Thursday, October 29, 2015

VSKYLABS Project Stealth Fighter

Testors/Italeri version of the

** VSKYLABS development of the F-19 is approved by Italeri **

The F-19/F-119A Stealth Fighter aircraft for X-Plane is equipped with a fully functional 3D virtual cockpit (by concept having the role of multi-purpose fighter, it's similar to the F/A-18E single seat Superhornet cockpit), The airframe is outlined according to the Testors/Italeri's F-19 Stealth Fighter design from the 80's, which "came to life" in the year 1988, when MicroProse presented the "Project: Stealth Fighter" flight simulator. 

The aircraft is designed around the Testors/Italeri's concept, which was based on research and information thst was available back then through the media and public sources. The assumptions back then were that the stealth fighter was a sub-sonic aircraft, small, light and with dimensions which made it air-transportable in a Lockheed C-5A Galaxy. It was assumed also to have only internal fuel tanks, and used the same General Electric F404 engines as the F-18 Hornet but without afterburners.

The F-19/F-119A is the most comprehensive project of VSKYLABS, and it features a fully operational aircraft and systems.

Coming soon...


The VSKYLABS F-19/F-119A Cockpit.
The VSKYLABS F-119A is equipped now with a brand new modeled Landing Gears.

Thursday, October 22, 2015


The VSKYLABS Dream Team
Experimental, wild, educational and pure fun for all pilots!

** Pulse-Jet Rumble **
** Mach 2 Thunder **
** Trans Atlantic Adventures **
** Ultralight Explorations **
** Agility and Aerobatics **
** R/C Madness **

All aircraft include 3d cockpits and high quality 3d models.
Future free updates for all aircraft.

Visit the VSKYLABS Online Store

Or, explore the website using the sidebar
(Payware and FREEWARE aircraft)


Tuesday, October 20, 2015

VSKYLABS Shenyang J-15 flight performance model

VSKYLABS Shenyang J-15 flight performance model

Please read the X-Plane flying tip, down this post.

This project is still under development, and is being released now because the flight-model tuning phase is almost finished.

A 'Flight Performance model' is a project which focus on one or more aircraft flight performance aspects. My last flight performance model was the VSKYLABS IAI Kfir TC2 Turn performance flight model, which is sort of a maneuverability demonstrator.

The next aircraft to come is the VSKYLABS Shenyang J-15 'Flying Shark', which is based on the Soviet-designed Sukhoi Su-33. In the past, I've uploaded a previous versions of the SU-27/33 for X-Plane. This model is a rebuild, with a completely new flight model design, as I've decided to stretch out X-Plane's capabilities and try to design the most authentic super-maneuverability flying model.

Note: This is an upgraded J-15 model since it utilize a 3D thrust vectoring system.

A brief explanation about Super-Maneuverability:
'Corner Velocity', which also called 'corner speed' is the minimum speed at which maximum G can be obtained (at full engine power). Fly faster than it, and you can instantaneously pull to a maximum and even over-G turn (and lose energy in the process). Fly slower, and pulling all the way, will get your turn rate to drop rapidly. It is therefore desirable in combat or aerobatic maneuvering to maintain corner velocity.

In a super maneuverable aircraft, a high degree of maneuverability below corner velocity can be obtained, even below stall speed. Such an aircraft is capable of maneuvers that are impossible with a purely aerodynamic design. The ability of an aircraft to perform high alpha maneuvers that are impossible for most aircraft is evidence of the aircraft's super maneuverability.

Here is a new video I've made during the extensive flight-testing and tuning process of the model:

Flying tips for X-Plane
(and real life, if you find yourself in a super maneuverability agile fighter) :

First of all, The aircraft maximum weight is set up to a lower value in Plane Maker. The reason for that is that I wanted the aircraft to be set up on a light-weight configuration, "ready for airshow". If a maximum weight value is set up in Plane-Maker, X-Plane will put the aircraft on the runway with a heavy weight configuration (not the maximum weight but still heavy) and this is a bit heavy to "Rock n'Roll".

