One way student pilots demonstrate the subject matter expertise required to hold a private pilot license (PPL) is by taking and passing a written exam. Some of the topics on this exam are particularly challenging, and certain questions tend to be answered incorrectly more than others.

What Is the Private Pilot Knowledge Exam?

The written exam, known as the PAR (private pilot airplane) or PPL written, is a multiple-choice timed knowledge test. Student pilots take this test after completing ground school. The written test is taken at a computer testing center and requires an endorsement from a CFI stating the student is ready to take the test.

How Many Questions Are on the Private Pilot Written Test?

The multiple-choice computer-based test includes 60 questions with three answer choices per question. Test takers are given 120 minutes to complete the exam. Once the exam is complete or the clock runs out, the test is automatically scored and results are printed at the testing center.

How to Pass the Private Pilot Written Test

You must answer at least 70 percent of FAA private pilot written exam questions correctly to pass. Since the PPL test includes 60 questions, at least 42 of your answers need to be right. Although the test is challenging, the PAR (Private Pilot Airplane) written exam has a 90 percent pass rate with an average score of 82 percent, according to the FAA’s 2023 statistics report.

How to Prepare for the Private Pilot Written Test

One of the best ways to get ready for the FAA PPL written exam is to complete a ground school course. Depending on where you do your flight training, your flight school or flight instructor may provide ground instruction as part of your training syllabus.

If ground school isn’t included in your training program, it’s a great idea to go through a reputable online program on your own. There are many self-paced online courses that teach all the basic concepts needed to pass your written test and be a safe pilot.

10 Hardest Questions on the PPL Written Test

While everyone will have their own unique challenges with ground and flight training, some training topics are more universally misunderstood than others. Also, some test questions are more complicated than others. They may involve charts or data, which can be time-consuming to work through, leaving more room for error.

The actual questions found on the exam and in private pilot written test prep materials are copyrighted. Consequently, while the following example questions are emblematic of those most frequently missed, they are not the exact ones you should expect to find on your PPL written exam. Regardless, if you’re looking for information on how to pass the private pilot written exam, our advice is to pay extra attention to these areas. 

1. Weather Report Interpretation

Weather interpretation is an important skill all pilots must develop to make safe and smart decisions. Decoding and interpreting weather reports can be tough in the beginning, but it’s best to start getting comfortable with the language now. There will likely be at least one or two coded reports on your written exam.

The best way to learn how to decode a meteorological aerodrome (or meteorological terminal air) report (METAR) is to pull up a decoder tool and work through sample reports section by section. You can also use the Weather Center METAR finder to generate real-time reports. 

First, give it your best attempt at decoding unassisted, but if you get really stumped, you can use the decoder for clarity. Obviously, you won’t be able to use a decoder in the exam, so it’s important not to become overly reliant on this tool. 

For extra support with METARs and weather interpretation, King Schools offers an 80-minute training workshop, exclusively on this topic. Check out more King Schools training programs here.

Example question: The remarks section of a METAR report reads RAB28. What does this mean?

2. Airspace Identification and Required Equipment

Written test questions about airspace and sectional charts are designed to test your ability to navigate safely and legally through the skies. Different classes of airspace have different rules, and it’s important to be familiar with the requirements for all airspace types.

To practice for these types of questions, pick an airport on a sectional chart and identify all layers of airspace from the surface to the top of the atmosphere. Check your work with a digital sectional like SkyVector or ForeFlight, or ask a CFI if you’re not sure.

Example question: Identify the airspace over X airport. (A reference image will be provided during the test.)

3. Center of Gravity Graphs and Tables

Weight and balance questions are a test of a pilot’s ability to load their aircraft correctly. Airplanes have a weight limit, and limitations on where weight is placed.

One step that can sometimes get missed on these types of questions is scanning the given chart or graph for all available information. For example, you’ll usually need to reference the chart to find the empty weight of the airplane, and add that to the weights provided in the question. If you add only the given weights (usually weights are defined for pilot, passengers, fuel, and cargo), the total will be far too low and your answer won’t make sense.

Another mistake that is often made here is forgetting to convert the fuel amount from gallons to pounds. Aviation fuel weighs six pounds per gallon. In the example below, the given fuel amount is 50 gallons, but you’ll need to know the weight. The weight (gallons x six pounds. = Weight) is 50 x six, or 350 pounds.

