recovery technique ==<br /> <br /> The standard stall recovery is:<br /> <br /> # Reduce angle of attack – push the nose down decisively. In FlightGear, this often means a brisk forward movement of the joystick or yoke.<br /> # Apply full power (except for power‑off stalls where power is already idle – add it during recovery).<br /> # Roll wings level if a wing dropped.<br /> # Retract flaps (if extended) after a positive rate of climb is established.<br /> <br /> Minimum recovery altitude is the point at which you must be fully recovered to avoid ground contact. In the simulator, treat 1000 ft AGL as the hard floor for training stalls.</div>

Fgf5 https://wiki.flightgear.org/w/index.php?title=Stalls_and_Spin_Awareness&diff=143865 2026-04-01T12:36:03Z

<p>Fgf5: /* Factors affecting stall speed */</p> <hr /> <div>'''Stall and spin awareness''' is a critical skill for any pilot, whether flying a real aircraft or a simulator like FlightGear. This page explains the aerodynamics behind stalls, the factors that influence stall speed, how to recognize an impending stall, and how to safely enter and recover from stalls.<br /> <br /> == Aerodynamics of stalls ==<br /> <br /> A stall occurs when the angle of attack (AoA) exceeds the critical angle at which the wing can no longer produce sufficient lift. It is not caused by low airspeed alone—although airspeed and AoA are closely related.<br /> <br /> * The critical AoA is typically around 16–18° for most general aviation aircraft.<br /> * As the critical AoA is approached, airflow separates from the upper surface of the wing, resulting in a sudden loss of lift, a nose‑down pitch tendency, and often a wing drop.<br /> <br /> == Factors affecting stall speed ==<br /> <br /> The stall speed is not fixed; it changes with configuration, weight, and load factor. FlightGear models all these effects realistically.<br /> <br /> ; Landing gear and flaps<br /> : Extending flaps lowers the stall speed because it increases the wing’s camber and lift coefficient. Likewise, lowering landing gear adds drag and changes the pitch attitude, but its main effect on stall speed comes from the change in configuration. In FlightGear you can feel this by comparing stall speeds with flaps up versus full flaps.<br /> <br /> ; Weight<br /> : Stall speed increases with weight. Heavier aircraft need a higher angle of attack to produce the required lift, so the critical AoA is reached at a higher indicated airspeed. Use the aircraft weight and fuel load menus to experiment.<br /> <br /> ; Center of gravity (CG)<br /> : A forward CG makes the aircraft more stable but increases the stall speed slightly because the tail must produce more downforce. An aft CG reduces stall speed and can make stall recovery more challenging—especially in spin‑prone aircraft.<br /> <br /> ; Load factor and bank angle<br /> : In a turn, the load factor increases, and stall speed rises with the square root of the load factor. For example, a 60° bank (2 g) increases stall speed by about 40%. FlightGear’s turn coordinator and accelerometer (&lt;code&gt;/instrumentation/g-meter&lt;/code&gt;) help you visualise this relationship.<br /> <br /> == Unintentional power‑off stalls – when they happen ==<br /> <br /> Power‑off stalls typically occur during approach and landing phases. Common scenarios:<br /> <br /> * Final approach with excessive nose‑up trim or too slow airspeed.<br /> * A steep turn in the pattern, especially when base‑to‑final is overshot.<br /> * Abrupt pitch‑up during a go‑around before the aircraft has accelerated.<br /> <br /> In FlightGear, practice these scenarios by setting up a short approach, then pulling the throttle to idle and trying to maintain altitude with back pressure until the stall warning sounds.<br /> <br /> == Unintentional power‑on stalls – when they happen ==<br /> <br /> Power‑on stalls are most common during takeoff and climb, or when practicing go‑arounds. Look out for:<br /> <br /> * A high pitch attitude immediately after takeoff, especially with a low‑power aircraft.<br /> * Aggressive climbing turns, such as those used to avoid obstacles.<br /> * Attempting to climb too steeply after a go‑around while the flaps are still extended.<br /> <br /> Many FlightGear aircraft feature a realistic stall horn that becomes audible just before the stall. Use it to build your awareness.<br /> <br /> == Recognizing stall indications ==<br /> <br /> Whether power‑on or power‑off, the first signs of an approaching stall are similar:<br /> <br /> * A decreasing audible stall warning (horn or tone) – in FlightGear, check that the aircraft you fly has a stall horn modelled; many do.<br /> * Buffeting or shaking of the airframe – you can feel this in the simulator through force feedback (if available) or see it in the cockpit instruments.<br /> * Reduced control effectiveness, particularly in roll (mushy ailerons).<br /> * Pitch‑up tendency even though you are not pulling back further.<br /> <br /> For power‑on stalls the nose will be high and the aircraft may yaw left (in a single‑engine propeller aircraft) due to torque and P‑factor. In FlightGear, you can observe this yaw by watching the turn coordinator or the slip/skid ball.<br /> <br /> == Practicing power‑off stalls ==<br /> <br /> Power‑off stalls are usually demonstrated in descending flight, straight or turning.<br /> <br /> === Straight‑ahead power‑off stall ===<br /> # Clear the area (use external views or traffic display).<br /> # Reduce power to idle and maintain altitude by increasing pitch until the airspeed bleeds off.<br /> # As the stall warning sounds or buffeting begins, hold the nose up until the stall breaks.<br /> # Recover by lowering the nose, applying full power, and leveling the wings.<br /> <br /> === Turning power‑off stall ===<br /> # Enter a 20–30° bank turn, power idle.<br /> # Add back pressure to hold altitude; the inside wing may stall first, causing a roll toward the low wing.<br /> # Recover by rolling wings level, lowering nose, and applying power.<br /> <br /> == Practicing power‑on stalls ==<br /> <br /> Power‑on stalls simulate a takeoff or go‑around scenario.<br /> <br /> # Establish a climb configuration (takeoff flaps, gear up if retractable).<br /> # Apply full power and pitch up to a nose‑high attitude (typically 20–25°).<br /> # Maintain that attitude until the stall occurs—the aircraft may buffet, yaw, and then drop the nose.<br /> # Recovery: reduce pitch, ensure wings are level, and then apply full power if not already set. In a simulator, it’s good practice to check that you haven’t inadvertently induced a spin.<br /> <br /> == Entry technique and minimum altitude ==<br /> <br /> When practicing stalls in FlightGear (or in a real aircraft), always respect a safe altitude.<br /> <br /> * Minimum entry altitude: At least 1500 ft AGL for entry, allowing recovery by 1000 ft AGL. For spins, the recommended altitude is higher (typically 3000 ft AGL or more).<br /> * Entry technique: Smoothly increase pitch (for power‑off) or apply power while raising the nose (for power‑on). Avoid abrupt control inputs that could lead to a secondary stall or spin.<br /> <br /> The autopilot can be used to hold altitude while you configure the aircraft, but remember to disconnect it before starting the maneuver.<br /> <br /> == Coordination of flight controls ==<br /> <br /> Proper coordination is vital to prevent a stall from developing into a spin. Always use rudder to keep the slip/skid ball centered.<br /> <br /> * In a power‑on stall, right rudder (for most single‑engine aircraft) is needed to counteract left‑turning tendencies.<br /> * In a turning stall, step on the high wing to keep the ball centered; if a wing drops during the stall, use opposite rudder to pick it up while lowering the nose.<br /> <br /> FlightGear provides a visual slip/skid indicator in most cockpits. You can also enable the on‑screen “ball” via the HUD options.<br /> <br /> == Recovery technique ==<br /> <br /> The standard stall recovery is:<br /> <br /> # Reduce angle of attack – push the nose down decisively. In FlightGear, this often means a brisk forward movement of the joystick or yoke.<br /> # Apply full power (except for power‑off stalls where power is already idle – add it during recovery).<br /> # Roll wings level if a wing dropped.<br /> # Retract flaps (if extended) after a positive rate of climb is established.<br /> <br /> Minimum recovery altitude is the point at which you must be fully recovered to avoid ground contact. In the simulator, treat 1000 ft AGL as the hard floor for training stalls.</div>

Fgf5 https://wiki.flightgear.org/w/index.php?title=Stalls_and_Spin_Awareness&diff=143864 2026-04-01T12:35:24Z

<p>Fgf5: </p> <hr /> <div>'''Stall and spin awareness''' is a critical skill for any pilot, whether flying a real aircraft or a simulator like FlightGear. This page explains the aerodynamics behind stalls, the factors that influence stall speed, how to recognize an impending stall, and how to safely enter and recover from stalls.<br /> <br /> == Aerodynamics of stalls ==<br /> <br /> A stall occurs when the angle of attack (AoA) exceeds the critical angle at which the wing can no longer produce sufficient lift. It is not caused by low airspeed alone—although airspeed and AoA are closely related.<br /> <br /> * The critical AoA is typically around 16–18° for most general aviation aircraft.<br /> * As the critical AoA is approached, airflow separates from the upper surface of the wing, resulting in a sudden loss of lift, a nose‑down pitch tendency, and often a wing drop.<br /> <br /> == Factors affecting stall speed ==<br /> <br /> The stall speed is not fixed; it changes with configuration, weight, and load factor. FlightGear models all these effects realistically.<br /> <br /> ; Landing gear and flaps<br /> : Extending flaps lowers the stall speed because it increases the wing’s camber and lift coefficient. Likewise, lowering landing gear adds drag and changes the pitch attitude, but its main effect on stall speed comes from the change in configuration. In FlightGear you can feel this by comparing stall speeds with flaps up versus full flaps.<br /> <br /> ; Weight<br /> : Stall speed increases with weight. Heavier aircraft need a higher angle of attack to produce the required lift, so the critical AoA is reached at a higher indicated airspeed. Use the aircraft weight and fuel load menus to experiment.<br /> <br /> ; Centre of gravity (CG)<br /> : A forward CG makes the aircraft more stable but increases the stall speed slightly because the tail must produce more downforce. An aft CG reduces stall speed and can make stall recovery more challenging—especially in spin‑prone aircraft.<br /> <br /> ; Load factor and bank angle<br /> : In a turn, the load factor increases, and stall speed rises with the square root of the load factor. For example, a 60° bank (2 g) increases stall speed by about 40%. FlightGear’s turn coordinator and accelerometer (&lt;code&gt;/instrumentation/g-meter&lt;/code&gt;) help you visualise this relationship.<br /> <br /> == Unintentional power‑off stalls – when they happen ==<br /> <br /> Power‑off stalls typically occur during approach and landing phases. Common scenarios:<br /> <br /> * Final approach with excessive nose‑up trim or too slow airspeed.<br /> * A steep turn in the pattern, especially when base‑to‑final is overshot.<br /> * Abrupt pitch‑up during a go‑around before the aircraft has accelerated.<br /> <br /> In FlightGear, practice these scenarios by setting up a short approach, then pulling the throttle to idle and trying to maintain altitude with back pressure until the stall warning sounds.<br /> <br /> == Unintentional power‑on stalls – when they happen ==<br /> <br /> Power‑on stalls are most common during takeoff and climb, or when practicing go‑arounds. Look out for:<br /> <br /> * A high pitch attitude immediately after takeoff, especially with a low‑power aircraft.<br /> * Aggressive climbing turns, such as those used to avoid obstacles.<br /> * Attempting to climb too steeply after a go‑around while the flaps are still extended.<br /> <br /> Many FlightGear aircraft feature a realistic stall horn that becomes audible just before the stall. Use it to build your awareness.<br /> <br /> == Recognizing stall indications ==<br /> <br /> Whether power‑on or power‑off, the first signs of an approaching stall are similar:<br /> <br /> * A decreasing audible stall warning (horn or tone) – in FlightGear, check that the aircraft you fly has a stall horn modelled; many do.<br /> * Buffeting or shaking of the airframe – you can feel this in the simulator through force feedback (if available) or see it in the cockpit instruments.<br /> * Reduced control effectiveness, particularly in roll (mushy ailerons).<br /> * Pitch‑up tendency even though you are not pulling back further.<br /> <br /> For power‑on stalls the nose will be high and the aircraft may yaw left (in a single‑engine propeller aircraft) due to torque and P‑factor. In FlightGear, you can observe this yaw by watching the turn coordinator or the slip/skid ball.<br /> <br /> == Practicing power‑off stalls ==<br /> <br /> Power‑off stalls are usually demonstrated in descending flight, straight or turning.<br /> <br /> === Straight‑ahead power‑off stall ===<br /> # Clear the area (use external views or traffic display).<br /> # Reduce power to idle and maintain altitude by increasing pitch until the airspeed bleeds off.<br /> # As the stall warning sounds or buffeting begins, hold the nose up until the stall breaks.<br /> # Recover by lowering the nose, applying full power, and leveling the wings.<br /> <br /> === Turning power‑off stall ===<br /> # Enter a 20–30° bank turn, power idle.<br /> # Add back pressure to hold altitude; the inside wing may stall first, causing a roll toward the low wing.<br /> # Recover by rolling wings level, lowering nose, and applying power.<br /> <br /> == Practicing power‑on stalls ==<br /> <br /> Power‑on stalls simulate a takeoff or go‑around scenario.<br /> <br /> # Establish a climb configuration (takeoff flaps, gear up if retractable).<br /> # Apply full power and pitch up to a nose‑high attitude (typically 20–25°).<br /> # Maintain that attitude until the stall occurs—the aircraft may buffet, yaw, and then drop the nose.<br /> # Recovery: reduce pitch, ensure wings are level, and then apply full power if not already set. In a simulator, it’s good practice to check that you haven’t inadvertently induced a spin.<br /> <br /> == Entry technique and minimum altitude ==<br /> <br /> When practicing stalls in FlightGear (or in a real aircraft), always respect a safe altitude.<br /> <br /> * Minimum entry altitude: At least 1500 ft AGL for entry, allowing recovery by 1000 ft AGL. For spins, the recommended altitude is higher (typically 3000 ft AGL or more).<br /> * Entry technique: Smoothly increase pitch (for power‑off) or apply power while raising the nose (for power‑on). Avoid abrupt control inputs that could lead to a secondary stall or spin.<br /> <br /> The autopilot can be used to hold altitude while you configure the aircraft, but remember to disconnect it before starting the maneuver.<br /> <br /> == Coordination of flight controls ==<br /> <br /> Proper coordination is vital to prevent a stall from developing into a spin. Always use rudder to keep the slip/skid ball centered.<br /> <br /> * In a power‑on stall, right rudder (for most single‑engine aircraft) is needed to counteract left‑turning tendencies.<br /> * In a turning stall, step on the high wing to keep the ball centered; if a wing drops during the stall, use opposite rudder to pick it up while lowering the nose.<br /> <br /> FlightGear provides a visual slip/skid indicator in most cockpits. You can also enable the on‑screen “ball” via the HUD options.<br /> <br /> == Recovery technique ==<br /> <br /> The standard stall recovery is:<br /> <br /> # Reduce angle of attack – push the nose down decisively. In FlightGear, this often means a brisk forward movement of the joystick or yoke.<br /> # Apply full power (except for power‑off stalls where power is already idle – add it during recovery).<br /> # Roll wings level if a wing dropped.<br /> # Retract flaps (if extended) after a positive rate of climb is established.<br /> <br /> Minimum recovery altitude is the point at which you must be fully recovered to avoid ground contact. In the simulator, treat 1000 ft AGL as the hard floor for training stalls.</div>

Fgf5 https://wiki.flightgear.org/w/index.php?title=User:Fgf5&diff=143863 2026-04-01T12:33:56Z

<p>Fgf5: </p> <hr /> <div>Primarily plays flightgear 2024.1 on pc, also the free version of x-plane on mobile<br /> <br /> 2026-2: Downloaded flightgear</div>

Fgf5 https://wiki.flightgear.org/w/index.php?title=User:Fgf5&diff=143862 2026-04-01T12:33:50Z

<p>Fgf5: </p> <hr /> <div>Primarily plays flightgear 2024.1 on pc, also the free version of x-plane on mobile<br /> 2026-2: Downloaded flightgear</div>

Fgf5 https://wiki.flightgear.org/w/index.php?title=Stalls_and_Spin_Awareness&diff=143861 2026-04-01T12:30:48Z