Second, I'm writing a post, explaining and demonstrating how to handle these kind of next-generation, Super-Maneuverability aircraft. It will be ready soon, with lots of explanation and video demonstrations.

Until then, I can recommend you to use the HUD for flying. In X-Plane's default HUD. there's a horizontal, dotted-line represents the stall-area. As you pull the stick, raising your Angle of Attack, you'll see this line coming from the upper area of the HUD. Once you proceed pulling, the line will cross the velocity vector cue, and now you are in the "Super-Maneuverability" zone. 

In order to stay alive in that zone, it is recommended to:
  • Stay with full afterburner power.
  • Try to separate vertical and horizontal inputs to the stick.
  • Getting out of this zone requires gaining speed, or extensive but controlled push of the stick, to lower the Angle of Attack.

Have fun!


Saturday, October 17, 2015

VSKYLABS Handley Page H.P.115

VSKYLABS Handley Page H.P.115

(This is a simple Plane-Maker model, with simple 2D cockpit panel).


The H.P.115 was an aerodynamic research aircraft which made it's first flight in 1961.
It had a slender, low aspect ratio delta wing, and the engine was mounted above the rear of the fuselage at the base of the tail-fin. It's construction was all metal, except of the rudder and elevons, which were fabric covered.

For it's flight testing, the H.P.115 had a wing with leading edge sweep of 74 degrees. The leading edge was detachable to permit flight testing with a wide variety of shapes. A large airbrake was fitted under each wing, ahead of the main legs of the non-retractable landing gears. A camera was positioned on the fin, to photograph the tufts on the wing during flight testing. An anti-spin and braking parachute was located under the rudder.

The H.P.115 studied stability, control and handling characteristics which was aimed for the Concorde airliner development program.

Some more interesting facts: 
  • It was intended to be a glider, being towed to high altitude of around 30,000 ft. 
  • The fin had a bullet fairing at the top to accommodate a camera to record airflow experiments. Smoke generators mounted on the wing leading edges.
  • The airfoil was a bi-convex type with the maximum thickness at 40% of the chord. This section was chosen as being representative of the type likely to be adopted for a supersonic transport. 

General characteristic
  • Crew: 1
  • Length: 45 ft
  • Wingspan: 20 ft (6.1 m)
  • Height: 12 ft 9 in (3.9 m)
  • Wing area: 430 ft² 
  • Airfoil: Bicon 6%
  • Empty weight: 3,680 lb (1,670 kg)
  • Loaded weight: 5,000 lb (2,291 kg)
  • Powerplant: 1 × Bristol Siddeley Viper 9 turbojet, 1,900 lbf static.
  • Maximum speed: 248 mph (399 km/h)
  • Endurance: 40 minutes

H.P.115 Vortex Breakdown

The data below contained detailed information taken from materials which approved for unlimited public release.

Water tunnel studies I on models of highly swept wings with sharp leading edges have shown that at some position along the vortices associated with the flow past such wings a radical change in the nature of the flow can occur. The vortex expands radially and the line of the core takes on a spiral shape. The phenomenon is usually described as 'vortex breakdown', and the initial appearance is downstream of the wing. As incidence is
increased the position of breakdown moves upstream and may occur forward of the trailing edge at sufficiently large angles of incidence Because of the current interest in slender wings and in the turbulence in their wakes, it was decided to see if vortex breakdown could be identified in flight behind the HP 115 research aircraft. This Report describes the experimental technique used and the results obtained during tests in 1964 and 1965 at the Royal Aircraft Establishment, Bedford.