Platforms like Gold Seal and ASA offer some great resources within their ground school program to help students understand and practice weight and balance questions.

Example question: Find the location of the center of gravity on an airplane loaded with the following weights: 

Pilot = 200 pounds 

Passengers in the aft position = 300 pounds 

Baggage = 100 pounds

Fuel = 50 gallons 

(A chart or graph will be provided to plot this information.)

4. Density Altitude

Questions about density altitude range from computing the effects of changes in air temperature to evaluating the best response in a given flight scenario. The important thing to remember with these questions is that density altitude changes inversely with altitude. As altitude increases, density altitude decreases.

Make sure to bring an E6B flight computer into your exam in case you need to calculate density altitude or find a temperature conversion. Sporty’s electronic E6B is an approved tool you can take into the exam and is faster and easier than the classic sliding E6B.

Example question: How does an increase in temperature from 30 degrees Fahrenheit (F) to 45 F affect the density altitude if the pressure altitude remains at 4,000 feet msl?

5. VFR Weather Minimums

It can be tough to keep all of the different requirements straight when it comes to visual flight rules (VFR) weather minimums. Each class of airspace has its own rules, and sometimes the rules change for night vs. day flying. 

A great visual aid to study is Rod Machado’s VFR triangle, check out his training programs! It can be particularly helpful if you’re a visual learner and would like to see the information rather than just reading it out of a textbook.

Example question: What is the minimum distance from clouds required in VFR flight at night in uncontrolled airspace at 9,500 feet msl?

6. Time En Route Calculations

Similar to density altitude calculations, time en route calculations can be done on an E6B flight computer. These questions are easy to miss if you aren’t careful with the many variables and conversions that go into solving the problem. 

Some questions will also intentionally include additional information that isn’t necessary to solve the problem. Don’t let this confuse you. If information doesn’t seem relevant to a question, it may have been added as a distraction.

Example question: How long will it take to travel 35 nautical miles at a ground speed of 105 knots?

7. Landing and Takeoff Distance Calculations

Questions about takeoff and landing distance will almost always be paired with a relevant performance graph. These graphs will look very similar to graphs found in your aircraft’s pilot operating handbook that are used for flight planning. You’ll need to know how to calculate and plot information on these charts accurately to understand how much space you actually need to land and takeoff.

As with other chart- and graph-based questions, overlooking information is a common mistake. There are usually prescribed conditions that are important for an accurate result.

Example question: What is the total distance required for takeoff? (A graph will be provided, and the question will offer details about weather and the aircraft.)

8. VOR Indications

Some VHF omnidirectional range (VOR)-related questions ask you to identify your position on a map based on the indication on the instrument. A great way to better understand these types of questions is to see the VOR in action, either in the airplane, or via simulation. 

You don’t need a full sim to practice using VORs, though. Download a desktop or mobile app, and change up the variables in a controlled environment.

Example question: When using a VOR test signal, if the course deviation indicator is centered, what should the to/from indicator display?

9. Stall Speed

If aerodynamics have your head spinning, you’re not alone. Questions about load factor, stall speed, and center of gravity can appear in the form of charts, graphs, and scenarios.

Visualizing how aerodynamic forces are working on an aircraft can be a powerful way to wrap your head around these types of problems. Courses like those offered by Angle of Attack provide visual examples and explanations of basic aerodynamic principles and more advanced concepts.

It’s helpful to get the same information in multiple ways to create a more well-rounded picture. If staring at the load factor chart just isn’t making it all come together, try watching some videos about wind tunnels, Bernoulli’s principle, and the critical angle of attack.

Example question: What happens to the stall speed of an aircraft when its weight increases?

10. Aircraft Systems and Flight Instruments

If you are taking the written exam before starting any kind of flight training, you might find instrument and system questions particularly challenging. They do become easier with time and experience, but when you’re brand new to flying, the information can be hard to grasp. 

Fly 8MA has a free introductory ground school course full of informative videos, some of which explain and show actual flight instruments and systems. Watching instruments and systems in action will help you understand how they function.

Example question: Which instruments would be affected if the static port became blocked?

Plan to Pass the Private Pilot Written Exam

The best way to prepare for this test is to set a date, ideally no more than two to four weeks after finishing ground school while the material is fresh in your mind. Once you’ve set that date, devote regular time to study and run through practice questions to make the certification process that much smoother, and your flying that much safer.