<p>Fgf5: </p> <hr /> <div>'''Stall and spin awareness''' is a critical skill for any pilot, whether flying a real aircraft or a simulator like FlightGear. This page explains the aerodynamics behind stalls, the factors that influence stall speed, how to recognize an impending stall, and how to safely enter and recover from stalls.<br /> <br /> == Aerodynamics of stalls ==<br /> <br /> A stall occurs when the angle of attack (AoA) exceeds the critical angle at which the wing can no longer produce sufficient lift. It is '''not''' caused by low airspeed alone—although airspeed and AoA are closely related.<br /> <br /> * The critical AoA is typically around 16–18° for most general aviation aircraft.<br /> * As the critical AoA is approached, airflow separates from the upper surface of the wing, resulting in a sudden loss of lift, a nose‑down pitch tendency, and often a wing drop.<br /> <br /> == Factors affecting stall speed ==<br /> <br /> The stall speed is not fixed; it changes with configuration, weight, and load factor. FlightGear models all these effects realistically.<br /> <br /> ; Landing gear and flaps<br /> : Extending flaps lowers the stall speed because it increases the wing’s camber and lift coefficient. Likewise, lowering landing gear adds drag and changes the pitch attitude, but its main effect on stall speed comes from the change in configuration. In FlightGear you can feel this by comparing stall speeds with flaps up versus full flaps.<br /> <br /> ; Weight<br /> : Stall speed increases with weight. Heavier aircraft need a higher angle of attack to produce the required lift, so the critical AoA is reached at a higher indicated airspeed. Use the aircraft weight and fuel load menus to experiment.<br /> <br /> ; Centre of gravity (CG)<br /> : A forward CG makes the aircraft more stable but increases the stall speed slightly because the tail must produce more downforce. An aft CG reduces stall speed and can make stall recovery more challenging—especially in spin‑prone aircraft.<br /> <br /> ; Load factor and bank angle<br /> : In a turn, the load factor increases, and stall speed rises with the square root of the load factor. For example, a 60° bank (2 g) increases stall speed by about 40%. FlightGear’s turn coordinator and accelerometer (&lt;code&gt;/instrumentation/g-meter&lt;/code&gt;) help you visualise this relationship.<br /> <br /> == Unintentional power‑off stalls – when they happen ==<br /> <br /> Power‑off stalls typically occur during approach and landing phases. Common scenarios:<br /> <br /> * Final approach with excessive nose‑up trim or too slow airspeed.<br /> * A steep turn in the pattern, especially when base‑to‑final is overshot.<br /> * Abrupt pitch‑up during a go‑around before the aircraft has accelerated.<br /> <br /> In FlightGear, practice these scenarios by setting up a short approach, then pulling the throttle to idle and trying to maintain altitude with back pressure until the stall warning sounds.<br /> <br /> == Unintentional power‑on stalls – when they happen ==<br /> <br /> Power‑on stalls are most common during takeoff and climb, or when practicing go‑arounds. Look out for:<br /> <br /> * A high pitch attitude immediately after takeoff, especially with a low‑power aircraft.<br /> * Aggressive climbing turns, such as those used to avoid obstacles.<br /> * Attempting to climb too steeply after a go‑around while the flaps are still extended.<br /> <br /> Many FlightGear aircraft feature a realistic stall horn that becomes audible just before the stall. Use it to build your awareness.<br /> <br /> == Recognizing stall indications ==<br /> <br /> Whether power‑on or power‑off, the first signs of an approaching stall are similar:<br /> <br /> * A decreasing audible stall warning (horn or tone) – in FlightGear, check that the aircraft you fly has a stall horn modelled; many do.<br /> * Buffeting or shaking of the airframe – you can feel this in the simulator through force feedback (if available) or see it in the cockpit instruments.<br /> * Reduced control effectiveness, particularly in roll (mushy ailerons).<br /> * Pitch‑up tendency even though you are not pulling back further.<br /> <br /> For power‑on stalls the nose will be high and the aircraft may yaw left (in a single‑engine propeller aircraft) due to torque and P‑factor. In FlightGear, you can observe this yaw by watching the turn coordinator or the slip/skid ball.<br /> <br /> == Practicing power‑off stalls ==<br /> <br /> Power‑off stalls are usually demonstrated in descending flight, straight or turning.<br /> <br /> === Straight‑ahead power‑off stall ===<br /> # Clear the area (use external views or traffic display).<br /> # Reduce power to idle and maintain altitude by increasing pitch until the airspeed bleeds off.<br /> # As the stall warning sounds or buffeting begins, hold the nose up until the stall breaks.<br /> # Recover by lowering the nose, applying full power, and leveling the wings.<br /> <br /> === Turning power‑off stall ===<br /> # Enter a 20–30° bank turn, power idle.<br /> # Add back pressure to hold altitude; the inside wing may stall first, causing a roll toward the low wing.<br /> # Recover by rolling wings level, lowering nose, and applying power.<br /> <br /> == Practicing power‑on stalls ==<br /> <br /> Power‑on stalls simulate a takeoff or go‑around scenario.<br /> <br /> # Establish a climb configuration (takeoff flaps, gear up if retractable).<br /> # Apply full power and pitch up to a nose‑high attitude (typically 20–25°).<br /> # Maintain that attitude until the stall occurs—the aircraft may buffet, yaw, and then drop the nose.<br /> # Recovery: reduce pitch, ensure wings are level, and then apply full power if not already set. In a simulator, it’s good practice to check that you haven’t inadvertently induced a spin.<br /> <br /> == Entry technique and minimum altitude ==<br /> <br /> When practicing stalls in FlightGear (or in a real aircraft), always respect a safe altitude.<br /> <br /> * Minimum entry altitude: At least 1500 ft AGL for entry, allowing recovery by 1000 ft AGL. For spins, the recommended altitude is higher (typically 3000 ft AGL or more).<br /> * Entry technique: Smoothly increase pitch (for power‑off) or apply power while raising the nose (for power‑on). Avoid abrupt control inputs that could lead to a secondary stall or spin.<br /> <br /> The autopilot can be used to hold altitude while you configure the aircraft, but remember to disconnect it before starting the maneuver.<br /> <br /> == Coordination of flight controls ==<br /> <br /> Proper coordination is vital to prevent a stall from developing into a spin. Always use rudder to keep the slip/skid ball centered.<br /> <br /> * In a power‑on stall, right rudder (for most single‑engine aircraft) is needed to counteract left‑turning tendencies.<br /> * In a turning stall, step on the high wing to keep the ball centered; if a wing drops during the stall, use opposite rudder to pick it up while lowering the nose.<br /> <br /> FlightGear provides a visual slip/skid indicator in most cockpits. You can also enable the on‑screen “ball” via the HUD options.<br /> <br /> == Recovery technique ==<br /> <br /> The standard stall recovery is:<br /> <br /> # Reduce angle of attack – push the nose down decisively. In FlightGear, this often means a brisk forward movement of the joystick or yoke.<br /> # Apply full power (except for power‑off stalls where power is already idle – add it during recovery).<br /> # Roll wings level if a wing dropped.<br /> # Retract flaps (if extended) after a positive rate of climb is established.<br /> <br /> Minimum recovery altitude is the point at which you must be fully recovered to avoid ground contact. In the simulator, treat 1000 ft AGL as the hard floor for training stalls.</div>

Fgf5 https://wiki.flightgear.org/w/index.php?title=User:Fgf5&diff=143860 2026-04-01T12:28:17Z

<p>Fgf5: </p> <hr /> <div>Primarily plays flightgear 2024.1 on pc, also the free version of x-plane on mobile</div>

Fgf5 https://wiki.flightgear.org/w/index.php?title=User:Fgf5&diff=143859 2026-04-01T12:27:57Z

<p>Fgf5: </p> <hr /> <div>Primarily plays flightgear 2024.1, also the free version of x-plane on mobile</div>

Fgf5 https://wiki.flightgear.org/w/index.php?title=User:Fgf5&diff=143858 2026-04-01T12:26:35Z

<p>Fgf5: Created page with &quot;Primarily plays flightgear, also x-plane free version on mobile&quot;</p> <hr /> <div>Primarily plays flightgear, also x-plane free version on mobile</div>

Fgf5 https://wiki.flightgear.org/w/index.php?title=Stalls_and_Spin_Awareness&diff=143857 2026-04-01T12:24:31Z

<p>Fgf5: Refactor</p> <hr /> <div>'''Stall and spin awareness''' is a critical skill for any pilot, whether flying a real aircraft or a simulator like FlightGear. This page explains the aerodynamics behind stalls, the factors that influence stall speed, how to recognise an impending stall, and how to safely practice stall recoveries in FlightGear.<br /> <br /> <br /> == Aerodynamics of stalls ==<br /> <br /> A stall occurs when the angle of attack (AoA) exceeds the critical angle at which the wing can no longer produce sufficient lift. It is '''not''' caused by low airspeed alone—although airspeed and AoA are closely related.<br /> <br /> * The critical AoA is typically around 16–18° for most general aviation aircraft.<br /> * As the critical AoA is approached, airflow separates from the upper surface of the wing, resulting in a sudden loss of lift, a nose‑down pitch tendency, and often a wing drop.<br /> <br /> == Factors affecting stall speed ==<br /> <br /> The stall speed is not fixed; it changes with configuration, weight, and load factor. FlightGear models all these effects realistically.<br /> <br /> ; Landing gear and flaps<br /> : Extending flaps lowers the stall speed because it increases the wing’s camber and lift coefficient. Likewise, lowering landing gear adds drag and changes the pitch attitude, but its main effect on stall speed comes from the change in configuration. In FlightGear you can feel this by comparing stall speeds with flaps up versus full flaps.<br /> <br /> ; Weight<br /> : Stall speed increases with weight. Heavier aircraft need a higher angle of attack to produce the required lift, so the critical AoA is reached at a higher indicated airspeed. Use the aircraft weight and fuel load menus to experiment.<br /> <br /> ; Centre of gravity (CG)<br /> : A forward CG makes the aircraft more stable but increases the stall speed slightly because the tail must produce more downforce. An aft CG reduces stall speed and can make stall recovery more challenging—especially in spin‑prone aircraft.<br /> <br /> ; Load factor and bank angle<br /> : In a turn, the load factor increases, and stall speed rises with the square root of the load factor. For example, a 60° bank (2 g) increases stall speed by about 40%. FlightGear’s turn coordinator and accelerometer (&lt;code&gt;/instrumentation/g-meter&lt;/code&gt;) help you visualise this relationship.<br /> <br /> == Unintentional power‑off stalls – when they happen ==<br /> <br /> Power‑off stalls typically occur during approach and landing phases. Common scenarios:<br /> <br /> * Final approach with excessive nose‑up trim or too slow airspeed.<br /> * A steep turn in the pattern, especially when base‑to‑final is overshot.<br /> * Abrupt pitch‑up during a go‑around before the aircraft has accelerated.<br /> <br /> In FlightGear, practice these scenarios by setting up a short approach, then pulling the throttle to idle and trying to maintain altitude with back pressure until the stall warning sounds.<br /> <br /> == Unintentional power‑on stalls – when they happen ==<br /> <br /> Power‑on stalls are most common during takeoff and climb, or when practicing go‑arounds. Look out for:<br /> <br /> * A high pitch attitude immediately after takeoff, especially with a low‑power aircraft.<br /> * Aggressive climbing turns, such as those used to avoid obstacles.<br /> * Attempting to climb too steeply after a go‑around while the flaps are still extended.<br /> <br /> Many FlightGear aircraft feature a realistic stall horn that becomes audible just before the stall. Use it to build your awareness.<br /> <br /> == Recognizing stall indications ==<br /> <br /> Whether power‑on or power‑off, the first signs of an approaching stall are similar:<br /> <br /> * A decreasing audible stall warning (horn or tone) – in FlightGear, check that the aircraft you fly has a stall horn modelled; many do.<br /> * Buffeting or shaking of the airframe – you can feel this in the simulator through force feedback (if available) or see it in the cockpit instruments.<br /> * Reduced control effectiveness, particularly in roll (mushy ailerons).<br /> * Pitch‑up tendency even though you are not pulling back further.<br /> <br /> For power‑on stalls the nose will be high and the aircraft may yaw left (in a single‑engine propeller aircraft) due to torque and P‑factor. In FlightGear, you can observe this yaw by watching the turn coordinator or the slip/skid ball.<br /> <br /> == Practicing power‑off stalls ==<br /> <br /> Power‑off stalls are usually demonstrated in descending flight, straight or turning.<br /> <br /> === Straight‑ahead power‑off stall ===<br /> # Clear the area (use external views or traffic display).<br /> # Reduce power to idle and maintain altitude by increasing pitch until the airspeed bleeds off.<br /> # As the stall warning sounds or buffeting begins, hold the nose up until the stall breaks.<br /> # Recover by lowering the nose, applying full power, and leveling the wings.<br /> <br /> === Turning power‑off stall ===<br /> # Enter a 20–30° bank turn, power idle.<br /> # Add back pressure to hold altitude; the inside wing may stall first, causing a roll toward the low wing.<br /> # Recover by rolling wings level, lowering nose, and applying power.<br /> <br /> == Practicing power‑on stalls ==<br /> <br /> Power‑on stalls simulate a takeoff or go‑around scenario.<br /> <br /> # Establish a climb configuration (takeoff flaps, gear up if retractable).<br /> # Apply full power and pitch up to a nose‑high attitude (typically 20–25°).<br /> # Maintain that attitude until the stall occurs—the aircraft may buffet, yaw, and then drop the nose.<br /> # Recovery: reduce pitch, ensure wings are level, and then apply full power if not already set. In a simulator, it’s good practice to check that you haven’t inadvertently induced a spin.<br /> <br /> == Entry technique and minimum altitude ==<br /> <br /> When practicing stalls in FlightGear (or in a real aircraft), always respect a safe altitude.<br /> <br /> * Minimum entry altitude: At least 1500 ft AGL for entry, allowing recovery by 1000 ft AGL. For spins, the recommended altitude is higher (typically 3000 ft AGL or more).<br /> * Entry technique: Smoothly increase pitch (for power‑off) or apply power while raising the nose (for power‑on). Avoid abrupt control inputs that could lead to a secondary stall or spin.<br /> <br /> The autopilot can be used to hold altitude while you configure the aircraft, but remember to disconnect it before starting the maneuver.<br /> <br /> == Coordination of flight controls ==<br /> <br /> Proper coordination is vital to prevent a stall from developing into a spin. Always use rudder to keep the slip/skid ball centered.<br /> <br /> * In a power‑on stall, right rudder (for most single‑engine aircraft) is needed to counteract left‑turning tendencies.<br /> * In a turning stall, step on the high wing to keep the ball centered; if a wing drops during the stall, use opposite rudder to pick it up while lowering the nose.<br /> <br /> FlightGear provides a visual slip/skid indicator in most cockpits. You can also enable the on‑screen “ball” via the HUD options.<br /> <br /> == Recovery technique ==<br /> <br /> The standard stall recovery is:<br /> <br /> # Reduce angle of attack – push the nose down decisively. In FlightGear, this often means a brisk forward movement of the joystick or yoke.<br /> # Apply full power (except for power‑off stalls where power is already idle – add it during recovery).<br /> # Roll wings level if a wing dropped.<br /> # Retract flaps (if extended) after a positive rate of climb is established.<br /> <br /> Minimum recovery altitude is the point at which you must be fully recovered to avoid ground contact. In the simulator, treat 1000 ft AGL as the hard floor for training stalls.</div>

Fgf5 https://wiki.flightgear.org/w/index.php?title=Bendix/King_KAP140_Autopilot&diff=143856 2026-04-01T10:15:30Z