The HP 115 Aircraft
This aircraft was specifically designed and constructed to investigate the low speed handling problems of slender winged aircraft. It has a wing of triangular planform with rounded tips, a leading edge sweep of 76 degrees, and an aspect ratio of 0"92. The wing has a biconvex circular arc section with a constant thickness/chord ratio of 0"06, and the leading edges are effectively sharp, having a radius of 0.1 inch. Large full-span elevons are fitted, it being considered at the design stage that separate elevators and ailerons might introduce control problems if the vortex should cross the chordwise elevator-aileron boundary.

From the available wind tunnel data on models having a general resemblance to the HP115 wing planform (but not wing section shape) it was estimated that the incidence at which vortex breakdown would occur at the trailing edge would be about 35 degrees at an indicated airspeed in the region of 45-50 kn, although the performance of the aircraft was such that this speed would be associated with a high rate of descent. Angles of incidence of this order are well outside the capabilities of conventional aircraft, and at the time when the trials were planned, had not been reached by the HP 115. Previous flight experience with the aircraft at speeds down to about 60 kn had shown that it was remarkably docile with no insuperable handling problems, and as a preliminary to the flow visualization tests, a number of flights was made at progressively lower speeds: these showed that the aircraft remained fully controllable in the incidence and speed range required (35 degrees and 45 kn, indicated). It was found however, that there was a marked reduction in the turbulence threshold required to initiate the Dutch roll at these airspeeds and angles of incidence. It was possible to damp out this oscillation quite rapidly by forward movement of the control column, thus reducing incidence, but it meant that very calm conditions had to be chosen for the flow visualization trials.

Flow Visualization Technique:
In order to make the flow visible, colored smoke was injected into the air stream at the predicted position of the vortex core, close to the intersection of the wing leading edge with the fuselage side. The smoke generating system consisted of a chemical cartridge adapted from a marine distress signal, a tar trap, and a pipe to direct the smoke into the vortex core. The cartridge, which was ignited electrically using a switch in the cockpit, produced dense orange smoke for approximately 30 seconds. Longer duration cartridges (60 and 120 seconds) were tested but did not produce sufficiently dense smoke for photographic purposes.

A test firing of the cartridge before it was installed on the aircraft showed that the smoke was accompanied by a considerable quantity of soot and tarry material and it was thought advisable to remove as much as possible of these undesirable products of combustion to reduce contamination of the airframe and engine. The cartridge was therefore mounted so that the smoke from it first entered a can containing baffles which reversed the flow twice (Fig. 2). At the forward end of this can a one inch (internal) diameter pipe led the smoke
over the leading edge and into the vortext core. Some preliminary flight tests were required before a satisfactory location for the pipe exit was obtained. The trap removed an estimated 75 per cent of the tar, and as a first attempt, was considered reasonably satisfactory. The untrapped tar was, however, sufficient to cause some inconvenience, and for future experiments an improved design would be desirable. Possible modifications could be a larger number of baffles and an increase in length of the trap to promote cooling and condensation of the tar. The untrapped tar was deposited on the wing upper surface and also on the engine compressor blades. Removal of the deposit from the wing was facilitated by applying a thin coat of lanolin to the upper surface before each flight. The contamination of the engine was not entirely unexpected since it seemed inevitable that some denser particles of the smoke emission would escape from the vortex core and might find their way into the engine intake. The degree of contamination was however, greater than expected, and sufficiently serious to require a cleaning treatment after each flight.

Flight Test Technique:
On each flight one smoke canister was carried under each wing. For straight runs the cartridges were fired individually so that two airspeed conditions could be observed, while for the examination of the effects of side slip, both cans were fired together and side slip progressively increased and reduced. The resulting flow patterns were observed from a chase aircraft and photographed with a handheld 16 mm cine camera. For most of the flights the chase aircraft was an Auster AOP Mk 9 but on a few occasions a Whirlwind helicopter was employed. Most of the flights were made in the speed range 45-65 kn and in these conditions the rate of descent of the H.P. 115 was of the order of 1000 ft per minute (5 meters per second). Considerable skill on the part of the chase aircraft pilot was required to maintain a suitable observation position relative to the target aircraft.