And keep in mind that regardless of whether you’ve already started flight training, going through an approved ground school will set you up for success— both in the airplane and on your PPL exams. 

FAQ

How much is a PPL written test?

The PPL written exam costs $175 for both first-time tests and retakes. If a passing score of at least 70 percent isn’t reached on the first try, it will cost $175 to retake it.

Is the PPL exam hard?

The written exam is challenging and requires a lot of study and preparation ahead of time. Still, if you take your studies seriously, you have a good chance of passing on the first try. The FAA reports a 90 percent pass rate on the PPL written exam.

Where can I take the FAA written exam?

To sign up to take the written exam, first create an account with FAA PSI Exams. Once your account is set up, you can select the exam type (the three-letter code for private pilot certification is PAR) and choose a testing location near you. Exam slots only open up to two weeks in advance, so it’s best to wait until you’re ready to take the exam before scheduling a time.

The post What Are the 10 Hardest FAA Private Pilot Written Exam Questions? appeared first on Plane & Pilot Magazine.

PLBs are emergency devices that transmit distress signals via satellite. Pilots carry PLBs as a last-resort distress signal. If an aircraft crashes or becomes stranded, activating the PLB alerts search and rescue authorities.

Satellite messengers, on the other hand, allow customized two-way messaging via satellite networks. Pilots can use satellite messengers for emergency and non-emergency communications, trip planning, and keeping connected in remote areas. They provide SOS capabilities, location sharing, and text messaging.

Keep reading for a side-by-side comparison of the best PLBs and satellite messengers on the market today, and explore their crucial role they play in aviation safety.

Quick Look: 5 Best Personal Locator Beacons & Satellite Messengers

• Best for ruggedness: ACR ResQLink 400
• Best for simplicity: McMurdo FastFind 220
• Best for affordability: SPOT Gen4
• Best for compact size: Garmin inReach Mini 2
• Best for all-in-one features: Iridium Go!

Top PLB & Satellite Messenger Options

PLBs and satellite messengers are essential items for any survival kit and could save your life in an emergency. Let’s explore the different PLBs and satellite messengers available on the market today.

ACR ResQLink 400

The ACR ResQLink 400 PLB utilizes a built-in GPS paired with a 406 MHz transmitter and can alert search and rescue teams around the world of the current location within minutes of activation. The PLB works with the next generation MEOSAR satellite system for faster alerting times. It is compatible with both the U.S.’s GPS and the European Galileo system for precise position fixes. The unit’s rugged build includes a built-in antenna and single SOS button activation.

Best for: Ruggedness

Features:

• PLB/satellite messenger: PLB
• Satellite network: Cospas-Sarsat, MEOSAR
• Subscription plan: No
• Battery life: 5 years, 24+ hours of operational life
• Waterproof: Yes, up to 10 meters
• Additional features: Small and lightweight; global coverage

Disadvantages:

• Does not allow for two-way messaging
• Once activated, the unit cannot be reset or reused
• Replacing the battery can be costly compared to rechargeable alternatives
• Manual, instead of automatic, activation is required during an emergency

Price: $369.95

McMurdo FastFind 220

The McMurdo FastFind 220 is a simple, user-friendly PLB. It can transmit continuously for a minimum of 24 hours on both 406 and 121.5 MHz. The unit is waterproof up to 10 meters and comes with a flotation pouch and lanyard. An LED strobe flashes SOS in Morse code when activated. If registering the unit outside of the U.S, the McMurdo Fast Find 220 PLB — Programmed for Rest of World Registration version must be purchased.

Best for: Simplicity

Features:

• PLB/satellite messenger: PLB
• Satellite network: Cospas-Sarsat
• Subscription plan: No
• Battery life: 6 years, 24+ hours of operational life
• Waterproof: Yes, up to 10 meters
• Additional features: Accelerated location detection; LED SOS Morse code flashlight installed

Disadvantages:

• Does not allow for two-way messaging
• Once activated, the unit cannot be reset or reused
• Replacing the battery can be costly compared to rechargeable alternatives
• Manual, instead of automatic, activation is required during an emergency

Price: $254.99

SPOT Gen4

The SPOT Gen4 is a Globalstar-based satellite locator and messenger that straddles the line between satellite messenger and basic PLB. It can be used to send an SOS alert to the emergency network, a standardized all-okay check-in, or a help message to personal contacts. Outgoing messages and personal contacts are pre-programmed by logging into a personal online account, so they cannot be changed without internet access. 