<p>Fgf5: /* Limits */</p> <hr /> <div>The '''''Bendix/King KAP 140''''' '''Two Axis/Altitude Preselect Autopilot System''' is the [[autopilot]] of the default [[Cessna 172]], controlling the [[elevator]] and [[aileron]]s.<br /> <br /> == Quick Guide ==<br /> [[File:KAP140.jpg|KAP140 Two Axis with Preselect Altitude]]<br /> <br /> Normally the autopilot boots as soon as the electrical system has power&lt;ref&gt;newer models simulate preflight checks, so it's not immediately available after power-on.&lt;/ref&gt;. It is commonly wired to an electrical avionics bus and secured by a dedicated breaker; if it stays dark, check power, avionics bus switches and the breaker.<br /> <br /> # To activate the autopilot in wings level (ROL) and vertical speed (VS) modes press the AP button&lt;ref&gt;hold for 0.25 seconds on newer models&lt;/ref&gt;. The autopilot will try to keep the wings level by keeping the turn rate at zero. The autopilot will also try to maintain the vertical speed at activation. Use the UP and DN buttons to set the desired vertical speed.<br /> # With the autopilot active you can use the HDG button to toggle between wings level (ROL) and heading select (HDG) modes. In heading select mode the autopilot will try to maintain the heading selected by the heading bug on the directional gyro.<br /> # Use NAV button to toggle between navigation mode (NAV) and wings level (ROL) mode. NAV mode is flying to NAV1 or GPS. That is one of the Heading modes in KAP140 that direction when heading bug OBS operated. Please be careful.<br /> # Toggle other mode and approach (APR) mode when APR button pushed and following marker beacon, VOR, GPS and [[ILS]] (localizer and glide slope) for automatic approach. This mode is recommended for instrument approach.<br /> # The REV button enables the back course mode having the autopilot flying away from the runway. This mode is like APR mode except that the direction is away from the localizer (LOC) and that glide slope (GS) is not used.<br /> # Use the ALT button to toggle between vertical speed (VS) and altitude hold (ALT) modes. In altitude hold mode the UP and DN buttons change the altitude by 20 feet per press.<br /> # The ARM button enables altitude preselect by the rotary knob using procedure below, pushing it again disables altitude preselect.<br /> ## Input the current atmospheric pressure using the BARO button and rotary knob<br /> ## Check that the display is showing altitude and set your desired altitude, using the rotary knob. <br /> ## Set your desired vertical speed using UP and DN button.<br /> ## Press the ARM button that is enable ARM mode.<br /> # The BARO button sets the atmospheric pressure. When the BARO button is pushed, enter desired atmospheric pressure using the rotary dial/knob. When pushed long, it switches the setting display to hPa (and back)&lt;ref&gt;only on newer simulated models&lt;/ref&gt; (hint: you can do InHG&lt;&gt;hPa conversion easily with this)<br /> # Press the AP button to deactivate the autopilot. The horizontal and vertical modes can not be activated independently.<br /> <br /> Please read the Pilot's Guide for complete instructions on the use of the KAP140 Autopilot system.<br /> <br /> == Limits ==<br /> * Not certified for use below 200ft [[AGL]], below 80 or above 160 knots [[IAS]] or when alternate static port is active.<br /> * Only activate when flaps are retracted.<br /> * Do not override the autopilot with flight controls, instead deactivate it temporarily to make manual adjustments.<br /> * Do not activate the autopilot near the ground (takeoff, landing) or at low speeds: it will mess up and may crash you into the ground.<br /> * It also has no autoland capability, so it can't land you based on ILS signals.<br /> * Don't activate it when in an unstable or mistrimmed flight attitude. Tough it will try(!) to stabilize the plane, this is unsafe.<br /> * It will not rescue you out of a stall, so watch the airspeed regularly. If the plane slows down, the autopilot will increase pitch to maintain the VS/ALT mode ordered, putting you into a stall. Disengage the autopilot and manually stabilize your flight.<br /> * Altitude catching only works if you are flying towards the desired setting. For example, if you are at 1500ft, entered 2000ft as target and then descend, it will not intercept but fly you into the ground. Similarly, if you enter an altitude below you and accidentally climb, you will eventually reach the planes service ceiling and stall. The &quot;ALT ARM&quot; mode does not mean &quot;bring me to that altitude&quot;.<br /> * Like with altitude interception, intercepting a VOR radial or ILS will not work, if the heading bug was not aligned or if you try to intercept from a custom angle (ie. engaging NAV mode from ROL).<br /> <br /> == Altitude alert (beeping sound) ==<br /> A nice feature for assisting manual flights is the altitude alert. This is the aural beeping alert when you get near the selected altitude preset:<br /> * When getting near 1000ft of the selected altitude, it starts to beep five times and show a steady &quot;ALERT&quot; right below the altitude.<br /> * When intercepting the altitude, the ALERT annunciator vanishes if you get 200ft near, and will shortly flash up when crossing the selected altitude to signal it &quot;catched on&quot;.<br /> * When now exceeding the +-200ft band, it will alert by flashing and beeping.<br /> <br /> This feature just needs a calibrated baro setting and a selected altitude, thus it is also active when using the modes utilizing altitude preset described below.<br /> <br /> == Example workflow ==<br /> This example tries to show you how to deal with the autopilot to achieve common tasks. There are more advanced techniques to achieve with the autopilot, but they are out of scope for this quick introduction. Please refer to the 'KAP 140 Pilot's Guide' which is linked below.<br /> <br /> For better familiarization it would be good to follow trough the following guide inside flightgear.<br /> <br /> {{note| Be aware of procedure differences when you have an [[HSI|Horizontal Situation Indicator (HSI)]] installed in the aircraft: In this case, the KAP 140 will not have an automatic 45°-Intercept for NAV/APR/REV modes when switching from HDG-mode and you need to select the desired intercept course manually by turning the heading bug to the desired intercept course. }}<br /> <br /> === Before-takeoff preparations ===<br /> * For the HDG/NAV mode it is important to calibrate the [[Avionics_and_instruments#Directional_Gyro|Directional Gyro (DG)]] to the magnetic compass (with running motor, so the DG has power): read the magnetic compass and rotate the DG so its upper bearing mark reflects that course (use the red heading bug if necessary, it makes it easier at the beginning). If your DG was not calibrated, this will not be the magnetic course and you probably will not get where you wanted to.<br /> * For the ALT mode it is important to calibrate the barometric setting of the autopilot to the one of the altimeter: read the altimeters baro setting from the Kollsman window (the small window at the altimeter), press the &quot;BARO&quot; key at the autopilot and rotate the right &quot;altitude-preselect knob&quot; so the autopilot shows the same setting. If you miss to calibrate the baro setting, you will under-/overshoot altitude presets<br /> * You should run through the HDG and VS modes on ground as preflight check to make sure the autopilot is operating the aileron, elevator and trim wheel<br /> * If you intend to follow the runway heading after takeoff, now is a good time to adjust the heading bug.<br /> * If you intend to climb to a specific altitude and let the autopilot intercept it, you should now rotate the altitude preselect knob of the autopilot to the desired altitude.<br /> <br /> === After Takeoff: Hold heading, continue climbing ===<br /> It is not advised to engage the autopilot immediately for takeoff as it will mess up with lower speeds. Establish a smooth climb rate and trimmed flight first.<br /> <br /> When you achieved a stable climb rate after takeoff, engage the autopilot by pressing &quot;AP&quot;. It will engage in ROL/VS mode: keeps the wings level and maintain climb at the current rate. The moment you engage the autopilot it will show &quot;ROL&quot;, &quot;VS&quot;, and at the right side the currently set climb rate for some seconds. Always visually confirm the autopilot shows the modes you expect!<br /> <br /> If not done yet, rotate the red heading bug at the DG to the desired heading before switching to HDG mode.<br /> <br /> Once you press the HGT button, the autopilot will switch from ROL to the HDG mode, and the plane now follows the desired course. When you change the heading bug, the plane will bank and follow the new heading (it will do this at standard turn rate).<br /> <br /> === Climb to Altitude, then hold it (intercept altitude) ===<br /> The autpilot now should be in HDG/VS mode. You should check the vertical speed the autopilot automatically set to the climb rate you had when engaging it. Using the buttons &quot;UP&quot; and &quot;DN&quot; you can adjust the vertical speed setting to the desired value.<br /> <br /> To let the autopilot intercept the desired altitude, you need to enter it using the knob on the right side. Turn in the desired altitude.<br /> Doing this should automatically &quot;arm&quot; the autopilot (it shows &quot;ALT ARM&quot;), telling you that it waits to reach the entered altitude. If it was not arming automatically, you can arm it by manually pressing &quot;ARM&quot;.<br /> <br /> The plane will now climb to the altitude you requested. When you get at 1000ft near your setting, it will beep to let you know its close. Once you reach the altitude it will reduce the climb rate to zero, leveling out at the desired altitude: this is indicated by the &quot;ALT ARM&quot; vanishing.<br /> If you are not at the altitude you entered, you probably forgot to calibrate the baro setting.<br /> <br /> === Enroute climb / descend ===<br /> In case you want to change the currently maintained altitude, you can do so by two means:<br /> # ''Small adjustments'' can be made by pressing just the UP/DN buttons. Each press will adjust the set altitude for 20ft.&lt;ref&gt;In reality you can hold the button to trigger climb/descend at 500ft/m until you release the key. Recent KAP140 simulations implement this.&lt;/ref&gt; Note that we are in ALT mode, so we adjust absolute altiutde with UP/DN knobs, not climb rate! <br /> # For ''larger adjustments'' you just rotate the altitude preselect knob to the new desired altitude. The autopilot will show &quot;ALT ARM&quot;. When you are ready to climb or descend, put the autopilot to VS mode by pressing the ALT button. Now push UP/DN buttons to climb or descend, and everything else will behave like already described above. You can adjust the desired climb rate anytime. When intercepting, the autopilot will automatically enter ALT mode again (which changes the behaviour of UP/DN buttons to absolute corrections too!).<br /> # For other cases you can also use the manual ALT mode: Put the autopilot in VS mode by pressing &quot;ALT&quot;, adjust the climb rate to your liking and as soon as you feel the altitude is right, you can press &quot;ALT&quot; again. The AP will show &quot;ALT&quot; immediately, indicating it is holding this altitude. If your climb rate was a little higher, you probably overshoot the desired altitude, but the autopilot will soon return to it.<br /> <br /> Note that you can use these techniques with ROL, HDG and NAV modes.<br /> <br /> === VOR interception (NAV mode) ===<br /> For longer trips it is nice to let the autopilot track a [[VOR]] radial. The difference to the HDG mode is that the plane will compensate for wind drift as it seeks to keep the [https://en.wikipedia.org/wiki/Course_deviation_indicator CDI]-needle centered.<br /> <br /> To use the NAV mode you have to tune NAV1 to the VORs frequency and select the desired radial with the OBS knob of your [https://en.wikipedia.org/wiki/Course_deviation_indicator CDI1] (which links to NAV1).<br /> Now you can intercept the radial, and you have two options to do that:<br /> # ''From HDG mode'': select the radial also on your DG heading bug (the plane will try to follow that now). Then engage by pressing &quot;NAV&quot;. The autopilot will show &quot;NAV ARM&quot; and turn the plane to an 45° interception angle, but it will remain in HDG mode. Once you are close enough, the NAV-mode will kick in (&quot;NAV ARM&quot; vanishes and NAV shows) - the plane now follows the radial.<br /> # ''From ROL mode'' (all angle intercept): It works like HDG mode, but once you push the NAV knob, the plane will intercept the radial at the angle you are currently flying. To initially bring the plane to the desired angle, use either HDG-mode with the heading bug, or fly manually, then engage ROL mode by pressing HDG.<br /> Both modes will show a flashing &quot;HDG&quot; annunciator to remind you that you have to set the DG heading bug to the radial in both cases (the autopilot computes the needed course from that)!<br /> <br /> === ILS assisted approach (APR mode) ===<br /> The NAV and APR modes are really similar, but the APR mode does additionally follow also the glideslope signal from an [https://en.wikipedia.org/wiki/Instrument_landing_system ILS], and the ILS has a fixed radial (so it ignores the OBS knob setting of the CDI!).<br /> <br /> The interception works exactly as in the NAV mode described above. If you engage the APR mode knob the plane will start to intercept the signal, showing &quot;APR ARM&quot; and continue with the currently selected lateral mode (ROL or HDG with 45° intercept angle). Remember to set the DG heading bug to the desired approach course (&quot;HDG&quot; will flash to remember you of that).<br /> <br /> As soon as the plane intercepts the localizer (that drives the CDI needle left/right), it will behave like in NAV mode. &quot;APR ARM&quot; will vanish and switch to &quot;APR&quot;, showing you are in approach mode now.<br /> <br /> When the APR mode engages, the GS mode will try to intercept the vertical glideslope beam. As long as you stay below the beam, it will show &quot;GS ARM&quot;. When the vertical glideslope is intercepted, the plane will start to follow it downwards.<br /> <br /> '''Attention! This mode is dangerous''', because it will drive you into the ground if you don't disengage the autopilot. It is not meant to land you automatically, just to guide you close to the runway. As soon as you are near the runway you should disengage and land manually.<br /> <br /> === Flying opposite direction of VOR or ILS (REV mode) ===<br /> Using the REV mode allows you to fly away from an VOR or ILS localizer signal (note that glideslope is ignored).<br /> It works the same as NAV or APR, just in the opposite compass direction. This is helpful if you want to fly straight away from the runway at start or to fly away from a VOR that you tuned the inbound course into the OBS.<br /> <br /> As APR and NAV, you can intercept the radial or localizer either from ROL or HDG mode.<br /> In either case, dial in the Front Inbound course into the OBS and the DG heading bug, and not the direction you want to fly.<br /> Course reversal is done from the autopilot automatically.<br /> <br /> == Related content ==<br /> * [[Joystick Autopilot Bindings]] Snippets for joystick.xml file that allow control of most of the autopilot functions using the joystick.<br /> : {{icaution|These joystick bindings only work with the older KAP versions, not the new one with the preflight check simulated!}}<br /> <br /> == External links ==<br /> *[https://bkx.bendixking.com/downloads/006-18034-0000_3.pdf Bendix/King KAP 140 Pilot's Guide download link] (PDF, 6.8 MB), Honywell, rev. 3, Nov 2005.<br /> *[https://www.bendixking.com/content/dam/bendixking/en/documents/document-lists/downloads-and-manuals/006-18034-0000-KAP-140-Pilots-Guide.pdf Bendix/King KAP 140 Pilot's Guide], Honeywell, rev. 3, Nov 2005.<br /> <br /> ==References==<br /> <br /> [[Category:Aircraft instruments]]<br /> <br /> [[de:Autopilot Bendix/King KAP140]]<br /> [[es:Piloto automático Bendix/King KAP140]]<br /> <br /> &lt;references /&gt;</div>

Fgf5 https://wiki.flightgear.org/w/index.php?title=Bendix/King_KAP140_Autopilot&diff=143855 2026-04-01T10:15:18Z