Pilot Comments:
In straight flight at high incidence no undue difficulty was experienced in flying the aircraft in spite of the lack of forward view. On several occasions pilots reported that turbulence had initiated the Dutch roll but that the degree of rolling could be limited by instinctive lateral control movements or by reducing incidence. The comment made after the flight in which the highest incidence was achieved (37 degrees) was "The aircraft seems to be stick fixed unstable at indicated air speeds below about 46 to 47 kn (approximately 36 degrees) and
it is correspondingly difficult to ensure both a stable airspeed and minimum stick input at the same time. Very still air is needed for runs at these speeds, as the slightest disturbance sets off the unstable Dutch roll. Despite these comments the aircraft remains easy to control, and instinctive corrections to the Dutch roll oscillations will limit the degree of rolling with no sensation of being near an aircraft limit of controllability."

Although on this flight the vortex breakdown was forward of the trailing edge, no effect was felt by the pilot. When side slip was applied, there was a marked deterioration in the handling; only small values of indicated side slip (approximately 5 degrees) could be achieved at incidences of about 30 degrees before encountering elevon buffet. On one flight the pilot commented as follows "On a dummy run (i.e. not filmed or recorded) at lower speed 48 kn--some evidence of flow breakdown was felt at the rear of the aircraft when slipping with maximum aileron. The aircraft in this condition was not steady and had a small pitching, rolling and yawing motion. The general feel of the aircraft was not pleasant." The incidence in this case would have been about 34 degrees, the side slip angle approximately 5 degrees, and the breakdown position was probably forward of the trailing edge.

  • Vortex breakdown has been shown to occur in flight, and the general characteristics of the flow associated with such breakdown are similar to those observed on models in wind and water tunnels.
  • The position of breakdown moves upstream with increasing incidence in straight flight and with increasing side slip at constant incidence.
  • The relation between burst position and incidence derived from flight tests is consistent with that obtained in model tests; part of the difference between flight and model test results may be attributed to elevon deflection in the flight case.
  • Occurrence of vortex breakdown within +0.1 root chord of the trailing edge in straight flight caused no increase in handling problems on the lip 115 aircraft. With vortex breakdown close to the trailing edge in side slip conditions, some deterioration in stability took place.
This information above was taken from the 'Vortex Breakdown - Some Observations in Flight on the HP 115 Aircraft' report, by L. J. Fennel / Aerodynamics Department, R.A.E., Farnborough, Hants.

Monday, October 12, 2015

JetManHuss YSFlight report 2015

JetManHuss special report: YSFlight Flight simulator.

It's about time!
This is a little flight simulation software I know since, I think, the year 2000 (its development began at 1999, by Soji Yamakawa). With lots of add-ons and packages, it's one of the most spicy flight simulators I know and use today, and it's still improving and updating. 

Here is a quick report to give a general idea of this nice piece of flight simulator. I've gathered down this post some important links to start with.

First think to know:
YSFlight is different from nowadays high-end flight simulators. It's a low-end software with low-resolution graphics. Add-on stuff is getting better and better, including really detailed and animated aircraft and other vehicles, as you can see in some of the videos I've attached down this post. The GUI is taking you back to the 80', but is functional. After passing these barriers, thing are starting to get real fun!

YSFlight is mainly good for:
  • Air Combat (Air-to-Air / Air-to-Ground missions and multiplayer), with good A.I. opponents.
  • Formation flying and aerobatics.
  • Military / Civilian aviation.
  • Flight School.

Flight Dynamic Model:

It's flight model does not use third-party Flight Dynamic Model (like Flight Gear for example), but a built-in one. A .DAT file determines the characteristics of the aircraft by several variables which affect the aircraft behavior. This FDM (the Flight Dynamics Model) file has grown over the years and include more and more variables. This file can be setup with a simple text editor. All in all, the flight model is what I call "good enough". Let's say that you don't want fly YSFlight if you are looking for a realistic flight model. The flight model is for sure good enough for free flight, aerobatics and for dogfights, and all in all - makes the flying experience of the wide range of types of aircraft to be very enjoyable. 