Best for: Affordability

Features:

• PLB/satellite messenger: PLB with one-way messaging
• Satellite network: Globalstar
• Subscription plan: Yes, activation fee applies; monthly and annual contract plans available
• Battery life: 4 AAA batteries, which are good for roughly 1,200 check-in messages, or approximately 436 hours when set to 10-minute tracking intervals
• Waterproof: Yes, up to 1.5 meters
• Additional features: Dust-resistant; progress tracking feature available

Disadvantages:

• Requires a subscription to function
• Satellite tracking interruptions due to obstructions
• Pre-set messaging available only
• Only sends messages; it does not receive them

Price: $149.95

Garmin inReach Mini 2

The Garmin inReach Mini 2 is a compact, lightweight satellite communicator that enables two-way messaging and interactive SOS globally. An active satellite subscription is required. TracBack routing is available to allow the user to navigate back to where they started. A digital compass is available to get accurate heading information. 

Best for: Compact size

Features:

• PLB/satellite messenger: Satellite messenger
• Satellite network: Iridium
• Subscription plan: Yes, activation fee applies; monthly and annual contract plans available
• Battery life: 14 days in 10-minute tracking mode
• Waterproof: Yes, up to 1 meter
• Additional features: Larger, easy-to-read color screen; TracBack routing feature available; Explore app integration available to plan routes, share locations, and access maps; USB-C battery charging available; integrated GPS tracking, weather updates, and messaging capabilities; emergency SOS messaging available

Disadvantages:

• Subscription is required to access the satellite network and messaging features
• Limited battery life when using added tracking and messaging features
• Fastening design can unexpectedly open, potentially resulting in a lost device

Price: $399.99

Iridium GO!

The Iridium Go! satellite Wi-Fi hotspot has even more functionality than the standard satellite messengers. This feature-rich unit provides internet via satellite. Although the subscription plans can be expensive, the unit’s capability is hard to match. Iridium GO! enables a personal smartphone to call and text messages from just about anywhere in the world via the Iridium satellite network. The until is compatible with both Apple and Android products.

Best for: All-in-one

Features:

• PLB/satellite messenger: Satellite messenger
• Satellite network: Iridium
• Subscription plan: Yes, activation fee applies; monthly and annual contract plans available
• Battery life: 5.5 hours of talk time and 15.5 hours of standby time
• Waterproof: Yes
• Additional features: Intuitive color touchscreen and built-in voice calling; flip-up antenna provides reliable satellite connectivity; can connect to five mobile devices within a 100-foot radius via Wi-Fi; global coverage; able to access select email, chat, social media, weather, and light web-browsing apps; rechargeable Li-ion battery

Disadvantages:

• The data speeds are relatively slow, which makes it less suitable for bandwidth-intensive tasks like streaming or large file transfers
• Both the initial purchase cost and airtime minutes can be expensive, especially for frequent or heavy data users

Price: $925.00

How Do Personal Locator Beacons Work?

A personal locator beacon is a compact, portable device designed to send out an emergency distress signal in life-threatening situations. When activated, a PLB transmits a powerful distress signal on the 406 MHz frequency. This signal is picked up by a network of satellites, which then relays the information to local search and rescue teams.

A PLB is especially useful in remote areas where traditional communication methods like cell phones may be unreliable. It is accurate, portable, and cost-effective. Some newer PLBs also integrate GPS position data into the distress signal, narrowing the search area to roughly the size of a football field. This means that a PLB can be a crucial lifeline in case of an emergency if you’re flying over remote terrain.

Emergency Locator Transmitters

In 1973, after the disappearance of a Cessna 310 on a flight from Anchorage, Alaska to Juneau, Alaska, the Federal Aviation Administration (FAA) began requiring the installation of emergency locator transmitters (ELTs) in almost all aircraft.

Unlike PLBs, ELTs are units permanently installed on an aircraft. But similar to PLBs, they are designed to automatically activate in the event of an aircraft accident and send out a signal to search and rescue crews.

ELTs are also registered to their owners, allowing emergency responders nearly immediate access to information about who they’re looking for. They transmit a distress signal on the 406 MHz frequency.