<p>Fgf5: /* Limits */</p> <hr /> <div>The '''''Bendix/King KAP 140''''' '''Two Axis/Altitude Preselect Autopilot System''' is the [[autopilot]] of the default [[Cessna 172]], controlling the [[elevator]] and [[aileron]]s.<br /> <br /> == Quick Guide ==<br /> [[File:KAP140.jpg|KAP140 Two Axis with Preselect Altitude]]<br /> <br /> Normally the autopilot boots as soon as the electrical system has power&lt;ref&gt;newer models simulate preflight checks, so it's not immediately available after power-on.&lt;/ref&gt;. It is commonly wired to an electrical avionics bus and secured by a dedicated breaker; if it stays dark, check power, avionics bus switches and the breaker.<br /> <br /> # To activate the autopilot in wings level (ROL) and vertical speed (VS) modes press the AP button&lt;ref&gt;hold for 0.25 seconds on newer models&lt;/ref&gt;. The autopilot will try to keep the wings level by keeping the turn rate at zero. The autopilot will also try to maintain the vertical speed at activation. Use the UP and DN buttons to set the desired vertical speed.<br /> # With the autopilot active you can use the HDG button to toggle between wings level (ROL) and heading select (HDG) modes. In heading select mode the autopilot will try to maintain the heading selected by the heading bug on the directional gyro.<br /> # Use NAV button to toggle between navigation mode (NAV) and wings level (ROL) mode. NAV mode is flying to NAV1 or GPS. That is one of the Heading modes in KAP140 that direction when heading bug OBS operated. Please be careful.<br /> # Toggle other mode and approach (APR) mode when APR button pushed and following marker beacon, VOR, GPS and [[ILS]] (localizer and glide slope) for automatic approach. This mode is recommended for instrument approach.<br /> # The REV button enables the back course mode having the autopilot flying away from the runway. This mode is like APR mode except that the direction is away from the localizer (LOC) and that glide slope (GS) is not used.<br /> # Use the ALT button to toggle between vertical speed (VS) and altitude hold (ALT) modes. In altitude hold mode the UP and DN buttons change the altitude by 20 feet per press.<br /> # The ARM button enables altitude preselect by the rotary knob using procedure below, pushing it again disables altitude preselect.<br /> ## Input the current atmospheric pressure using the BARO button and rotary knob<br /> ## Check that the display is showing altitude and set your desired altitude, using the rotary knob. <br /> ## Set your desired vertical speed using UP and DN button.<br /> ## Press the ARM button that is enable ARM mode.<br /> # The BARO button sets the atmospheric pressure. When the BARO button is pushed, enter desired atmospheric pressure using the rotary dial/knob. When pushed long, it switches the setting display to hPa (and back)&lt;ref&gt;only on newer simulated models&lt;/ref&gt; (hint: you can do InHG&lt;&gt;hPa conversion easily with this)<br /> # Press the AP button to deactivate the autopilot. The horizontal and vertical modes can not be activated independently.<br /> <br /> Please read the Pilot's Guide for complete instructions on the use of the KAP140 Autopilot system.<br /> <br /> == Limits ==<br /> * Not certified for use below 200ft [[AGL]], below 80 or above 160 knots [[IAS]] or when alternate static port is active<br /> * Only activate when flaps are retracted.<br /> * Do not override the autopilot with flight controls, instead deactivate it temporarily to make manual adjustments.<br /> * Do not activate the autopilot near the ground (takeoff, landing) or at low speeds: it will mess up and may crash you into the ground.<br /> * It also has no autoland capability, so it can't land you based on ILS signals.<br /> * Don't activate it when in an unstable or mistrimmed flight attitude. Tough it will try(!) to stabilize the plane, this is unsafe.<br /> * It will not rescue you out of a stall, so watch the airspeed regularly. If the plane slows down, the autopilot will increase pitch to maintain the VS/ALT mode ordered, putting you into a stall. Disengage the autopilot and manually stabilize your flight.<br /> * Altitude catching only works if you are flying towards the desired setting. For example, if you are at 1500ft, entered 2000ft as target and then descend, it will not intercept but fly you into the ground. Similarly, if you enter an altitude below you and accidentally climb, you will eventually reach the planes service ceiling and stall. The &quot;ALT ARM&quot; mode does not mean &quot;bring me to that altitude&quot;.<br /> * Like with altitude interception, intercepting a VOR radial or ILS will not work, if the heading bug was not aligned or if you try to intercept from a custom angle (ie. engaging NAV mode from ROL).<br /> <br /> == Altitude alert (beeping sound) ==<br /> A nice feature for assisting manual flights is the altitude alert. This is the aural beeping alert when you get near the selected altitude preset:<br /> * When getting near 1000ft of the selected altitude, it starts to beep five times and show a steady &quot;ALERT&quot; right below the altitude.<br /> * When intercepting the altitude, the ALERT annunciator vanishes if you get 200ft near, and will shortly flash up when crossing the selected altitude to signal it &quot;catched on&quot;.<br /> * When now exceeding the +-200ft band, it will alert by flashing and beeping.<br /> <br /> This feature just needs a calibrated baro setting and a selected altitude, thus it is also active when using the modes utilizing altitude preset described below.<br /> <br /> == Example workflow ==<br /> This example tries to show you how to deal with the autopilot to achieve common tasks. There are more advanced techniques to achieve with the autopilot, but they are out of scope for this quick introduction. Please refer to the 'KAP 140 Pilot's Guide' which is linked below.<br /> <br /> For better familiarization it would be good to follow trough the following guide inside flightgear.<br /> <br /> {{note| Be aware of procedure differences when you have an [[HSI|Horizontal Situation Indicator (HSI)]] installed in the aircraft: In this case, the KAP 140 will not have an automatic 45°-Intercept for NAV/APR/REV modes when switching from HDG-mode and you need to select the desired intercept course manually by turning the heading bug to the desired intercept course. }}<br /> <br /> === Before-takeoff preparations ===<br /> * For the HDG/NAV mode it is important to calibrate the [[Avionics_and_instruments#Directional_Gyro|Directional Gyro (DG)]] to the magnetic compass (with running motor, so the DG has power): read the magnetic compass and rotate the DG so its upper bearing mark reflects that course (use the red heading bug if necessary, it makes it easier at the beginning). If your DG was not calibrated, this will not be the magnetic course and you probably will not get where you wanted to.<br /> * For the ALT mode it is important to calibrate the barometric setting of the autopilot to the one of the altimeter: read the altimeters baro setting from the Kollsman window (the small window at the altimeter), press the &quot;BARO&quot; key at the autopilot and rotate the right &quot;altitude-preselect knob&quot; so the autopilot shows the same setting. If you miss to calibrate the baro setting, you will under-/overshoot altitude presets<br /> * You should run through the HDG and VS modes on ground as preflight check to make sure the autopilot is operating the aileron, elevator and trim wheel<br /> * If you intend to follow the runway heading after takeoff, now is a good time to adjust the heading bug.<br /> * If you intend to climb to a specific altitude and let the autopilot intercept it, you should now rotate the altitude preselect knob of the autopilot to the desired altitude.<br /> <br /> === After Takeoff: Hold heading, continue climbing ===<br /> It is not advised to engage the autopilot immediately for takeoff as it will mess up with lower speeds. Establish a smooth climb rate and trimmed flight first.<br /> <br /> When you achieved a stable climb rate after takeoff, engage the autopilot by pressing &quot;AP&quot;. It will engage in ROL/VS mode: keeps the wings level and maintain climb at the current rate. The moment you engage the autopilot it will show &quot;ROL&quot;, &quot;VS&quot;, and at the right side the currently set climb rate for some seconds. Always visually confirm the autopilot shows the modes you expect!<br /> <br /> If not done yet, rotate the red heading bug at the DG to the desired heading before switching to HDG mode.<br /> <br /> Once you press the HGT button, the autopilot will switch from ROL to the HDG mode, and the plane now follows the desired course. When you change the heading bug, the plane will bank and follow the new heading (it will do this at standard turn rate).<br /> <br /> === Climb to Altitude, then hold it (intercept altitude) ===<br /> The autpilot now should be in HDG/VS mode. You should check the vertical speed the autopilot automatically set to the climb rate you had when engaging it. Using the buttons &quot;UP&quot; and &quot;DN&quot; you can adjust the vertical speed setting to the desired value.<br /> <br /> To let the autopilot intercept the desired altitude, you need to enter it using the knob on the right side. Turn in the desired altitude.<br /> Doing this should automatically &quot;arm&quot; the autopilot (it shows &quot;ALT ARM&quot;), telling you that it waits to reach the entered altitude. If it was not arming automatically, you can arm it by manually pressing &quot;ARM&quot;.<br /> <br /> The plane will now climb to the altitude you requested. When you get at 1000ft near your setting, it will beep to let you know its close. Once you reach the altitude it will reduce the climb rate to zero, leveling out at the desired altitude: this is indicated by the &quot;ALT ARM&quot; vanishing.<br /> If you are not at the altitude you entered, you probably forgot to calibrate the baro setting.<br /> <br /> === Enroute climb / descend ===<br /> In case you want to change the currently maintained altitude, you can do so by two means:<br /> # ''Small adjustments'' can be made by pressing just the UP/DN buttons. Each press will adjust the set altitude for 20ft.&lt;ref&gt;In reality you can hold the button to trigger climb/descend at 500ft/m until you release the key. Recent KAP140 simulations implement this.&lt;/ref&gt; Note that we are in ALT mode, so we adjust absolute altiutde with UP/DN knobs, not climb rate! <br /> # For ''larger adjustments'' you just rotate the altitude preselect knob to the new desired altitude. The autopilot will show &quot;ALT ARM&quot;. When you are ready to climb or descend, put the autopilot to VS mode by pressing the ALT button. Now push UP/DN buttons to climb or descend, and everything else will behave like already described above. You can adjust the desired climb rate anytime. When intercepting, the autopilot will automatically enter ALT mode again (which changes the behaviour of UP/DN buttons to absolute corrections too!).<br /> # For other cases you can also use the manual ALT mode: Put the autopilot in VS mode by pressing &quot;ALT&quot;, adjust the climb rate to your liking and as soon as you feel the altitude is right, you can press &quot;ALT&quot; again. The AP will show &quot;ALT&quot; immediately, indicating it is holding this altitude. If your climb rate was a little higher, you probably overshoot the desired altitude, but the autopilot will soon return to it.<br /> <br /> Note that you can use these techniques with ROL, HDG and NAV modes.<br /> <br /> === VOR interception (NAV mode) ===<br /> For longer trips it is nice to let the autopilot track a [[VOR]] radial. The difference to the HDG mode is that the plane will compensate for wind drift as it seeks to keep the [https://en.wikipedia.org/wiki/Course_deviation_indicator CDI]-needle centered.<br /> <br /> To use the NAV mode you have to tune NAV1 to the VORs frequency and select the desired radial with the OBS knob of your [https://en.wikipedia.org/wiki/Course_deviation_indicator CDI1] (which links to NAV1).<br /> Now you can intercept the radial, and you have two options to do that:<br /> # ''From HDG mode'': select the radial also on your DG heading bug (the plane will try to follow that now). Then engage by pressing &quot;NAV&quot;. The autopilot will show &quot;NAV ARM&quot; and turn the plane to an 45° interception angle, but it will remain in HDG mode. Once you are close enough, the NAV-mode will kick in (&quot;NAV ARM&quot; vanishes and NAV shows) - the plane now follows the radial.<br /> # ''From ROL mode'' (all angle intercept): It works like HDG mode, but once you push the NAV knob, the plane will intercept the radial at the angle you are currently flying. To initially bring the plane to the desired angle, use either HDG-mode with the heading bug, or fly manually, then engage ROL mode by pressing HDG.<br /> Both modes will show a flashing &quot;HDG&quot; annunciator to remind you that you have to set the DG heading bug to the radial in both cases (the autopilot computes the needed course from that)!<br /> <br /> === ILS assisted approach (APR mode) ===<br /> The NAV and APR modes are really similar, but the APR mode does additionally follow also the glideslope signal from an [https://en.wikipedia.org/wiki/Instrument_landing_system ILS], and the ILS has a fixed radial (so it ignores the OBS knob setting of the CDI!).<br /> <br /> The interception works exactly as in the NAV mode described above. If you engage the APR mode knob the plane will start to intercept the signal, showing &quot;APR ARM&quot; and continue with the currently selected lateral mode (ROL or HDG with 45° intercept angle). Remember to set the DG heading bug to the desired approach course (&quot;HDG&quot; will flash to remember you of that).<br /> <br /> As soon as the plane intercepts the localizer (that drives the CDI needle left/right), it will behave like in NAV mode. &quot;APR ARM&quot; will vanish and switch to &quot;APR&quot;, showing you are in approach mode now.<br /> <br /> When the APR mode engages, the GS mode will try to intercept the vertical glideslope beam. As long as you stay below the beam, it will show &quot;GS ARM&quot;. When the vertical glideslope is intercepted, the plane will start to follow it downwards.<br /> <br /> '''Attention! This mode is dangerous''', because it will drive you into the ground if you don't disengage the autopilot. It is not meant to land you automatically, just to guide you close to the runway. As soon as you are near the runway you should disengage and land manually.<br /> <br /> === Flying opposite direction of VOR or ILS (REV mode) ===<br /> Using the REV mode allows you to fly away from an VOR or ILS localizer signal (note that glideslope is ignored).<br /> It works the same as NAV or APR, just in the opposite compass direction. This is helpful if you want to fly straight away from the runway at start or to fly away from a VOR that you tuned the inbound course into the OBS.<br /> <br /> As APR and NAV, you can intercept the radial or localizer either from ROL or HDG mode.<br /> In either case, dial in the Front Inbound course into the OBS and the DG heading bug, and not the direction you want to fly.<br /> Course reversal is done from the autopilot automatically.<br /> <br /> == Related content ==<br /> * [[Joystick Autopilot Bindings]] Snippets for joystick.xml file that allow control of most of the autopilot functions using the joystick.<br /> : {{icaution|These joystick bindings only work with the older KAP versions, not the new one with the preflight check simulated!}}<br /> <br /> == External links ==<br /> *[https://bkx.bendixking.com/downloads/006-18034-0000_3.pdf Bendix/King KAP 140 Pilot's Guide download link] (PDF, 6.8 MB), Honywell, rev. 3, Nov 2005.<br /> *[https://www.bendixking.com/content/dam/bendixking/en/documents/document-lists/downloads-and-manuals/006-18034-0000-KAP-140-Pilots-Guide.pdf Bendix/King KAP 140 Pilot's Guide], Honeywell, rev. 3, Nov 2005.<br /> <br /> ==References==<br /> <br /> [[Category:Aircraft instruments]]<br /> <br /> [[de:Autopilot Bendix/King KAP140]]<br /> [[es:Piloto automático Bendix/King KAP140]]<br /> <br /> &lt;references /&gt;</div>