List of YSFlight general features:
  • A growing community.
  • A growing list of features.
  • Free to use.
  • Windows and Linux.
  • Aircraft and weapons are easy to fly and operate.
  • Multiplayer server.
  • Runs on low-end computers.
  • 71 aircraft included, "out of the box".
  • Add-ons (aircraft, maps, cars, tanks...).
  • Add-ons creation by users.
  • Weapons, guided missiles, AAA + A.I. 
  • Real action in it's included and multiplayer war games.

Here are some major community and addons LINKS:
  • The YSFlight simulator main developer's This is basic, but include the recent updates and versions for YSFlight.
  • The YSFlight Headquarters, the YFHQ site: which is a huge portal with aircraft and scenery downloads, as well as Media section and, most important, the YFHQ forums. They have a good facebook page also with some amazing stuff.
  • YSFlight Realism Pack is another major add-on page which can be found here: This place has add-on packages with improved flight model characteristics, and aim for a 'super download of YSFlight' with great add-on packs, missions, aircraft and scenery.
  • YSFINDER - YSFS Aircraft Add-On Database: This is a big portal for YSFlight aircraft add-ons.
  • Taskforce 58's YSFlight Hangar: Portal for huge packages of WWII and modern aircraft, maps, weapons, motor vehicles.
  • Default key/joystick control (updated 11/02/2005):

I really recommend having this flight simulation software installed on your machine. Even for a "rainy day". It's a whole different flavor of flight simulation and action, with lots of features, and with it's mods and add-ons packages, could be a "low-fat" treat for flight simulation, combat flight simulation or aviation enthusiasts.

Here are some GREAT videos, which shows what I meant when I wrote "spicy" at the beginning of this post. These are not my videos, I don't own any rights on any materials within these videos. If, by any chance, the right holders of the videos would like me to get it off this post, please email me and I'll do that.

Note that some of the videos are showing really old version of the simulator (last version is of 2015). Updated version include particles, fog, transparent smoke and puffy clouds etc.

Hope you'll find it useful. I did :)


Sunday, October 11, 2015


VSKYLABS IAI UAV 'Heron' TP add-on for X-Plane 10.36+

(From Wikipedia, the free encyclopedia):

The IAI UAV 'Heron' TP, is an unmanned reconnaissance aircraft developed in Israel in the early 21st century. It's a medium-altitude, long endurance UAV. It is a high-wing cantilever monoplane with wings of high aspect ratio. Booms extend rearward from the wings and carry twin tails that are joined by a horizontal stabilizer. The main units of the tricycle undercarriage retract into the tail booms, and the nose wheel retracts into the fuselage. A single turboprop engine is mounted in the rear fuselage, driving a pusher propeller. Construction throughout is of composite materials.

Specifications (data from wikipedia - IAI website):

General characteristics:
Crew: none
Payload: 4400 lb
Max takeoff weight: 10,250 lb
Length: 43 ft
Wingspan: 86 ft
Powerplant: 1 x Pratt & Whitney PT6A-67A.

Maximum speed: ~200 knots
Range: 4600+ miles 
Service ceiling: 45,000+ ft

X-Plane operation notes:
  • For easy operation in X-Plane, and because this aircraft include a HUD but doesn't include (yet) any kind of a cockpit, I've built it with a prop pitch which suitable for it's cruise speed, so the prop is giving less power at slow air speeds (take off for example).
  • This aircraft is heavy, and even though might looks as a glider, it isn't. But...make room for a slow-down before landing. (usage of fine pitch on propeller to induce drag for descent is not available for now, only in future update).
  • Recommended FOV (Field of View setting) is 65 Degrees.