Basic Emergency Beacon vs. Satellite Communicator

PLBs were approved for use in the U.S. in 2003. PLBs transmit a personalized signal on 406 MHz, an international distress frequency that can be received by the COSPAS-SARSAT satellite constellation. The National Oceanic and Atmospheric Administration (NOAA) monitors the system in the U.S, including PLB registration. That registration is good for two years and is required by law. One of the benefits of registration is that any distress signal will identify the owner and their personal info to search and rescue personnel.

PLBs fall into two general categories:

• Basic emergency beacon: A basic emergency beacon is an emergency device that uses satellite technology to transmit a distress signal to search and rescue teams in case of an emergency. It is typically a one-way communication (SOS only) device. A basic emergency beacon does not require a subscription unless it offers upgraded features, such as one-way messaging.
• Satellite communicator: A satellite communicator allows two-way, customized communication. It improves emergency response by enabling communication beyond cell signals. It offers features like text messaging, tracking, and SOS capabilities. A satellite communicator requires a subscription.

Tips for Choosing the Best PLB or SAT Communicator

There are several considerations to keep in mind when choosing the best PLB or SAT communicator. From distress signal strength and reliability to budget considerations, there is a tool to meet every pilot’s unique mission.

Distress Signal Strength and Reliability

PLBs are designed to send out a distress signal when activated. This signal is crucial for alerting search and rescue services. A strong signal ensures faster detection and response while guaranteeing that help can be summoned promptly even in the most remote locations. PLBs are built to withstand harsh outdoor conditions, but regular maintenance and testing are crucial to guarantee their reliability during emergencies.

Battery Life: Ensuring Longevity in Emergencies

Having a reliable device with sufficient battery life can be a lifesaver during emergencies. Here are several battery life-related factors to consider when choosing a PLB:

• Standby mode: If you never have to activate your PLB, it can last anywhere from months to years without needing replacement or recharging.
• Operational mode: When activated, a PLB should work continuously for at least 24 hours, as required by law. Some devices can last longer—up to several days or weeks—depending on usage and operation.
• Battery longevity: Always check your device’s specifications and follow manufacturer guidelines for battery charging, maintenance, and replacement.

Satellite Network: Coverage and Accessibility

Having a reliable PLB with global satellite coverage ensures that help can reach you even in the most remote areas. Pay attention to the following as you evaluate your options:

• Global coverage: When activated, PLBs transmit a signal that can be detected worldwide by the international satellite system. This means your beacon can be activated from anywhere on Earth’s surface, whether you’re traveling by air, land, or sea.
• Emergency response: PLBs use satellite technology to send distress signals to emergency services, alerting them to your location and need for assistance. The signal relays GPS data, providing precise coordinates to local search and rescue teams.
• Network reliability: Different PLBs use various satellite networks. For truly worldwide coverage, COSPAS/SARSAT and the Iridium network are the best options. Globalstar, employed by SPOT devices, provides more regional coverage.

SOS Only vs. Two-Way Messaging

An SOS only device is designed solely for emergencies. When a pilot activates the SOS button, the unit transmits a distress signal to rescue services. An SOS only device is simple, lightweight, and reliable for critical situations. However, it offers limited communication as there is no custom messaging or interaction beyond the SOS signal.

A two-way messaging unit, on the other hand, allows pilots to communicate directly with rescue teams. It allows pilots to send and receive messages, explain their situation, and get advice. Two-way messaging enhances communication and coordination during emergencies. However, these devices tend to be slightly heavier and more complex than the SOS only units.

Subscription Requirements: What You Need to Know

A PLB does not require a subscription unless it is a device that also offers messaging capabilities. SAT communicators, on the other hand, require ongoing payments to keep them operational, including:

• Activation fees: Most services have activation fees when starting or resuming service.
• Monthly/Annual fees: Monthly or annual subscriptions are available and can be selected based on your individual needs.
• Additional charges: Depending on your plan, you might incur additional charges unless you’ve selected an unlimited option.

Budget Considerations

The average cost of a PLB/SAT communicator typically ranges from $200 to $500. The cost of the unit ultimately depends on every pilot’s unique needs and the unit’s functionality. A simple PLB with SOS signaling only costs much less than an advanced SAT communicator with a global hotspot. 

While a PLB does not require a subscription beyond the initial unit cost, a SAT communicator requires additional subscription fees, as already described.