Fgf5 https://wiki.flightgear.org/w/index.php?title=Bendix/King_KAP140_Autopilot&diff=143854 2026-04-01T10:11:40Z

<p>Fgf5: /* Limits */</p> <hr /> <div>The '''''Bendix/King KAP 140''''' '''Two Axis/Altitude Preselect Autopilot System''' is the [[autopilot]] of the default [[Cessna 172]], controlling the [[elevator]] and [[aileron]]s.<br /> <br /> == Quick Guide ==<br /> [[File:KAP140.jpg|KAP140 Two Axis with Preselect Altitude]]<br /> <br /> Normally the autopilot boots as soon as the electrical system has power&lt;ref&gt;newer models simulate preflight checks, so it's not immediately available after power-on.&lt;/ref&gt;. It is commonly wired to an electrical avionics bus and secured by a dedicated breaker; if it stays dark, check power, avionics bus switches and the breaker.<br /> <br /> # To activate the autopilot in wings level (ROL) and vertical speed (VS) modes press the AP button&lt;ref&gt;hold for 0.25 seconds on newer models&lt;/ref&gt;. The autopilot will try to keep the wings level by keeping the turn rate at zero. The autopilot will also try to maintain the vertical speed at activation. Use the UP and DN buttons to set the desired vertical speed.<br /> # With the autopilot active you can use the HDG button to toggle between wings level (ROL) and heading select (HDG) modes. In heading select mode the autopilot will try to maintain the heading selected by the heading bug on the directional gyro.<br /> # Use NAV button to toggle between navigation mode (NAV) and wings level (ROL) mode. NAV mode is flying to NAV1 or GPS. That is one of the Heading modes in KAP140 that direction when heading bug OBS operated. Please be careful.<br /> # Toggle other mode and approach (APR) mode when APR button pushed and following marker beacon, VOR, GPS and [[ILS]] (localizer and glide slope) for automatic approach. This mode is recommended for instrument approach.<br /> # The REV button enables the back course mode having the autopilot flying away from the runway. This mode is like APR mode except that the direction is away from the localizer (LOC) and that glide slope (GS) is not used.<br /> # Use the ALT button to toggle between vertical speed (VS) and altitude hold (ALT) modes. In altitude hold mode the UP and DN buttons change the altitude by 20 feet per press.<br /> # The ARM button enables altitude preselect by the rotary knob using procedure below, pushing it again disables altitude preselect.<br /> ## Input the current atmospheric pressure using the BARO button and rotary knob<br /> ## Check that the display is showing altitude and set your desired altitude, using the rotary knob. <br /> ## Set your desired vertical speed using UP and DN button.<br /> ## Press the ARM button that is enable ARM mode.<br /> # The BARO button sets the atmospheric pressure. When the BARO button is pushed, enter desired atmospheric pressure using the rotary dial/knob. When pushed long, it switches the setting display to hPa (and back)&lt;ref&gt;only on newer simulated models&lt;/ref&gt; (hint: you can do InHG&lt;&gt;hPa conversion easily with this)<br /> # Press the AP button to deactivate the autopilot. The horizontal and vertical modes can not be activated independently.<br /> <br /> Please read the Pilot's Guide for complete instructions on the use of the KAP140 Autopilot system.<br /> <br /> == Limits ==<br /> * Not certified for use below 200ft [[AGL]], below 80 or above 160 knots [[IAS]] or when alternate static port is active<br /> * Only activate when flaps are retracted.<br /> * Do not override the autopilot with flight controls, instead deactivate it temporarily to make manual adjustments<br /> * Do not activate the autopilot near the ground (takeoff, landing) or at low speeds: it will mess up and may crash you into the ground.<br /> * It also has no autoland capability, so it can't land you based on ILS signals.<br /> * Don't activate it when in an unstable or mistrimmed flight attitude. Tough it will try(!) to stabilize the plane, this is unsafe.<br /> * It will not rescue you out of a stall, so watch the airspeed regularly. If the plane slows down, the autopilot will increase pitch to maintain the VS/ALT mode ordered, putting you into a stall. Disengage the autopilot and manually stabilize your flight.<br /> * Altitude catching only works if you are flying towards the desired setting. For example, if you are at 1500ft, entered 2000ft as target and then descend, it will not intercept but fly you into the ground. Similarly, if you enter an altitude below you and accidentally climb, you will eventually reach the planes service ceiling and stall. The &quot;ALT ARM&quot; mode does not mean &quot;bring me to that altitude&quot;.<br /> * Like with altitude interception, intercepting a VOR radial or ILS will not work, if the heading bug was not aligned or if you try to intercept from a custom angle (ie. engaging NAV mode from ROL).<br /> <br /> == Altitude alert (beeping sound) ==<br /> A nice feature for assisting manual flights is the altitude alert. This is the aural beeping alert when you get near the selected altitude preset:<br /> * When getting near 1000ft of the selected altitude, it starts to beep five times and show a steady &quot;ALERT&quot; right below the altitude.<br /> * When intercepting the altitude, the ALERT annunciator vanishes if you get 200ft near, and will shortly flash up when crossing the selected altitude to signal it &quot;catched on&quot;.<br /> * When now exceeding the +-200ft band, it will alert by flashing and beeping.<br /> <br /> This feature just needs a calibrated baro setting and a selected altitude, thus it is also active when using the modes utilizing altitude preset described below.<br /> <br /> == Example workflow ==<br /> This example tries to show you how to deal with the autopilot to achieve common tasks. There are more advanced techniques to achieve with the autopilot, but they are out of scope for this quick introduction. Please refer to the 'KAP 140 Pilot's Guide' which is linked below.<br /> <br /> For better familiarization it would be good to follow trough the following guide inside flightgear.<br /> <br /> {{note| Be aware of procedure differences when you have an [[HSI|Horizontal Situation Indicator (HSI)]] installed in the aircraft: In this case, the KAP 140 will not have an automatic 45°-Intercept for NAV/APR/REV modes when switching from HDG-mode and you need to select the desired intercept course manually by turning the heading bug to the desired intercept course. }}<br /> <br /> === Before-takeoff preparations ===<br /> * For the HDG/NAV mode it is important to calibrate the [[Avionics_and_instruments#Directional_Gyro|Directional Gyro (DG)]] to the magnetic compass (with running motor, so the DG has power): read the magnetic compass and rotate the DG so its upper bearing mark reflects that course (use the red heading bug if necessary, it makes it easier at the beginning). If your DG was not calibrated, this will not be the magnetic course and you probably will not get where you wanted to.<br /> * For the ALT mode it is important to calibrate the barometric setting of the autopilot to the one of the altimeter: read the altimeters baro setting from the Kollsman window (the small window at the altimeter), press the &quot;BARO&quot; key at the autopilot and rotate the right &quot;altitude-preselect knob&quot; so the autopilot shows the same setting. If you miss to calibrate the baro setting, you will under-/overshoot altitude presets<br /> * You should run through the HDG and VS modes on ground as preflight check to make sure the autopilot is operating the aileron, elevator and trim wheel<br /> * If you intend to follow the runway heading after takeoff, now is a good time to adjust the heading bug.<br /> * If you intend to climb to a specific altitude and let the autopilot intercept it, you should now rotate the altitude preselect knob of the autopilot to the desired altitude.<br /> <br /> === After Takeoff: Hold heading, continue climbing ===<br /> It is not advised to engage the autopilot immediately for takeoff as it will mess up with lower speeds. Establish a smooth climb rate and trimmed flight first.<br /> <br /> When you achieved a stable climb rate after takeoff, engage the autopilot by pressing &quot;AP&quot;. It will engage in ROL/VS mode: keeps the wings level and maintain climb at the current rate. The moment you engage the autopilot it will show &quot;ROL&quot;, &quot;VS&quot;, and at the right side the currently set climb rate for some seconds. Always visually confirm the autopilot shows the modes you expect!<br /> <br /> If not done yet, rotate the red heading bug at the DG to the desired heading before switching to HDG mode.<br /> <br /> Once you press the HGT button, the autopilot will switch from ROL to the HDG mode, and the plane now follows the desired course. When you change the heading bug, the plane will bank and follow the new heading (it will do this at standard turn rate).<br /> <br /> === Climb to Altitude, then hold it (intercept altitude) ===<br /> The autpilot now should be in HDG/VS mode. You should check the vertical speed the autopilot automatically set to the climb rate you had when engaging it. Using the buttons &quot;UP&quot; and &quot;DN&quot; you can adjust the vertical speed setting to the desired value.<br /> <br /> To let the autopilot intercept the desired altitude, you need to enter it using the knob on the right side. Turn in the desired altitude.<br /> Doing this should automatically &quot;arm&quot; the autopilot (it shows &quot;ALT ARM&quot;), telling you that it waits to reach the entered altitude. If it was not arming automatically, you can arm it by manually pressing &quot;ARM&quot;.<br /> <br /> The plane will now climb to the altitude you requested. When you get at 1000ft near your setting, it will beep to let you know its close. Once you reach the altitude it will reduce the climb rate to zero, leveling out at the desired altitude: this is indicated by the &quot;ALT ARM&quot; vanishing.<br /> If you are not at the altitude you entered, you probably forgot to calibrate the baro setting.<br /> <br /> === Enroute climb / descend ===<br /> In case you want to change the currently maintained altitude, you can do so by two means:<br /> # ''Small adjustments'' can be made by pressing just the UP/DN buttons. Each press will adjust the set altitude for 20ft.&lt;ref&gt;In reality you can hold the button to trigger climb/descend at 500ft/m until you release the key. Recent KAP140 simulations implement this.&lt;/ref&gt; Note that we are in ALT mode, so we adjust absolute altiutde with UP/DN knobs, not climb rate! <br /> # For ''larger adjustments'' you just rotate the altitude preselect knob to the new desired altitude. The autopilot will show &quot;ALT ARM&quot;. When you are ready to climb or descend, put the autopilot to VS mode by pressing the ALT button. Now push UP/DN buttons to climb or descend, and everything else will behave like already described above. You can adjust the desired climb rate anytime. When intercepting, the autopilot will automatically enter ALT mode again (which changes the behaviour of UP/DN buttons to absolute corrections too!).<br /> # For other cases you can also use the manual ALT mode: Put the autopilot in VS mode by pressing &quot;ALT&quot;, adjust the climb rate to your liking and as soon as you feel the altitude is right, you can press &quot;ALT&quot; again. The AP will show &quot;ALT&quot; immediately, indicating it is holding this altitude. If your climb rate was a little higher, you probably overshoot the desired altitude, but the autopilot will soon return to it.<br /> <br /> Note that you can use these techniques with ROL, HDG and NAV modes.<br /> <br /> === VOR interception (NAV mode) ===<br /> For longer trips it is nice to let the autopilot track a [[VOR]] radial. The difference to the HDG mode is that the plane will compensate for wind drift as it seeks to keep the [https://en.wikipedia.org/wiki/Course_deviation_indicator CDI]-needle centered.<br /> <br /> To use the NAV mode you have to tune NAV1 to the VORs frequency and select the desired radial with the OBS knob of your [https://en.wikipedia.org/wiki/Course_deviation_indicator CDI1] (which links to NAV1).<br /> Now you can intercept the radial, and you have two options to do that:<br /> # ''From HDG mode'': select the radial also on your DG heading bug (the plane will try to follow that now). Then engage by pressing &quot;NAV&quot;. The autopilot will show &quot;NAV ARM&quot; and turn the plane to an 45° interception angle, but it will remain in HDG mode. Once you are close enough, the NAV-mode will kick in (&quot;NAV ARM&quot; vanishes and NAV shows) - the plane now follows the radial.<br /> # ''From ROL mode'' (all angle intercept): It works like HDG mode, but once you push the NAV knob, the plane will intercept the radial at the angle you are currently flying. To initially bring the plane to the desired angle, use either HDG-mode with the heading bug, or fly manually, then engage ROL mode by pressing HDG.<br /> Both modes will show a flashing &quot;HDG&quot; annunciator to remind you that you have to set the DG heading bug to the radial in both cases (the autopilot computes the needed course from that)!<br /> <br /> === ILS assisted approach (APR mode) ===<br /> The NAV and APR modes are really similar, but the APR mode does additionally follow also the glideslope signal from an [https://en.wikipedia.org/wiki/Instrument_landing_system ILS], and the ILS has a fixed radial (so it ignores the OBS knob setting of the CDI!).<br /> <br /> The interception works exactly as in the NAV mode described above. If you engage the APR mode knob the plane will start to intercept the signal, showing &quot;APR ARM&quot; and continue with the currently selected lateral mode (ROL or HDG with 45° intercept angle). Remember to set the DG heading bug to the desired approach course (&quot;HDG&quot; will flash to remember you of that).<br /> <br /> As soon as the plane intercepts the localizer (that drives the CDI needle left/right), it will behave like in NAV mode. &quot;APR ARM&quot; will vanish and switch to &quot;APR&quot;, showing you are in approach mode now.<br /> <br /> When the APR mode engages, the GS mode will try to intercept the vertical glideslope beam. As long as you stay below the beam, it will show &quot;GS ARM&quot;. When the vertical glideslope is intercepted, the plane will start to follow it downwards.<br /> <br /> '''Attention! This mode is dangerous''', because it will drive you into the ground if you don't disengage the autopilot. It is not meant to land you automatically, just to guide you close to the runway. As soon as you are near the runway you should disengage and land manually.<br /> <br /> === Flying opposite direction of VOR or ILS (REV mode) ===<br /> Using the REV mode allows you to fly away from an VOR or ILS localizer signal (note that glideslope is ignored).<br /> It works the same as NAV or APR, just in the opposite compass direction. This is helpful if you want to fly straight away from the runway at start or to fly away from a VOR that you tuned the inbound course into the OBS.<br /> <br /> As APR and NAV, you can intercept the radial or localizer either from ROL or HDG mode.<br /> In either case, dial in the Front Inbound course into the OBS and the DG heading bug, and not the direction you want to fly.<br /> Course reversal is done from the autopilot automatically.<br /> <br /> == Related content ==<br /> * [[Joystick Autopilot Bindings]] Snippets for joystick.xml file that allow control of most of the autopilot functions using the joystick.<br /> : {{icaution|These joystick bindings only work with the older KAP versions, not the new one with the preflight check simulated!}}<br /> <br /> == External links ==<br /> *[https://bkx.bendixking.com/downloads/006-18034-0000_3.pdf Bendix/King KAP 140 Pilot's Guide download link] (PDF, 6.8 MB), Honywell, rev. 3, Nov 2005.<br /> *[https://www.bendixking.com/content/dam/bendixking/en/documents/document-lists/downloads-and-manuals/006-18034-0000-KAP-140-Pilots-Guide.pdf Bendix/King KAP 140 Pilot's Guide], Honeywell, rev. 3, Nov 2005.<br /> <br /> ==References==<br /> <br /> [[Category:Aircraft instruments]]<br /> <br /> [[de:Autopilot Bendix/King KAP140]]<br /> [[es:Piloto automático Bendix/King KAP140]]<br /> <br /> &lt;references /&gt;</div>