Choose Your Personal Locator Beacon Wisely

If you are simply looking for a solid backup to an aircraft ELT, a basic PLB is the best way to go. Little maintenance is required, and the price for most models is reasonable. Given the similarity in cost, deciding between basic PLB models is largely a matter of picking which features and operating styles you prefer, such as waterproofing and protection against accidentally transmitting distress signals while testing the unit.

For pilots planning more extensive backwoods travel or flying over sparsely populated terrain, satellite messenger functions can offer a lot of safety options geared specifically for trips away from cell phone reception. It’s up to you to choose the device that will meet your unique needs.

FAQ

Do personal locator beacons require a subscription?

Personal locator beacons (PLBs) do not require a subscription. However, some models that offer upgraded features, such as messaging, may require an annual subscription.

What is the difference between a personal locator beacon and SAT phone?

A personal locator beacon is strictly for emergencies as it sends a one-way distress signal to rescue authorities without requiring a subscription. A SAT phone sends an SOS signal, offers communication and navigation options, and requires a subscription.

Does a PLB work everywhere?

Yes, a PLB works globally.

The post Best Personal Locator Beacons & Satellite Messengers appeared first on Plane & Pilot Magazine.

• READ MORE: Geeky Pilot Product Review: Sporty‘s PJ2 Handheld Radio

Seamless Backup

If you’re building a modern panel, you’ve likely thought about panel accessories like power ports—including a single-plug LEMO headset interface for at least the pilot and copilot audio jacks. The LEMO interface is convenient because it not only reduces the headset audio cable from two to one but also provides ship’s power input for an ANR headset.

Bose and Lightspeed, to name two manufacturers, offer LEMO options for their headsets, and the single-plug power and audio cable makes for a cleaner interface and eliminates the batteries in the headset. LEMO has become a popular configuration over the years both for OEM and aftermarket applications.

Priced at $279, the L6 is tightly designed around the decent-performing PJ2+ rig, which is priced the same and is still in the Sporty’s radio lineup. In our long-term testing we’ve found the PJ2+, with its 6-watt transmitter and noise-limited circuit, to be a good value and a good choice for emergency backup. Connect the radio to an external antenna and you’ll communicate with similar performance as a panel radio. But you won’t plug a twin-plug GA headset into the L6. It caters strictly to the LEMO interface and powers the ANR headset through the single-plug LEMO connector, which plugs in at the top of the radio’s chassis.

The L6 also has an onboard USB-C connector for plugging in a 2.4-amp power supply. This USB port can bypass the batteries, but for power supplies that output less than 2.4 amps, the radio won’t transmit—only receive. The L6 requires six AA alkaline batteries when not plugged in to external power.

Worth mentioning is the independent volume and squelch controls on the new L6, replacing the single stalk control that’s on the PJ2+. We found the dual controls much easier to deal with.

Performance, Features

We tried the new L6 side by side with the PJ2+ radio and found nearly identical receiver and transmitter performance. It has the same 1.5- by 1.63-inch LCD display and an auto-lit keypad, plus it sits in the exact same chassis as the PJ2+. Like the PJ2+, the L6 has a 3.5-mm earbud jack that disables the radio’s internal microphone and speaker. It also has 20-frequency storage and scanning, a dedicated 121.5 key, active/standby frequency flip-flop and a NOAA weather radio band.

Sporty’s says battery endurance will vary depending on how much you transmit, but for powering a LEMO-equipped headset and using the radio for normal transmitting and receiving, you can plan on between 5 and 10 hours of battery life. We used the L6 with a new Bose A30 (and older A20) and a couple of Lightspeed models, including the new Delta Zulu. But there’s a caveat.

Sporty’s said that there might be some interference issues when transmitting when connected to a Lightspeed Delta Zulu (and some other non-TSO models without shielded cables). What can happen is the cabling acts as a transmitter—perhaps only happening on certain frequencies. We didn’t experience any issues in our evaluation, but Sporty’s provides ferrite grounding beads for users who do have a problem. Simply position the ferrite bead near the LEMO plug, or absent a bead, you can wrap the headset audio cable around the radio’s rubber antenna for better grounding.

The first ever portable radio with a direct plug-in LEMO headset interface, we think Sporty’s has another smart product in the L6.

Visit www.sportys.com for more information.

This article first appeared on KITPLANES.com.

The post Sporty’s L6 COM Radio Review appeared first on Plane & Pilot Magazine.

Everybody has memories of the original Microsoft Flight Simulator software versions. Then not too many years later, computer programmer Austin Meyer developed his Archer II simulator which morphed into the famous X-Plane simulation program we fans have grown to know and love. Today, when talking of PC civilian sims, most of us immediately think of just two. MSFS2020 and X-Plane 12 dominate the market. However, others exist for military and civilian fans and won’t be neglected in future articles.

But I want to focus on how both X-Plane and MSFS can benefit newly certificated pilots and students alike, so I will look at a few scenarios the fairly new pilot would benefit from flying virtually in a snapshot of both sims, both pros and cons.

Slow Flight, MCA, Stalls, and Spins

For this scenario, I started by using X-Plane 12, basing the simulation at Alpine Airport (46U) in Wyoming, for a somewhat high-altitude challenge (airport elevation is 5,600 feet msl), along with variable weather conditions. After starting up the Cessna 172XP in a realistic manner—partially leaned for takeoff and using live weather—I climbed up over the local area to roughly 2,000 feet agl to practice slow flight and minimum controllable airspeed (MCA). I noticed the X-Plane 12 Cessna handled all this quite realistically from what I remember years ago as a CFII: full flaps, with speeds in the 50- to 60-knot range. Then I flew some MCA with the stall horn beeping and mushing controls, watching the vertical speed indicator stay at zero with power but not too much back pressure to induce a stall—just an aerial dance of working feet, pitch, and throttle.

Slow flight and MCA were extremely realistic and accurate in XP12 as if the aircraft was alive and reacting to the world as it should.

Soon I decided to go all the way into some stalls at a fairly unsafe altitude. At only about 1,500 to 2,000 agl, I started with power-off and power-on stalls, both in turns and straight ahead. Then it was time to see if the airplane spins as I remember from CFI training days. The feeling of the flight model during this was very high and precise.

Power to idle, then back pressure into a squealing stall horn and a turn rolled me rapidly into a left-hand spin—shockingly real and startling.
Sure enough, the back pressure in a turn did the trick, with a fully breaking stall—horn screaming—and bam, the rapid roll into a spin was shockingly real. The recovery inputs felt natural and realistic—slightly sloppy but well modeled—and I recovered at about 300 agl after probably two rotations. It’s certainly not the way we teach in the real world, but having poor risk management skills is the norm on a PC. The fluidity of X-Plane 12 aerodynamics is on full tilt here.

I tried the MSFS2020 Cessna 172XP, at the same airport for the same tests, and the same live weather, only this time as MSFS interprets it.

MSFS never used to model spins nor have a really high-fidelity flight model, but in this test the modeled airplane produced a realistic spin. This was prompted by a power-on stall that resulted in a rapidly winding spin. Sounds of the stall and spin were pretty much on par with X-Plane 12, with the exception being the stall horn X-Plane 12 sounded more realistic and dynamic.

Once airborne in the MSFS 172, I tested slow flight, MCA, and spins in the same manner. Where the MSFS franchise was never known for realistic flight modeling in the past, it is clear this newest version represents a breakthrough. It felt very similar to X-Plane 12’s reactions, with still a wee bit of the “flying-on-rails” feeling we know from previous MSFS versions—but a massive improvement overall in flight modeling for this scenario. I was impressed it spun—and spun well. Recovery was realistic and responsive.

Failure and Emergency Training Scenario

No pilot training would be complete without failure and emergency options, and this is where X-Plane has always smashed the competition, with hundreds of possible failures and emergencies you can either precisely set to occur or randomize each and every option for a nerve-wracking experience.

In this example, I set up a bird strike to occur at exactly 200 feet agl. Despite this setup, I was still startled when it happened. The results were unknown until the engine oil pressure and temperatures started trending to the bad side. I cheated by looking outside and was shocked to see fire and smoke trails.

The scenery is compelling, but the overall lack of failure scenarios and a slightly less fluid flight model makes the emergency practice slightly less beneficial and startling. It’s too predictable since you must pretend a failure or emergency is unfolding. But the visual beauty and accuracy of the world around you are awesome. You’ll gain knowledge, crisis handling, and emergency off-airport planning in either sim.

The birds came out of nowhere fast in the simulation. I had nowhere to go and was coping with a big startle factor at that. You could cope in real life far better by having had the ability to experience that sudden event in simulation.

This engine had really taken a hit. Time to secure and shut down or choose to delay your response to see what might happen next.
I aimed for a road along the shore with some scrubby areas that could provide a safe landing site, although there were houses and bigger trees at the far end of the view.