Fgf5 https://wiki.flightgear.org/w/index.php?title=FlightGear_history&diff=143853 2026-04-01T06:31:44Z

<p>Fgf5: /* Cycled default airports */</p> <hr /> <div>[[FlightGear]] development started with an online proposal in 1996, using custom 3D graphics code. Development of an [[OpenGL]] based version was spearheaded by Curtis Olson starting in 1997. Many people have contributed to the project in the years since its inception.<br /> <br /> FlightGear incorporated other open-source resources, including the [[LaRCsim]] flight model from NASA, and freely available elevation data. The first working binaries, using OpenGL for 3D graphic code, came out in 1997. Enthusiastic development of newer versions for several years resulted in progressively more stable and advanced versions. By 2001, the team was releasing new beta versions regularly, and by 2005, the maturity of software lead to more widespread reviews, and increased popularity. 2007 marked a formal transition out of beta development with the release of version 1.0.0, ten years after FlightGear's first release in 1997.<br /> <br /> In 2008, version 1.9.0 of FlightGear included a major change from [[PLIB]] to [[OSG]], which caused the temporarily loss of some features like 3D clouds and shadows, while newly added features, such as particles, imparted another degree of realism to the simulation. <br /> <br /> == Beginnings (1996-1997) ==<br /> [[File:FG SUNHALO.JPG|thumb|270px|March 18, 1999: one of the oldest surviving screenshots of FlightGear. Back then, FlightGear was the only PC based flight simulator rendering the [[Moon|sun, moon, and celestial]] objects at the correct position, and under the correct lighting conditions, in the sky. ]]<br /> [[File:Image103.gif|thumb|Original Win95 icon]]<br /> The FlightGear project was conceived on April 8, 1996 by David Murr who proposed a new flight simulator to be developed by volunteers&lt;ref&gt;David Murr (Apr 9, 1996). FlightGear proposal 1.0: [https://groups.google.com/forum/#!msg/rec.aviation.simulators/ny8HFBE5_T8/OdtIiGNGJc8J &quot;A PROPOSAL FOR A NEW FLIGHT SIMULATOR - home built!@&quot;]. Published on the rec.aviation.simulators newsgroup.&lt;/ref&gt;&lt;ref&gt;David Murr (1996). FlightGear proposal 2.0: [http://www.flightgear.org/proposal-2.0 FLIGHT GEAR &quot;This truly is as real as it gets!&quot; - a proposal for a new flight simulator - REVISION 2.0].&lt;/ref&gt;&lt;ref&gt;David Murr (Oct 29, 1996). FlightGear proposal 3.0: [http://www.flightgear.org/proposal-3.0 FLIGHT GEAR FLIGHT SIMULATOR, revision 3.0 - Wednesday, 10.30.96, &quot;The future of flight simulation is here&quot;]. Published on the [http://ftp.igh.cnrs.fr/pub/flightgear/www/old-stuff/flight-gear.9610 flight-gear@infoplane.com mailing list].&lt;/ref&gt;&lt;ref&gt;David Murr (Sep 11, 1998). FlightGear proposal 3.0.1: [http://www.flightgear.org/proposal-3.0.1 FLIGHT GEAR FLIGHT SIMULATOR, revision 3.0.1 - Friday, Sep.11.98, &quot;The future of flight simulation is here&quot;].&lt;/ref&gt;. Part of the initial goals were to develop 2D and 3D graphics routines for the simulator. However this was a huge task that came to an unfinished halt at the start of 1997 as the main developer, Eric Korpela, was finishing his thesis.<br /> &lt;br&gt;<br /> Development of an OpenGL based version was spearheaded by Curtis Olsen starting in 1997, after the initial start in 1996. A large community response lead to many contributing to the project from its start in late '90s up to the present.<br /> &lt;br&gt;<br /> &quot;''I was working at the University of Minnesota at the time, and had access to Sun and SGI graphical work stations which offered OpenGL for 3d graphics. OpenGl was just starting to become available on PC hardware with things like the 3dfx voodoo card. Somewhere at this point it occurred to me that a far better path would be to leverage an existing multi-platform 3d graphics system (like OpenGL) to build our flight simulator upon.''<br /> <br /> ''So I proceeded to rough together a basic scenery system, pasted on the larcsim flight model, and in a relatively short time was able to show actual flight over real 3d terrain. Good, realistic 3d terrain was something the other existing flight sims at the time were pretty far behind on ... and I think my work was enough of a breakthrough that it got a lot of people excited about the possibilities.''&quot;~Curt Olson &lt;ref&gt;Curtis Olson (Sep 28, 2015). [http://forum.flightgear.org/viewtopic.php?f=42&amp;t=27558&amp;p=259048#p259021 Re: A PROPOSAL FOR A NEW FLIGHT SIMULATOR - home built!@]. Published on the FlightGear forum.&lt;/ref&gt;<br /> &lt;br&gt;<br /> Rather than start entirely from scratch, FlightGear developers made use of the LaRCsim flight model from NASA, with OpenGL for 3D graphic code, and freely available elevation data. First working binaries came out in 1997, with an intense updating of newer versions for several years resulting in progressively more stable and advanced programs.<br /> <br /> == Versions 0.7–0.9 (2001–2003) ==<br /> By 2001, the team was releasing new beta versions regularly (0.7.x, 0.8.0, over 2001-2003) and with 0.9.xx (2003-2006). Later in the decade, the rate of final public releases slowed, but had larger amounts of content (0.9.10, 1.0.0 etc.). The maturity of software by 2005 lead to more widespread reviews, and increased popularity. <br /> <br /> == Version 0.9.0-0.9.11 (2002-2007) ==<br /> The use of version numbers slowed dramatically after the late 2002 release of version 0.9.0. Versions 0.9.9 (2005) and 0.9.10 (2006) had about 8 all-new or redone [[aircraft]] adding to a total of 70-90 aircraft. [[Nasal]] was also integrated into FlightGear in version 0.9.4. FlightGear 0.9.10 won Softpedia's &quot;Pick&quot; award (5 out of 5 stars) on June 3, 2006 as well as the &quot;100% CLEAN&quot; Softpedia award.<br /> <br /> Behind the scenes there was a 0.9.11-pre1 released in 2007 that ended up being superseded by FlightGear 1.0. The pre-version had about 33 new or redone aircraft.<br /> <br /> [[File:FG-A-10.jpg|thumb|270px|3D Cockpit panel for [[A-10]] in version 1.0.0 in 2008]]<br /> <br /> == Version 1.0 (2008) ==<br /> The version number marked a formal transition out of beta development since the software's first release in 1997, ten years prior.<br /> <br /> == Version 1.9.0 (2008) ==<br /> At the time version 1.9.0 was released FlightGear switched from [[PLIB]] to [[OSG]], which caused the temporary loss of some of the features like 3D clouds and shadows. On the contrary new features such as particles add another degree of realism to the simulation. Most aircraft developed for OSG do not work with older versions. The user is able to choose from 230 aircraft provided with 1.9.0, although only a few are included in the base package.<br /> Version 1.9.1, released shortly afterwards, was a bug fix release.<br /> <br /> == Version 2.0.0 (2010) ==<br /> FlightGear 2.0.0 reflects the maturation of the OpenSceneGraph port that started with the previous 1.9.0 release. In addition to many internal code improvements, FlightGear 2.0.0 marks the introduction of many new exciting improvements in the graphics and sound system, as well as improved usability of key features, and improved behavior of existing features. Highlights of this new version include: Dramatic new 3D clouds, dramatic lighting conditions, improved support for custom scenery, and many many new and detailed aircraft models. <br /> <br /> == Version 2.4.0 (2011) ==<br /> Starting with version 2.4.0, the FlightGear team adopted a [[release plan]]. From then on, a new version is released every February and August.<br /> <br /> ==Version 3.8.0/2016.1.0==<br /> {{Main article|Release plan#Detailed time schedule and checklist}}<br /> Following the cancellation of 3.6, the modern FlightGear team revised the release plan and process. New releases are essentially selected and tuned &quot;nightlies&quot; instead of special compilations.<br /> <br /> Also, in this release the concept of rotating default airports first started. All FlightGear releases after 2016.1 have unique default airports and 'codenames'.<br /> <br /> {{Main article|Release plan/Lessons learned#2016.1}}<br /> <br /> == Release timeline ==<br /> Final build code release dates by year.<br /> <br /> {| class=&quot;mw-collapsible mw-collapsed wikitable&quot; style=&quot;width:40%; margin:auto&quot;<br /> ! Date !! Version<br /> |-<br /> | Jul 17, 1997 || First major code release<br /> |-<br /> | Sep 23, 1997 || 0.12<br /> |-<br /> | Dec 9, 1997 || 0.15<br /> |-<br /> | Dec 17, 1997 || 0.18<br /> |-<br /> | Dec 30, 1997 || 0.19 (first binaries)<br /> |-<br /> | Jan 6, 1998 || 0.22<br /> |-<br /> | Mar 11 98 || 0.37<br /> |-<br /> | Apr 8, 1998 || 0.41<br /> |-<br /> | Apr 14, 1998 || 0.42<br /> |-<br /> | Apr 23, 1998 || 0.43<br /> |-<br /> | Apr 28, 1998 || 0.44<br /> |-<br /> | May 7, 1998 || 0.45<br /> |-<br /> | May 11, 1998 || 0.46<br /> |-<br /> | May 18, 1998 || 0.47<br /> |-<br /> | Jun 9, 1998 || 0.48<br /> |-<br /> | Jun 27, 1998 || 0.49<br /> |-<br /> | Jul 13, 1998 || 0.50<br /> |-<br /> | Jul 21, 1998 || 0.51<br /> |-<br /> | Aug 15, 1998 || 0.52<br /> |-<br /> | Sep 2, 1998 || 0.53<br /> |-<br /> | Sep 25, 1998 || 0.54<br /> |-<br /> | Oct 23, 1998 || 0.55<br /> |-<br /> | Nov 23, 1998 || 0.56<br /> |-<br /> | Jan 21, 1999 || 0.57<br /> |-<br /> | Feb 10, 1999 || 0.58<br /> |-<br /> | Mar 31, 1999 || 0.59<br /> |-<br /> | May 26, 1999 || 0.6.0<br /> |-<br /> | Jun 21, 1999 || 0.6.1 (Stable)<br /> |-<br /> |rowspan=2 | Sep 11, 1999 || 0.7.0 (Development)<br /> |-<br /> | 0.6.2 (Stable)<br /> |-<br /> | Oct 22, 1999 || 0.7.1 (Development)<br /> |-<br /> | Feb 17, 2000 || 0.7.2 (Development)<br /> |-<br /> | May 18, 2000 || 0.7.3 (Development)<br /> |-<br /> | Jul 20, 2000 || 0.7.4<br /> |-<br /> | Sep 18, 2000 || 0.7.5<br /> |-<br /> | Dec 19, 2000 || 0.7.6<br /> |-<br /> | Jun 20, 2001 || 0.7.7<br /> |-<br /> | Jul 13, 2001 || 0.7.8<br /> |-<br /> | Feb 16, 2002 || 0.7.9<br /> |-<br /> | Apr 20, 2002 || 0.7.10<br /> |-<br /> | Sep 7, 2002 || 0.8.0<br /> |-<br /> | Dec 3, 2002 || 0.9.0<br /> |-<br /> | Dec 5, 2002 || 0.9.1 <br /> |-<br /> | Jun 4, 2003 || 0.9.2<br /> |-<br /> | Oct 24, 2003 || 0.9.3<br /> |-<br /> | Mar 26, 2004 || 0.9.4<br /> |-<br /> | Jul 29, 2004 || 0.9.5<br /> |-<br /> | Oct 12, 2004 || 0.9.6<br /> |-<br /> | Jan 18, 2005 || 0.9.8<br /> |-<br /> | Nov 17, 2005 || 0.9.9<br /> |-<br /> | Apr 5, 2006 || 0.9.10<br /> |-<br /> | May 2007 || 0.9.11-pre1<br /> |-<br /> | Dec 17, 2007 || 1.0.0<br /> |-<br /> | Dec 22, 2008 || 1.9.0 <br /> |-<br /> | Jan 25, 2009 || 1.9.1<br /> |-<br /> | Feb 25, 2010 || 2.0.0<br /> |-<br /> | Aug 17, 2011 || 2.4.0<br /> |-<br /> | Feb 17, 2012 || 2.6.0<br /> |-<br /> | Aug 17, 2012 || 2.8.0<br /> |-<br /> | Feb 17, 2013 || 2.10<br /> |-<br /> | Sep 21, 2013 || 2.12<br /> |-<br /> | Feb 17, 2014 || 3.0<br /> |-<br /> | Oct 15, 2014 || 3.2<br /> |-<br /> | Feb 17, 2015 || 3.4<br /> |-<br /> | {{N/a}} || 3.6 (unreleased, see [[FlightGear Newsletter November 2015#FlightGear v3.6 canceled|here]])<br /> |-<br /> | Feb 17, 2016 || 2016.1.1 (new versioning scheme)<br /> |-<br /> | May 7, 2016 || 2016.1.2<br /> |-<br /> | May 17, 2016 || 2016.2.1<br /> |-<br /> | Sep 12, 2016 || 2016.3.1<br /> |-<br /> | Nov 19, 2016 || 2016.4.1<br /> |-<br /> | Nov 23, 2016 || 2016.4.2<br /> |-<br /> | Dec 5, 2016 || 2016.4.3<br /> |-<br /> | Dec 28, 2016 || 2016.4.4<br /> |-<br /> | Feb 23, 2017 || 2017.1.1<br /> |-<br /> | Mar 1, 2017 || 2017.1.2<br /> |-<br /> | Apr 4, 2017 || 2017.1.3<br /> |-<br /> | May 22, 2017 || 2017.2.1<br /> |-<br /> | Sep 20, 2017 || 2017.3.1<br /> |-<br /> | Apr 11, 2018 || 2018.1.1 <br /> |-<br /> | May 22, 2018 || 2018.2.1<br /> |-<br /> | Dec 3, 2018 || 2018.3.1<br /> |-<br /> | Jan 29, 2019 || 2018.3.2<br /> |-<br /> | {{N/a}} || 2018.3.3 (not released)<br /> |-<br /> | Aug 9, 2019 || 2018.3.4<br /> |-<br /> | Apr 20, 2020 || 2018.3.5<br /> |-<br /> | Aug 9, 2020 || 2018.3.6<br /> |-<br /> | Mar 14, 2019 || 2019.1.1<br /> |-<br /> | Sep 1, 2019 || 2019.1.2<br /> |-<br /> | May 11, 2020 || 2020.1.1<br /> |-<br /> | May 25, 2020 || 2020.1.2<br /> |-<br /> | Jun 26, 2020 || 2020.1.3<br /> |-<br /> | Oct 13, 2020 || 2020.2.1<br /> |-<br /> | Oct 29, 2020 || 2020.3.1<br /> |-<br /> | Nov 6, 2020 || 2020.3.2<br /> |-<br /> | Nov 23, 2020 || 2020.3.3<br /> |-<br /> | Dec 1, 2020 || 2020.3.4<br /> |-<br /> | Dec 19, 2020 || 2020.3.5<br /> |-<br /> | Jan 24, 2021 || 2020.3.6<br /> |-<br /> | Mar 21, 2021 || 2020.3.7<br /> |-<br /> | Mar 25, 2021 || 2020.3.8<br /> |-<br /> | Jun 14, 2021 || 2020.3.9<br /> |-<br /> | Jul 26, 2021 || 2020.3.10<br /> |-<br /> | Jul 29, 2021 || 2020.3.11<br /> |-<br /> |Feb 6, 2022<br /> |2020.3.12<br /> |-<br /> |Mar 30, 2022<br /> |2020.3.13<br /> |-<br /> |Sep 27, 2022<br /> |2020.3.14<br /> |-<br /> |Oct 12, 2022<br /> |2020.3.15<br /> |-<br /> |Oct 20, 2022<br /> |2020.3.16<br /> |-<br /> |Sep 22, 2022<br /> |2020.3.17<br /> |-<br /> |Mar 21, 2023<br /> |2020.3.18<br /> |-<br /> |Feb 27, 2025<br /> |2024.1.1<br /> |-<br /> |Sep 18, 2025<br /> |2024.1.2<br /> |-<br /> |Nov 2, 2025<br /> |2024.1.3<br /> |-<br /> |Jan 21, 2026<br /> |2024.1.4<br /> |-<br /> |Mar 22, 2026<br /> |2024.1.5<br /> |}<br /> <br /> == Cycled default airports ==<br /> <br /> FlightGear did not start changing the default airport until version 2016.1 was released. At that time, the idea was that each new release would have a new default airport. This chart lists the default airports since 2016.1 was released. Since 2018.1, the selection of a new default airport has been changed so that a new airport is selected for each new major version release instead of for each minor version release.<br /> <br /> {| class=&quot;wikitable&quot;<br /> |-<br /> ! Release !! ICAO !! Default Airport<br /> |-<br /> | 2016.1 || [[KSFO]] || San Francisco ''(transition)''<br /> |-<br /> | 2016.2 || [[LEBL]] || Barcelona<br /> |-<br /> | 2016.3 || [[SBRJ]] || Rio de Janeiro<br /> |-<br /> | 2016.4 || [[LSZH]] || Zürich<br /> |-<br /> | 2017.1 || [[ENBR]] || Bergen<br /> |-<br /> | 2017.2 || [[KBOS]] || Boston<br /> |- <br /> | 2017.3 || [[LKPR]] || Prague<br /> |- <br /> | 2018.1 || rowspan=&quot;4&quot; | [[PHNL]] || rowspan=&quot;4&quot; | Honolulu<br /> |- <br /> | 2018.2 <br /> |- <br /> | 2018.3 <br /> |- <br /> | 2019.1 <br /> |- <br /> | 2020.1 || rowspan=&quot;4&quot; | [[BIKF]] || rowspan=&quot;4&quot; | Keflavik<br /> |- <br /> | 2020.2 <br /> |- <br /> | 2020.3 <br /> |-<br /> | 2024.1<br /> |}<br /> <br /> == External links ==<br /> * [http://web.archive.org/web/*/http://www.flightgear.org/ Internet Archive: Wayback Machine for http://www.flightgear.org/ ]<br /> * [http://web.archive.org/web/19981212014011/http://flightgear.org/ Old website on December 5, 1998]<br /> * [http://web.archive.org/web/19990209082206/http://www.flightgear.org/Gallery/tucson.jpg link] (&quot;A view from the ground near Tucson, AZ (KTUS)&quot;, old FlightGear screenshot)<br /> * [http://web.archive.org/web/19990209050729/http://www.flightgear.org/Gallery/texture2.jpg link] (&quot;Here's one of the Grand Canyon with a rock face texture. I know this looks funny, but I'm just experimenting here.&quot;, old FlightGear screenshot)<br /> <br /> {{Appendix|2=<br /> * {{wikipedia|FlightGear}}<br /> * [http://www.flightgear.org/proposal-3.0.1 Original Flight Gear Proposal] by David L. Murr (Revision 3.0.1)<br /> * [ftp://flightgear.wo0t.de/flightgear-ftp/ FlightGear FTP Archive]<br /> ----<br /> {{References}}<br /> }}<br /> [[fr:FlightGear history]]<br /> <br /> [[Category:FlightGear]]</div>