With a comparable setup in MSFS2020 but without failure modeling, I cut the engine at a similar location and altitude. The scenery is more realistic as it’s based on true Earth images that load by default as you fly. Subscribing to Ortho scenery photorealistic terrain is possible on X-Plane 12 as an option.

I made a safe touchdown in MSFS in a grassy area, dodging road traffic. This is where MSFS takes the cake, “off-roading” with very photorealistic scenery by default. X-Plane will provide similar scenes via downloads and simple installations but by default isn’t as sharp as MSFS.

Convective Dangers and Weather Modeling

Simulating thunderstorms is a thrill, especially when the danger and risks involved can be simulated realistically. Fortunately, both simulations do this quite well now—a new breakthrough for MSFS and an old tried-and-true risk/danger model for X-Plane reworked and improved for X-Plane 12. I manually set up thunderstorms to begin developing, with a trend toward deteriorating weather, so storms would slowly increase in coverage and intensity, making for some cloud shots as well as danger. I know X-Plane has an advantage here.

I looked toward the bad weather and compared it to what I saw on ForeFlight. It’s easy hooking up any X-Plane session to ForeFlight to get the exact thing you’d see in real life. ForeFlight can be added to X-Plane 12 readily.

The depiction on radar, based on my area, was pretty realistic, I must say. What I really wanted to test was the weather over time, and a particularly fun exercise in X-Plane 12 is to park somewhere, use the outside view, and watch and wait. You’ll see and hear the weather forming around you and moving in.

MSFS does something similar, yet I felt the special effects, especially the audio world of these storms approaching, in X-Plane 12 was a bit more dramatic. The things that really caught my attention were the violent wind and rain noises. The rain sounds in X-Plane 12 are loud, especially in flight. Hitting rain at twice highway car speed is dramatic; at 500 knots in a jet it is mind-blowing. I recall once icing up so severely during an X-Plane 12 session that I had to set it down in the bush, with smoke billowing about. I waited, listened, and heard severe wind, rain, and hail lash the cockpit. The water was pouring over my view outside my broken world. The view out the window was scary, and I was trapped and needed rescue.

Iced-over windows as thunderstorms in high altitudes can quickly turn rain into snow and hail as happened to me in this manually set scenario.

What is this?! I had left for lunch while “tied down” as storms were approaching only to return to my horror to see the severe weather had dropped the temperatures from 20 degrees Celsius to about 5 degrees with snow or hail covering the ground. The windows actually had some ice clearly on them. The airplane had been blown far off the ramp into the grass. What amazing realism, danger, variability, and great fun this was. I wish I had stuck around to watch. On second thought, another advantage in X-Plane 12 is replay mode.

Convection building in MSFS2020 is okay. There are great skies and graphics for sure—just slightly less exciting and it just quite doesn’t have that feeling of danger I got with X-Plane 12.

Both sims have amazing weather. The realism of storms in X-Plane 12 wins in my opinion. The turbulence and dangers are genuine, with consequences. The daytime chop, thermals, and under-cumulous base roughness are all better modeled in MSFS2020, which recently had a massive weather engine redo. The cloudscapes and textures looked almost photorealistic in MSFS currently and are beautiful, but thunderheads in X-Plane 12 form, tower up, and stand more realistically than MSFS.
In X-Plane 12, using live weather was far too smooth in thermals, or sunshine versus shade. I felt that a few jumps, jarring, and/or nauseating motion was needed in X-Plane 12 when flying on a sunny day down low. All this can be tweaked by manually setting conditions.

Our two front-runner civilian sims undergo frequent enhancements and refinements. By using either sim or both, as many of us do, any level from beginner to airline pilot can find something to enjoy and use as a tool of proficiency, exploration, and adventure.

There’s never been a better time in the past 40 years to enjoy this hobby since almost daily there’s something new to discover.

The hottest links to visit often for X-Plane and MSFS include www.x-plane.to, www.x-plane.org, and www.flightsim.to. Don’t forget to grab the Honeycomb Starter set from our friends at Sportys as well to launch your sim into the next level of realism and precision.

Finally, I am a huge advocate of both XPRealistic and FSRealistic add-ons, as both sims need that extra sound, vibration, head action, and motion thrown in. 

Editor’s note: This story originally appeared in the August 2023 issue of Plane & Pilot magazine. 

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