Fgf5 https://wiki.flightgear.org/w/index.php?title=FlightGear_history&diff=143852 2026-04-01T06:31:19Z

<p>Fgf5: /* Cycled default airports */</p> <hr /> <div>[[FlightGear]] development started with an online proposal in 1996, using custom 3D graphics code. Development of an [[OpenGL]] based version was spearheaded by Curtis Olson starting in 1997. Many people have contributed to the project in the years since its inception.<br /> <br /> FlightGear incorporated other open-source resources, including the [[LaRCsim]] flight model from NASA, and freely available elevation data. The first working binaries, using OpenGL for 3D graphic code, came out in 1997. Enthusiastic development of newer versions for several years resulted in progressively more stable and advanced versions. By 2001, the team was releasing new beta versions regularly, and by 2005, the maturity of software lead to more widespread reviews, and increased popularity. 2007 marked a formal transition out of beta development with the release of version 1.0.0, ten years after FlightGear's first release in 1997.<br /> <br /> In 2008, version 1.9.0 of FlightGear included a major change from [[PLIB]] to [[OSG]], which caused the temporarily loss of some features like 3D clouds and shadows, while newly added features, such as particles, imparted another degree of realism to the simulation. <br /> <br /> == Beginnings (1996-1997) ==<br /> [[File:FG SUNHALO.JPG|thumb|270px|March 18, 1999: one of the oldest surviving screenshots of FlightGear. Back then, FlightGear was the only PC based flight simulator rendering the [[Moon|sun, moon, and celestial]] objects at the correct position, and under the correct lighting conditions, in the sky. ]]<br /> [[File:Image103.gif|thumb|Original Win95 icon]]<br /> The FlightGear project was conceived on April 8, 1996 by David Murr who proposed a new flight simulator to be developed by volunteers&lt;ref&gt;David Murr (Apr 9, 1996). FlightGear proposal 1.0: [https://groups.google.com/forum/#!msg/rec.aviation.simulators/ny8HFBE5_T8/OdtIiGNGJc8J &quot;A PROPOSAL FOR A NEW FLIGHT SIMULATOR - home built!@&quot;]. Published on the rec.aviation.simulators newsgroup.&lt;/ref&gt;&lt;ref&gt;David Murr (1996). FlightGear proposal 2.0: [http://www.flightgear.org/proposal-2.0 FLIGHT GEAR &quot;This truly is as real as it gets!&quot; - a proposal for a new flight simulator - REVISION 2.0].&lt;/ref&gt;&lt;ref&gt;David Murr (Oct 29, 1996). FlightGear proposal 3.0: [http://www.flightgear.org/proposal-3.0 FLIGHT GEAR FLIGHT SIMULATOR, revision 3.0 - Wednesday, 10.30.96, &quot;The future of flight simulation is here&quot;]. Published on the [http://ftp.igh.cnrs.fr/pub/flightgear/www/old-stuff/flight-gear.9610 flight-gear@infoplane.com mailing list].&lt;/ref&gt;&lt;ref&gt;David Murr (Sep 11, 1998). FlightGear proposal 3.0.1: [http://www.flightgear.org/proposal-3.0.1 FLIGHT GEAR FLIGHT SIMULATOR, revision 3.0.1 - Friday, Sep.11.98, &quot;The future of flight simulation is here&quot;].&lt;/ref&gt;. Part of the initial goals were to develop 2D and 3D graphics routines for the simulator. However this was a huge task that came to an unfinished halt at the start of 1997 as the main developer, Eric Korpela, was finishing his thesis.<br /> &lt;br&gt;<br /> Development of an OpenGL based version was spearheaded by Curtis Olsen starting in 1997, after the initial start in 1996. A large community response lead to many contributing to the project from its start in late '90s up to the present.<br /> &lt;br&gt;<br /> &quot;''I was working at the University of Minnesota at the time, and had access to Sun and SGI graphical work stations which offered OpenGL for 3d graphics. OpenGl was just starting to become available on PC hardware with things like the 3dfx voodoo card. Somewhere at this point it occurred to me that a far better path would be to leverage an existing multi-platform 3d graphics system (like OpenGL) to build our flight simulator upon.''<br /> <br /> ''So I proceeded to rough together a basic scenery system, pasted on the larcsim flight model, and in a relatively short time was able to show actual flight over real 3d terrain. Good, realistic 3d terrain was something the other existing flight sims at the time were pretty far behind on ... and I think my work was enough of a breakthrough that it got a lot of people excited about the possibilities.''&quot;~Curt Olson &lt;ref&gt;Curtis Olson (Sep 28, 2015). [http://forum.flightgear.org/viewtopic.php?f=42&amp;t=27558&amp;p=259048#p259021 Re: A PROPOSAL FOR A NEW FLIGHT SIMULATOR - home built!@]. Published on the FlightGear forum.&lt;/ref&gt;<br /> &lt;br&gt;<br /> Rather than start entirely from scratch, FlightGear developers made use of the LaRCsim flight model from NASA, with OpenGL for 3D graphic code, and freely available elevation data. First working binaries came out in 1997, with an intense updating of newer versions for several years resulting in progressively more stable and advanced programs.<br /> <br /> == Versions 0.7–0.9 (2001–2003) ==<br /> By 2001, the team was releasing new beta versions regularly (0.7.x, 0.8.0, over 2001-2003) and with 0.9.xx (2003-2006). Later in the decade, the rate of final public releases slowed, but had larger amounts of content (0.9.10, 1.0.0 etc.). The maturity of software by 2005 lead to more widespread reviews, and increased popularity. <br /> <br /> == Version 0.9.0-0.9.11 (2002-2007) ==<br /> The use of version numbers slowed dramatically after the late 2002 release of version 0.9.0. Versions 0.9.9 (2005) and 0.9.10 (2006) had about 8 all-new or redone [[aircraft]] adding to a total of 70-90 aircraft. [[Nasal]] was also integrated into FlightGear in version 0.9.4. FlightGear 0.9.10 won Softpedia's &quot;Pick&quot; award (5 out of 5 stars) on June 3, 2006 as well as the &quot;100% CLEAN&quot; Softpedia award.<br /> <br /> Behind the scenes there was a 0.9.11-pre1 released in 2007 that ended up being superseded by FlightGear 1.0. The pre-version had about 33 new or redone aircraft.<br /> <br /> [[File:FG-A-10.jpg|thumb|270px|3D Cockpit panel for [[A-10]] in version 1.0.0 in 2008]]<br /> <br /> == Version 1.0 (2008) ==<br /> The version number marked a formal transition out of beta development since the software's first release in 1997, ten years prior.<br /> <br /> == Version 1.9.0 (2008) ==<br /> At the time version 1.9.0 was released FlightGear switched from [[PLIB]] to [[OSG]], which caused the temporary loss of some of the features like 3D clouds and shadows. On the contrary new features such as particles add another degree of realism to the simulation. Most aircraft developed for OSG do not work with older versions. The user is able to choose from 230 aircraft provided with 1.9.0, although only a few are included in the base package.<br /> Version 1.9.1, released shortly afterwards, was a bug fix release.<br /> <br /> == Version 2.0.0 (2010) ==<br /> FlightGear 2.0.0 reflects the maturation of the OpenSceneGraph port that started with the previous 1.9.0 release. In addition to many internal code improvements, FlightGear 2.0.0 marks the introduction of many new exciting improvements in the graphics and sound system, as well as improved usability of key features, and improved behavior of existing features. Highlights of this new version include: Dramatic new 3D clouds, dramatic lighting conditions, improved support for custom scenery, and many many new and detailed aircraft models. <br /> <br /> == Version 2.4.0 (2011) ==<br /> Starting with version 2.4.0, the FlightGear team adopted a [[release plan]]. From then on, a new version is released every February and August.<br /> <br /> ==Version 3.8.0/2016.1.0==<br /> {{Main article|Release plan#Detailed time schedule and checklist}}<br /> Following the cancellation of 3.6, the modern FlightGear team revised the release plan and process. New releases are essentially selected and tuned &quot;nightlies&quot; instead of special compilations.<br /> <br /> Also, in this release the concept of rotating default airports first started. All FlightGear releases after 2016.1 have unique default airports and 'codenames'.<br /> <br /> {{Main article|Release plan/Lessons learned#2016.1}}<br /> <br /> == Release timeline ==<br /> Final build code release dates by year.<br /> <br /> {| class=&quot;mw-collapsible mw-collapsed wikitable&quot; style=&quot;width:40%; margin:auto&quot;<br /> ! Date !! Version<br /> |-<br /> | Jul 17, 1997 || First major code release<br /> |-<br /> | Sep 23, 1997 || 0.12<br /> |-<br /> | Dec 9, 1997 || 0.15<br /> |-<br /> | Dec 17, 1997 || 0.18<br /> |-<br /> | Dec 30, 1997 || 0.19 (first binaries)<br /> |-<br /> | Jan 6, 1998 || 0.22<br /> |-<br /> | Mar 11 98 || 0.37<br /> |-<br /> | Apr 8, 1998 || 0.41<br /> |-<br /> | Apr 14, 1998 || 0.42<br /> |-<br /> | Apr 23, 1998 || 0.43<br /> |-<br /> | Apr 28, 1998 || 0.44<br /> |-<br /> | May 7, 1998 || 0.45<br /> |-<br /> | May 11, 1998 || 0.46<br /> |-<br /> | May 18, 1998 || 0.47<br /> |-<br /> | Jun 9, 1998 || 0.48<br /> |-<br /> | Jun 27, 1998 || 0.49<br /> |-<br /> | Jul 13, 1998 || 0.50<br /> |-<br /> | Jul 21, 1998 || 0.51<br /> |-<br /> | Aug 15, 1998 || 0.52<br /> |-<br /> | Sep 2, 1998 || 0.53<br /> |-<br /> | Sep 25, 1998 || 0.54<br /> |-<br /> | Oct 23, 1998 || 0.55<br /> |-<br /> | Nov 23, 1998 || 0.56<br /> |-<br /> | Jan 21, 1999 || 0.57<br /> |-<br /> | Feb 10, 1999 || 0.58<br /> |-<br /> | Mar 31, 1999 || 0.59<br /> |-<br /> | May 26, 1999 || 0.6.0<br /> |-<br /> | Jun 21, 1999 || 0.6.1 (Stable)<br /> |-<br /> |rowspan=2 | Sep 11, 1999 || 0.7.0 (Development)<br /> |-<br /> | 0.6.2 (Stable)<br /> |-<br /> | Oct 22, 1999 || 0.7.1 (Development)<br /> |-<br /> | Feb 17, 2000 || 0.7.2 (Development)<br /> |-<br /> | May 18, 2000 || 0.7.3 (Development)<br /> |-<br /> | Jul 20, 2000 || 0.7.4<br /> |-<br /> | Sep 18, 2000 || 0.7.5<br /> |-<br /> | Dec 19, 2000 || 0.7.6<br /> |-<br /> | Jun 20, 2001 || 0.7.7<br /> |-<br /> | Jul 13, 2001 || 0.7.8<br /> |-<br /> | Feb 16, 2002 || 0.7.9<br /> |-<br /> | Apr 20, 2002 || 0.7.10<br /> |-<br /> | Sep 7, 2002 || 0.8.0<br /> |-<br /> | Dec 3, 2002 || 0.9.0<br /> |-<br /> | Dec 5, 2002 || 0.9.1 <br /> |-<br /> | Jun 4, 2003 || 0.9.2<br /> |-<br /> | Oct 24, 2003 || 0.9.3<br /> |-<br /> | Mar 26, 2004 || 0.9.4<br /> |-<br /> | Jul 29, 2004 || 0.9.5<br /> |-<br /> | Oct 12, 2004 || 0.9.6<br /> |-<br /> | Jan 18, 2005 || 0.9.8<br /> |-<br /> | Nov 17, 2005 || 0.9.9<br /> |-<br /> | Apr 5, 2006 || 0.9.10<br /> |-<br /> | May 2007 || 0.9.11-pre1<br /> |-<br /> | Dec 17, 2007 || 1.0.0<br /> |-<br /> | Dec 22, 2008 || 1.9.0 <br /> |-<br /> | Jan 25, 2009 || 1.9.1<br /> |-<br /> | Feb 25, 2010 || 2.0.0<br /> |-<br /> | Aug 17, 2011 || 2.4.0<br /> |-<br /> | Feb 17, 2012 || 2.6.0<br /> |-<br /> | Aug 17, 2012 || 2.8.0<br /> |-<br /> | Feb 17, 2013 || 2.10<br /> |-<br /> | Sep 21, 2013 || 2.12<br /> |-<br /> | Feb 17, 2014 || 3.0<br /> |-<br /> | Oct 15, 2014 || 3.2<br /> |-<br /> | Feb 17, 2015 || 3.4<br /> |-<br /> | {{N/a}} || 3.6 (unreleased, see [[FlightGear Newsletter November 2015#FlightGear v3.6 canceled|here]])<br /> |-<br /> | Feb 17, 2016 || 2016.1.1 (new versioning scheme)<br /> |-<br /> | May 7, 2016 || 2016.1.2<br /> |-<br /> | May 17, 2016 || 2016.2.1<br /> |-<br /> | Sep 12, 2016 || 2016.3.1<br /> |-<br /> | Nov 19, 2016 || 2016.4.1<br /> |-<br /> | Nov 23, 2016 || 2016.4.2<br /> |-<br /> | Dec 5, 2016 || 2016.4.3<br /> |-<br /> | Dec 28, 2016 || 2016.4.4<br /> |-<br /> | Feb 23, 2017 || 2017.1.1<br /> |-<br /> | Mar 1, 2017 || 2017.1.2<br /> |-<br /> | Apr 4, 2017 || 2017.1.3<br /> |-<br /> | May 22, 2017 || 2017.2.1<br /> |-<br /> | Sep 20, 2017 || 2017.3.1<br /> |-<br /> | Apr 11, 2018 || 2018.1.1 <br /> |-<br /> | May 22, 2018 || 2018.2.1<br /> |-<br /> | Dec 3, 2018 || 2018.3.1<br /> |-<br /> | Jan 29, 2019 || 2018.3.2<br /> |-<br /> | {{N/a}} || 2018.3.3 (not released)<br /> |-<br /> | Aug 9, 2019 || 2018.3.4<br /> |-<br /> | Apr 20, 2020 || 2018.3.5<br /> |-<br /> | Aug 9, 2020 || 2018.3.6<br /> |-<br /> | Mar 14, 2019 || 2019.1.1<br /> |-<br /> | Sep 1, 2019 || 2019.1.2<br /> |-<br /> | May 11, 2020 || 2020.1.1<br /> |-<br /> | May 25, 2020 || 2020.1.2<br /> |-<br /> | Jun 26, 2020 || 2020.1.3<br /> |-<br /> | Oct 13, 2020 || 2020.2.1<br /> |-<br /> | Oct 29, 2020 || 2020.3.1<br /> |-<br /> | Nov 6, 2020 || 2020.3.2<br /> |-<br /> | Nov 23, 2020 || 2020.3.3<br /> |-<br /> | Dec 1, 2020 || 2020.3.4<br /> |-<br /> | Dec 19, 2020 || 2020.3.5<br /> |-<br /> | Jan 24, 2021 || 2020.3.6<br /> |-<br /> | Mar 21, 2021 || 2020.3.7<br /> |-<br /> | Mar 25, 2021 || 2020.3.8<br /> |-<br /> | Jun 14, 2021 || 2020.3.9<br /> |-<br /> | Jul 26, 2021 || 2020.3.10<br /> |-<br /> | Jul 29, 2021 || 2020.3.11<br /> |-<br /> |Feb 6, 2022<br /> |2020.3.12<br /> |-<br /> |Mar 30, 2022<br /> |2020.3.13<br /> |-<br /> |Sep 27, 2022<br /> |2020.3.14<br /> |-<br /> |Oct 12, 2022<br /> |2020.3.15<br /> |-<br /> |Oct 20, 2022<br /> |2020.3.16<br /> |-<br /> |Sep 22, 2022<br /> |2020.3.17<br /> |-<br /> |Mar 21, 2023<br /> |2020.3.18<br /> |-<br /> |Feb 27, 2025<br /> |2024.1.1<br /> |-<br /> |Sep 18, 2025<br /> |2024.1.2<br /> |-<br /> |Nov 2, 2025<br /> |2024.1.3<br /> |-<br /> |Jan 21, 2026<br /> |2024.1.4<br /> |-<br /> |Mar 22, 2026<br /> |2024.1.5<br /> |}<br /> <br /> == Cycled default airports ==<br /> <br /> FlightGear did not start changing the default airport until version 2016.1 was released. At that time, the idea was that each new release would have a new default airport. This chart lists the default airports since 2016.1 was released. Since 2018.1, the selection of a new default airport has been changed so that a new airport is selected for each new major version release instead of for each minor version release.<br /> <br /> {| class=&quot;wikitable&quot;<br /> |-<br /> ! Release !! ICAO !! Default Airport<br /> |-<br /> | 2016.1 || [[KSFO]] || San Francisco ''(transition)''<br /> |-<br /> | 2016.2 || [[LEBL]] || Barcelona<br /> |-<br /> | 2016.3 || [[SBRJ]] || Rio de Janeiro<br /> |-<br /> | 2016.4 || [[LSZH]] || Zürich<br /> |-<br /> | 2017.1 || [[ENBR]] || Bergen<br /> |-<br /> | 2017.2 || [[KBOS]] || Boston<br /> |- <br /> | 2017.3 || [[LKPR]] || Prague<br /> |- <br /> | 2018.1 || rowspan=&quot;4&quot; | [[PHNL]] || rowspan=&quot;4&quot; | Honolulu<br /> |- <br /> | 2018.2 <br /> |- <br /> | 2018.3 <br /> |- <br /> | 2019.1 <br /> |- <br /> | 2020.1 || rowspan=&quot;3&quot; | [[BIKF]] || rowspan=&quot;3&quot; | Keflavik<br /> |- <br /> | 2020.2 <br /> |- <br /> | 2020.3 <br /> |-<br /> | 2024.1<br /> |}<br /> <br /> == External links ==<br /> * [http://web.archive.org/web/*/http://www.flightgear.org/ Internet Archive: Wayback Machine for http://www.flightgear.org/ ]<br /> * [http://web.archive.org/web/19981212014011/http://flightgear.org/ Old website on December 5, 1998]<br /> * [http://web.archive.org/web/19990209082206/http://www.flightgear.org/Gallery/tucson.jpg link] (&quot;A view from the ground near Tucson, AZ (KTUS)&quot;, old FlightGear screenshot)<br /> * [http://web.archive.org/web/19990209050729/http://www.flightgear.org/Gallery/texture2.jpg link] (&quot;Here's one of the Grand Canyon with a rock face texture. I know this looks funny, but I'm just experimenting here.&quot;, old FlightGear screenshot)<br /> <br /> {{Appendix|2=<br /> * {{wikipedia|FlightGear}}<br /> * [http://www.flightgear.org/proposal-3.0.1 Original Flight Gear Proposal] by David L. Murr (Revision 3.0.1)<br /> * [ftp://flightgear.wo0t.de/flightgear-ftp/ FlightGear FTP Archive]<br /> ----<br /> {{References}}<br /> }}<br /> [[fr:FlightGear history]]<br /> <br /> [[Category:FlightGear]]</div>

Fgf5 https://wiki.flightgear.org/w/index.php?title=FlightGear_history&diff=143851 2026-04-01T06:29:54Z

<p>Fgf5: /* Release timeline */2024.1.1-2024.1.5 release</p> <hr /> <div>[[FlightGear]] development started with an online proposal in 1996, using custom 3D graphics code. Development of an [[OpenGL]] based version was spearheaded by Curtis Olson starting in 1997. Many people have contributed to the project in the years since its inception.<br /> <br /> FlightGear incorporated other open-source resources, including the [[LaRCsim]] flight model from NASA, and freely available elevation data. The first working binaries, using OpenGL for 3D graphic code, came out in 1997. Enthusiastic development of newer versions for several years resulted in progressively more stable and advanced versions. By 2001, the team was releasing new beta versions regularly, and by 2005, the maturity of software lead to more widespread reviews, and increased popularity. 2007 marked a formal transition out of beta development with the release of version 1.0.0, ten years after FlightGear's first release in 1997.<br /> <br /> In 2008, version 1.9.0 of FlightGear included a major change from [[PLIB]] to [[OSG]], which caused the temporarily loss of some features like 3D clouds and shadows, while newly added features, such as particles, imparted another degree of realism to the simulation. <br /> <br /> == Beginnings (1996-1997) ==<br /> [[File:FG SUNHALO.JPG|thumb|270px|March 18, 1999: one of the oldest surviving screenshots of FlightGear. Back then, FlightGear was the only PC based flight simulator rendering the [[Moon|sun, moon, and celestial]] objects at the correct position, and under the correct lighting conditions, in the sky. ]]<br /> [[File:Image103.gif|thumb|Original Win95 icon]]<br /> The FlightGear project was conceived on April 8, 1996 by David Murr who proposed a new flight simulator to be developed by volunteers&lt;ref&gt;David Murr (Apr 9, 1996). FlightGear proposal 1.0: [https://groups.google.com/forum/#!msg/rec.aviation.simulators/ny8HFBE5_T8/OdtIiGNGJc8J &quot;A PROPOSAL FOR A NEW FLIGHT SIMULATOR - home built!@&quot;]. Published on the rec.aviation.simulators newsgroup.&lt;/ref&gt;&lt;ref&gt;David Murr (1996). FlightGear proposal 2.0: [http://www.flightgear.org/proposal-2.0 FLIGHT GEAR &quot;This truly is as real as it gets!&quot; - a proposal for a new flight simulator - REVISION 2.0].&lt;/ref&gt;&lt;ref&gt;David Murr (Oct 29, 1996). FlightGear proposal 3.0: [http://www.flightgear.org/proposal-3.0 FLIGHT GEAR FLIGHT SIMULATOR, revision 3.0 - Wednesday, 10.30.96, &quot;The future of flight simulation is here&quot;]. Published on the [http://ftp.igh.cnrs.fr/pub/flightgear/www/old-stuff/flight-gear.9610 flight-gear@infoplane.com mailing list].&lt;/ref&gt;&lt;ref&gt;David Murr (Sep 11, 1998). FlightGear proposal 3.0.1: [http://www.flightgear.org/proposal-3.0.1 FLIGHT GEAR FLIGHT SIMULATOR, revision 3.0.1 - Friday, Sep.11.98, &quot;The future of flight simulation is here&quot;].&lt;/ref&gt;. Part of the initial goals were to develop 2D and 3D graphics routines for the simulator. However this was a huge task that came to an unfinished halt at the start of 1997 as the main developer, Eric Korpela, was finishing his thesis.<br /> &lt;br&gt;<br /> Development of an OpenGL based version was spearheaded by Curtis Olsen starting in 1997, after the initial start in 1996. A large community response lead to many contributing to the project from its start in late '90s up to the present.<br /> &lt;br&gt;<br /> &quot;''I was working at the University of Minnesota at the time, and had access to Sun and SGI graphical work stations which offered OpenGL for 3d graphics. OpenGl was just starting to become available on PC hardware with things like the 3dfx voodoo card. Somewhere at this point it occurred to me that a far better path would be to leverage an existing multi-platform 3d graphics system (like OpenGL) to build our flight simulator upon.''<br /> <br /> ''So I proceeded to rough together a basic scenery system, pasted on the larcsim flight model, and in a relatively short time was able to show actual flight over real 3d terrain. Good, realistic 3d terrain was something the other existing flight sims at the time were pretty far behind on ... and I think my work was enough of a breakthrough that it got a lot of people excited about the possibilities.''&quot;~Curt Olson &lt;ref&gt;Curtis Olson (Sep 28, 2015). [http://forum.flightgear.org/viewtopic.php?f=42&amp;t=27558&amp;p=259048#p259021 Re: A PROPOSAL FOR A NEW FLIGHT SIMULATOR - home built!@]. Published on the FlightGear forum.&lt;/ref&gt;<br /> &lt;br&gt;<br /> Rather than start entirely from scratch, FlightGear developers made use of the LaRCsim flight model from NASA, with OpenGL for 3D graphic code, and freely available elevation data. First working binaries came out in 1997, with an intense updating of newer versions for several years resulting in progressively more stable and advanced programs.<br /> <br /> == Versions 0.7–0.9 (2001–2003) ==<br /> By 2001, the team was releasing new beta versions regularly (0.7.x, 0.8.0, over 2001-2003) and with 0.9.xx (2003-2006). Later in the decade, the rate of final public releases slowed, but had larger amounts of content (0.9.10, 1.0.0 etc.). The maturity of software by 2005 lead to more widespread reviews, and increased popularity. <br /> <br /> == Version 0.9.0-0.9.11 (2002-2007) ==<br /> The use of version numbers slowed dramatically after the late 2002 release of version 0.9.0. Versions 0.9.9 (2005) and 0.9.10 (2006) had about 8 all-new or redone [[aircraft]] adding to a total of 70-90 aircraft. [[Nasal]] was also integrated into FlightGear in version 0.9.4. FlightGear 0.9.10 won Softpedia's &quot;Pick&quot; award (5 out of 5 stars) on June 3, 2006 as well as the &quot;100% CLEAN&quot; Softpedia award.<br /> <br /> Behind the scenes there was a 0.9.11-pre1 released in 2007 that ended up being superseded by FlightGear 1.0. The pre-version had about 33 new or redone aircraft.<br /> <br /> [[File:FG-A-10.jpg|thumb|270px|3D Cockpit panel for [[A-10]] in version 1.0.0 in 2008]]<br /> <br /> == Version 1.0 (2008) ==<br /> The version number marked a formal transition out of beta development since the software's first release in 1997, ten years prior.<br /> <br /> == Version 1.9.0 (2008) ==<br /> At the time version 1.9.0 was released FlightGear switched from [[PLIB]] to [[OSG]], which caused the temporary loss of some of the features like 3D clouds and shadows. On the contrary new features such as particles add another degree of realism to the simulation. Most aircraft developed for OSG do not work with older versions. The user is able to choose from 230 aircraft provided with 1.9.0, although only a few are included in the base package.<br /> Version 1.9.1, released shortly afterwards, was a bug fix release.<br /> <br /> == Version 2.0.0 (2010) ==<br /> FlightGear 2.0.0 reflects the maturation of the OpenSceneGraph port that started with the previous 1.9.0 release. In addition to many internal code improvements, FlightGear 2.0.0 marks the introduction of many new exciting improvements in the graphics and sound system, as well as improved usability of key features, and improved behavior of existing features. Highlights of this new version include: Dramatic new 3D clouds, dramatic lighting conditions, improved support for custom scenery, and many many new and detailed aircraft models. <br /> <br /> == Version 2.4.0 (2011) ==<br /> Starting with version 2.4.0, the FlightGear team adopted a [[release plan]]. From then on, a new version is released every February and August.<br /> <br /> ==Version 3.8.0/2016.1.0==<br /> {{Main article|Release plan#Detailed time schedule and checklist}}<br /> Following the cancellation of 3.6, the modern FlightGear team revised the release plan and process. New releases are essentially selected and tuned &quot;nightlies&quot; instead of special compilations.<br /> <br /> Also, in this release the concept of rotating default airports first started. All FlightGear releases after 2016.1 have unique default airports and 'codenames'.<br /> <br /> {{Main article|Release plan/Lessons learned#2016.1}}<br /> <br /> == Release timeline ==<br /> Final build code release dates by year.<br /> <br /> {| class=&quot;mw-collapsible mw-collapsed wikitable&quot; style=&quot;width:40%; margin:auto&quot;<br /> ! Date !! Version<br /> |-<br /> | Jul 17, 1997 || First major code release<br /> |-<br /> | Sep 23, 1997 || 0.12<br /> |-<br /> | Dec 9, 1997 || 0.15<br /> |-<br /> | Dec 17, 1997 || 0.18<br /> |-<br /> | Dec 30, 1997 || 0.19 (first binaries)<br /> |-<br /> | Jan 6, 1998 || 0.22<br /> |-<br /> | Mar 11 98 || 0.37<br /> |-<br /> | Apr 8, 1998 || 0.41<br /> |-<br /> | Apr 14, 1998 || 0.42<br /> |-<br /> | Apr 23, 1998 || 0.43<br /> |-<br /> | Apr 28, 1998 || 0.44<br /> |-<br /> | May 7, 1998 || 0.45<br /> |-<br /> | May 11, 1998 || 0.46<br /> |-<br /> | May 18, 1998 || 0.47<br /> |-<br /> | Jun 9, 1998 || 0.48<br /> |-<br /> | Jun 27, 1998 || 0.49<br /> |-<br /> | Jul 13, 1998 || 0.50<br /> |-<br /> | Jul 21, 1998 || 0.51<br /> |-<br /> | Aug 15, 1998 || 0.52<br /> |-<br /> | Sep 2, 1998 || 0.53<br /> |-<br /> | Sep 25, 1998 || 0.54<br /> |-<br /> | Oct 23, 1998 || 0.55<br /> |-<br /> | Nov 23, 1998 || 0.56<br /> |-<br /> | Jan 21, 1999 || 0.57<br /> |-<br /> | Feb 10, 1999 || 0.58<br /> |-<br /> | Mar 31, 1999 || 0.59<br /> |-<br /> | May 26, 1999 || 0.6.0<br /> |-<br /> | Jun 21, 1999 || 0.6.1 (Stable)<br /> |-<br /> |rowspan=2 | Sep 11, 1999 || 0.7.0 (Development)<br /> |-<br /> | 0.6.2 (Stable)<br /> |-<br /> | Oct 22, 1999 || 0.7.1 (Development)<br /> |-<br /> | Feb 17, 2000 || 0.7.2 (Development)<br /> |-<br /> | May 18, 2000 || 0.7.3 (Development)<br /> |-<br /> | Jul 20, 2000 || 0.7.4<br /> |-<br /> | Sep 18, 2000 || 0.7.5<br /> |-<br /> | Dec 19, 2000 || 0.7.6<br /> |-<br /> | Jun 20, 2001 || 0.7.7<br /> |-<br /> | Jul 13, 2001 || 0.7.8<br /> |-<br /> | Feb 16, 2002 || 0.7.9<br /> |-<br /> | Apr 20, 2002 || 0.7.10<br /> |-<br /> | Sep 7, 2002 || 0.8.0<br /> |-<br /> | Dec 3, 2002 || 0.9.0<br /> |-<br /> | Dec 5, 2002 || 0.9.1 <br /> |-<br /> | Jun 4, 2003 || 0.9.2<br /> |-<br /> | Oct 24, 2003 || 0.9.3<br /> |-<br /> | Mar 26, 2004 || 0.9.4<br /> |-<br /> | Jul 29, 2004 || 0.9.5<br /> |-<br /> | Oct 12, 2004 || 0.9.6<br /> |-<br /> | Jan 18, 2005 || 0.9.8<br /> |-<br /> | Nov 17, 2005 || 0.9.9<br /> |-<br /> | Apr 5, 2006 || 0.9.10<br /> |-<br /> | May 2007 || 0.9.11-pre1<br /> |-<br /> | Dec 17, 2007 || 1.0.0<br /> |-<br /> | Dec 22, 2008 || 1.9.0 <br /> |-<br /> | Jan 25, 2009 || 1.9.1<br /> |-<br /> | Feb 25, 2010 || 2.0.0<br /> |-<br /> | Aug 17, 2011 || 2.4.0<br /> |-<br /> | Feb 17, 2012 || 2.6.0<br /> |-<br /> | Aug 17, 2012 || 2.8.0<br /> |-<br /> | Feb 17, 2013 || 2.10<br /> |-<br /> | Sep 21, 2013 || 2.12<br /> |-<br /> | Feb 17, 2014 || 3.0<br /> |-<br /> | Oct 15, 2014 || 3.2<br /> |-<br /> | Feb 17, 2015 || 3.4<br /> |-<br /> | {{N/a}} || 3.6 (unreleased, see [[FlightGear Newsletter November 2015#FlightGear v3.6 canceled|here]])<br /> |-<br /> | Feb 17, 2016 || 2016.1.1 (new versioning scheme)<br /> |-<br /> | May 7, 2016 || 2016.1.2<br /> |-<br /> | May 17, 2016 || 2016.2.1<br /> |-<br /> | Sep 12, 2016 || 2016.3.1<br /> |-<br /> | Nov 19, 2016 || 2016.4.1<br /> |-<br /> | Nov 23, 2016 || 2016.4.2<br /> |-<br /> | Dec 5, 2016 || 2016.4.3<br /> |-<br /> | Dec 28, 2016 || 2016.4.4<br /> |-<br /> | Feb 23, 2017 || 2017.1.1<br /> |-<br /> | Mar 1, 2017 || 2017.1.2<br /> |-<br /> | Apr 4, 2017 || 2017.1.3<br /> |-<br /> | May 22, 2017 || 2017.2.1<br /> |-<br /> | Sep 20, 2017 || 2017.3.1<br /> |-<br /> | Apr 11, 2018 || 2018.1.1 <br /> |-<br /> | May 22, 2018 || 2018.2.1<br /> |-<br /> | Dec 3, 2018 || 2018.3.1<br /> |-<br /> | Jan 29, 2019 || 2018.3.2<br /> |-<br /> | {{N/a}} || 2018.3.3 (not released)<br /> |-<br /> | Aug 9, 2019 || 2018.3.4<br /> |-<br /> | Apr 20, 2020 || 2018.3.5<br /> |-<br /> | Aug 9, 2020 || 2018.3.6<br /> |-<br /> | Mar 14, 2019 || 2019.1.1<br /> |-<br /> | Sep 1, 2019 || 2019.1.2<br /> |-<br /> | May 11, 2020 || 2020.1.1<br /> |-<br /> | May 25, 2020 || 2020.1.2<br /> |-<br /> | Jun 26, 2020 || 2020.1.3<br /> |-<br /> | Oct 13, 2020 || 2020.2.1<br /> |-<br /> | Oct 29, 2020 || 2020.3.1<br /> |-<br /> | Nov 6, 2020 || 2020.3.2<br /> |-<br /> | Nov 23, 2020 || 2020.3.3<br /> |-<br /> | Dec 1, 2020 || 2020.3.4<br /> |-<br /> | Dec 19, 2020 || 2020.3.5<br /> |-<br /> | Jan 24, 2021 || 2020.3.6<br /> |-<br /> | Mar 21, 2021 || 2020.3.7<br /> |-<br /> | Mar 25, 2021 || 2020.3.8<br /> |-<br /> | Jun 14, 2021 || 2020.3.9<br /> |-<br /> | Jul 26, 2021 || 2020.3.10<br /> |-<br /> | Jul 29, 2021 || 2020.3.11<br /> |-<br /> |Feb 6, 2022<br /> |2020.3.12<br /> |-<br /> |Mar 30, 2022<br /> |2020.3.13<br /> |-<br /> |Sep 27, 2022<br /> |2020.3.14<br /> |-<br /> |Oct 12, 2022<br /> |2020.3.15<br /> |-<br /> |Oct 20, 2022<br /> |2020.3.16<br /> |-<br /> |Sep 22, 2022<br /> |2020.3.17<br /> |-<br /> |Mar 21, 2023<br /> |2020.3.18<br /> |-<br /> |Feb 27, 2025<br /> |2024.1.1<br /> |-<br /> |Sep 18, 2025<br /> |2024.1.2<br /> |-<br /> |Nov 2, 2025<br /> |2024.1.3<br /> |-<br /> |Jan 21, 2026<br /> |2024.1.4<br /> |-<br /> |Mar 22, 2026<br /> |2024.1.5<br /> |}<br /> <br /> == Cycled default airports ==<br /> <br /> FlightGear did not start changing the default airport until version 2016.1 was released. At that time, the idea was that each new release would have a new default airport. This chart lists the default airports since 2016.1 was released. Since 2018.1, the selection of a new default airport has been changed so that a new airport is selected for each new major version release instead of for each minor version release.<br /> <br /> {| class=&quot;wikitable&quot;<br /> |-<br /> ! Release !! ICAO !! Default Airport<br /> |-<br /> | 2016.1 || [[KSFO]] || San Francisco ''(transition)''<br /> |-<br /> | 2016.2 || [[LEBL]] || Barcelona<br /> |-<br /> | 2016.3 || [[SBRJ]] || Rio de Janeiro<br /> |-<br /> | 2016.4 || [[LSZH]] || Zürich<br /> |-<br /> | 2017.1 || [[ENBR]] || Bergen<br /> |-<br /> | 2017.2 || [[KBOS]] || Boston<br /> |- <br /> | 2017.3 || [[LKPR]] || Prague<br /> |- <br /> | 2018.1 || rowspan=&quot;4&quot; | [[PHNL]] || rowspan=&quot;4&quot; | Honolulu<br /> |- <br /> | 2018.2 <br /> |- <br /> | 2018.3 <br /> |- <br /> | 2019.1 <br /> |- <br /> | 2020.1 || rowspan=&quot;3&quot; | [[BIKF]] || rowspan=&quot;3&quot; | Keflavik<br /> |- <br /> | 2020.2 <br /> |- <br /> | 2020.3 <br /> |}<br /> <br /> == External links ==<br /> * [http://web.archive.org/web/*/http://www.flightgear.org/ Internet Archive: Wayback Machine for http://www.flightgear.org/ ]<br /> * [http://web.archive.org/web/19981212014011/http://flightgear.org/ Old website on December 5, 1998]<br /> * [http://web.archive.org/web/19990209082206/http://www.flightgear.org/Gallery/tucson.jpg link] (&quot;A view from the ground near Tucson, AZ (KTUS)&quot;, old FlightGear screenshot)<br /> * [http://web.archive.org/web/19990209050729/http://www.flightgear.org/Gallery/texture2.jpg link] (&quot;Here's one of the Grand Canyon with a rock face texture. I know this looks funny, but I'm just experimenting here.&quot;, old FlightGear screenshot)<br /> <br /> {{Appendix|2=<br /> * {{wikipedia|FlightGear}}<br /> * [http://www.flightgear.org/proposal-3.0.1 Original Flight Gear Proposal] by David L. Murr (Revision 3.0.1)<br /> * [ftp://flightgear.wo0t.de/flightgear-ftp/ FlightGear FTP Archive]<br /> ----<br /> {{References}}<br /> }}<br /> [[fr:FlightGear history]]<br /> <br /> [[Category:FlightGear]]</div>

Fgf5 https://wiki.flightgear.org/w/index.php?title=FlightGear&diff=143850 2026-04-01T06:14:49Z

<p>Fgf5: /* Aircraft */</p> <hr /> <div>{{Infobox Software<br /> |title = FlightGear Flight Simulator<br /> |logo = FlightGear logo.png<br /> |logosize = 200px<br /> |image = Boeing 777-200ER cockpit.jpg<br /> |alt = The cockpit of the [[Boeing 777-200ER]]<br /> |developedby = FlightGear developers &amp; contributors<br /> |initialrelease = July 17, 1997<br /> |latestrelease = {{current release|full}} ({{#time: j F Y |{{current release|fulldate}}}})<br /> |writtenin = C/C++/Nasal<br /> |os = Windows, macOS, Linux, and FreeBSD<br /> |platform = Cross-platform<br /> |developmentstatus = Active (1996-present)<br /> |type = Flight simulator<br /> |license = [[GNU General Public License]]<br /> |website = http://www.flightgear.org/<br /> }}<br /> [[File:OV10A-NASA-in-action.jpg|thumb|right|270px|NASA [[OV-10]] in FlightGear 1.0]]<br /> '''FlightGear Flight Simulator''' (often shortened to '''FlightGear''' or '''FGFS''') is a sophisticated, free, and completely open-source flight simulator framework, created by volunteers. FlightGear is released under the terms of the [[GNU General Public License]]. FlightGear is mostly written in the C and C++ programming languages.<br /> <br /> Increasingly detailed and realistic versions of FlightGear have been released every year since the project was started in 1996.<br /> <br /> The latest public release is [https://www.flightgear.org/download available as a free download], with easy to install packages for a variety of operating systems including Microsoft Windows, macOS, and Linux.<br /> <br /> == History ==<br /> {{main article|FlightGear History}}<br /> <br /> FlightGear development started with an online proposal in 1996, using custom 3D graphics code. Development of an [[OpenGL]] based version was spearheaded by Curtis Olson starting in 1997. Many people have contributed to the project in the years since its inception.<br /> <br /> FlightGear incorporated other open-source resources, including the [[LaRCsim]] flight model from NASA, and freely available elevation data. The first working binaries, using OpenGL for 3D graphic code, came out in 1997. Enthusiastic development of newer versions for several years resulted in progressively more stable and advanced versions. By 2001, the team was releasing new beta versions regularly, and by 2005, the maturity of software lead to more widespread reviews, and increased popularity. 2007 marked a formal transition out of beta development with the release of version 1.0.0, ten years after FlightGear's first release in 1997.<br /> <br /> [[File:FG-A-10.jpg|thumb|270px|3D Cockpit panel for [[A-10]] in version 1.0.0 in 2008]]<br /> <br /> In 2008, version 1.9.0 of FlightGear included a major change from [[PLIB]] to [[OSG]], which caused the temporarily loss of some features like 3D clouds and shadows, while newly added features, such as particles, imparted another degree of realism to the simulation. <br /> <br /> == Software ==<br /> <br /> The simulation engine in FlightGear is called [[SimGear]]. It is used both as an end-user application and in academic and research environments, for the development and pursuit of flight simulation ideas.<br /> <br /> This customizability of FlightGear is illustrated by the wide range of aircraft models that are available in FlightGear, from [[:Category:Gliders|glider]]s to [[Helicopter]]s, and from [[:Category:Airliners|airliners]] to [[Military aircraft|fighter jets]]. These aircraft models have been contributed by many different people.<br /> <br /> The FlightGear aircraft in general use one of two main flight data models [[JSBSim]] and [[YAsim]]. Currently only one terrain engine is used, TerraGear. Weather effects include 3D clouds, lighting effects, and time of day.<br /> <br /> === Flight Dynamics Models ===<br /> [[Flight Dynamics Models]] (FDM) are how the flight for an aircraft is simulated in the program. FlightGear uses a variety of internally written and imported flight model projects. Any aircraft must be programmed to use one of these models. Currently FlightGear is the only flight graphical flight simulator all the FDM are used for, and UIUC and YASim were developed specifically for FlightGear. <br /> <br /> Early version used a FDM based on [[LaRCsim]] by NASA, which was replaced with more flexible FDM. <br /> <br /> * [[JSBSim]] - the default flight dynamics model software since 2000.<br /> * [[YASim]] - another FDM using different calculation method. Introduced starting in 0.7.9 in 2002.<br /> * [[UIUC]] - developed by the UIUC Applied Aerodynamics Group at University of Illinois at Urbana-Champaign, also made use of LaRCsim. Once being widely used, it is nowadays longer included in FlightGear by default.<br /> * FlightGear can also be setup to render using inputs from an external FDM source, such as from [[MATLAB]].<br /> * Other custom FDM for a specific aircraft type have been written, such as for lighter than air aircraft.<br /> <br /> === Aircraft ===<br /> {{Main article|Table of models}}<br /> <br /> FlightGear started out with one aircraft included in NASA's LaRCsim, a Navion, which was replaced by a [[Cessna 172]] by 2000. UIUC as well as JSBsim development brought several more aircraft with them, as did the development of YASim which have since become the main FDM used in FG. Over 400 aircraft in more than 900 unique liveries, are available for version 2.12, although only a few are included in the base package.<br /> <br /> [[File:EHAM.jpg|thumb|270px|[[Boeing 737-300|Boeing 737]] docked in the [[EHAM]] scenery]]<br /> <br /> === Scenery ===<br /> {{Main article|Scenery}}<br /> FlightGear's [[world scenery]] project contains elevation and landclass data of the entire world. Objects -like terminals, windmills and bridges- are collected in the [[FlightGear Scenery Database|Scenery Database]].<br /> <br /> === Networking and multi-display ===<br /> Several networking options allow FlightGear to communicate with other instances of FlightGear. A [[Howto:Multiplayer|multiplayer]] protocol is available for using FlightGear on a local network in a multi aircraft environment. This could be used for formation flight or [[ATC|control tower]] simulation. Multiplayer was soon expanded to allow playing over the internet. Other features include a Google maps based moving up that allows users to observe where other players are.<br /> <br /> Several instances of FlightGear can be synchronized to allow for a multi-monitor environment. If all instances are running at the same frame rate consistently, it is possible to get good and tight synchronization between displays.<br /> <br /> ==Applications and usages==<br /> {{Main article|Professional and educational FlightGear users}}<br /> FlightGear has been used and is being used in a wide range of projects in academia, industry (including NASA) and home-built cockpits.<br /> <br /> == External links ==<br /> {{Main article|Links}}<br /> * [https://www.flightgear.org Official website]<br /> * {{forum link|text=Forum}}<br /> * {{tickets|Bug tracker}}<br /> * [https://www.flightgear.org/blog/proposal-1-0/ Original FlightGear proposal]<br /> * {{Wikipedia|FlightGear}}<br /> <br /> [[Category:FlightGear]]<br /> <br /> [[ca:FlightGear]]<br /> [[de:FlightGear]]<br /> [[es:FlightGear]]<br /> [[fr:FlightGear]]<br /> [[it:FlightGear]]<br /> [[nl:FlightGear]]<br /> [[pl:FlightGear]]<br /> [[pt:FlightGear]]<br /> [[pt-br:FlightGear]]<br /> [[ru:FlightGear]]</div>

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