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Aircraft Update: Aeroprakt A22-LS Project XP12 by VSKYLABS

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Aircraft Update: Aeroprakt A22-LS Project XP12 by VSKYLABS

By LPNils


VSKYLABS has modelled the A22-LS version, tailored for the American market as a Light Sport aircraft, which means a max gross take-off weight of 1320lbs (600kg) for land planes and 1430lbs (650kg) for seaplanes. It also means the aircraft cannot stall at speeds higher than 45 knots. Other limitations are a fixed pitch or ground adjustable prop, two seats maximum, one engine, fixed gear, unpressurized and a maximum speed in level flight that does not exceed 120 knots. Fear not though, as this plane certainly won’t get near those numbers! 


Purchase and installation 
The VSKYLABS A22, like the developer’s other work, is available at the X-Plane.org store, for a very reasonable price ($27.50 at the time of writing). The pack has download links for both an XP11 and 12 version of the aircraft, but for the purpose of this review, I tested the XP12 model (even though 12 is still in Beta!). Reassuringly, the developer Huss has committed to keeping the pack up to date with changes still happening to the X-Plane Beta. He always tends to stay on top of updating models, so no worries in that regard.  The download size for the A22 is just under 200MB. Installation is very straightforward, just drag the A22 aircraft folder into your X-Plane Aircraft directory as instructed by the manual found in the download.



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Inside the aircraft folder, you will find an installation manual, which is very clear and to the point. The most important piece of documentation is the Instructions Manual / POH. Huss compiled the manual as some sort of Pilot Operating Handbook Supplement. In it, he is very clear about what this Aeroprakt add-on does and doesn’t do, how it compares to the real-life aircraft and the limitations of X-Plane and how he worked with or around those. In all, it’s extremely clear and transparent, which is superb! 


If you would like to configure your hardware to the A22, Huss has written a detailed list of what control assignments are required for specific interactions with the aircraft. In this list, he again mentions some of the X-Plane limitations and how you should work with those. VR users will be able to find all interaction zones described in the manual, with visual representations. Huss also goes on to explain the Experimental or LSA Autopilot included in the X-Plane model. The “POH Supplement” ends by referring to the real-life Pilot Operating Handbook and you can download this POH for real-life operating instructions and performance.


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The VSKYLABS A22 is well-modelled and really does mirror its real-life counterpart. There’s plenty of detail on the external model, but not so much that it’s overly excessive. I love the triangular windows on the aft sides of the cabin. An Aeroprakt A32 regularly visits the airfield I work at, and it does have a cool look to it (also it’s entirely black) …except for the extended range fuel tank covers, which do slightly odd. It’s a lot less odd looking in this A22 model though and flying this VSKYLABS rendition sort of made me get used to them. The real A22 has these bigger fuel tanks as an option (57L each instead of the standard 45L) and I am glad Huss went for the larger tanks. Another feature that stood out to me was the design of the wings (TsAGI wing profile, Soviet equivalent of NACA). These are slightly swept forward which after talking to a local aviation buff (CFI, examiner, airport manager) was told is sometimes done to add more flexibility to weight and balance. 


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The empennage of the A22 is equipped with some sort of ventral fin with a small wheel to protect the stabilizer. I doubt it can take excessive forces of incompetency, but it is incredibly nice to have, especially since it has an elevator with plenty of authority, although, in backcountry operations, or rougher strips, I wouldn’t advise getting the tail feathers down that low (protect them from debris). Speaking of the backcountry… it also comes with decent size wheels and mudflaps, which are great options to have on STOL planes. The mudflaps probably won’t stop all the muck from slinging onto the aircraft (wings in particular), but anything’s better than nothing, plus it looks cool. 


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The flight control surfaces of the A22 are huge, and this is well represented in the metallic & orange livery. It also doesn’t come with separate ailerons and flaps, it comes with flaperons. A wing has only a limited span to add ailerons and flaps, so why not combine both so you get a decent lift increase from the flaps and good roll authority at low speeds? It’s also simpler to implement than let’s say drooping ailerons and flaps, and again, it looks cool! It’s interesting to see what the flap settings do to roll deflections and in particular to deflection limits. 


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The A22 comes with five liveries in total, with the standard livery being fully yellow. In addition, there’s a blue version with yellow door/window frames, a metallic grey body variant with orange frames, flight controls and cowl (black on top to block reflections), a red and black body version with white frames and number 22 (air rally look?), and lastly, a blue frame with yellow wings and stabilizers (reminds me of old USAAF basic trainers). Personally, I really like the metallic and orange livery. 


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Interior & Functionality
The first feature of the Aeroprakt A22-LS that catches the eye is the optional yoke! The standard control is a Y-shaped stick mounted in the centre console. This can appear an odd configuration at first, but on an earlier flight in a Zenith STOL, I learned that it feels nice, and on longer flights, you can lean your forearm on the Y and chill out a bit. I like it, as it suits my Honeycomb Alpha yoke very well. Upon a cold-and-dark start, the gust lock pin will be installed, which can be removed by clicking on the tag. Also, the yokes can be hidden by clicking where the rod enters the panel.


Another huge plus of this model is the Garmin GNS430. It’s getting old for a Garmin GPS/NAV/COM, but for its size, it’s a very suitable instrument for this cockpit. I imagine in this modern age; one may be looking for a newer setup if you have funds to spare and that’s where the tablet comes in. I do not have the AviTab plugin, so I cannot elaborate too much on it, but I think it’s a welcome feature to this pack. Tablets are what most modern pilots use to fly with nowadays, using apps like Foreflight or SkyDemon. 


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One oddity is the location of the (battery) master switch! It’s under the left-hand seat and is a plastic key that with a quarter turn switches on power to the battery (12V DC). Then there’s another master switch on the panel, with a regular key, which also acts as a starter switch. The ignition switches are two separate toggles on the panel, rather than included in the master/starter switch. You may see them mentioned as mag switches (magnetos), but the Rotax 912 uses two electrical ignition boxes (of Ducati make) instead of antique magnetos. 


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This brings me to another thing that is a little off or confusing depending on how old the aircraft/engine is. If you click on the checklist at the top of the panel, it will come up for you to read. When looking, you’ll see that it mentions Coolant Temperature but if you look at your engine instrumentation you will only find a Tecnam brand CHT gauge (Cylinder Head Temperature). However, the Rotax 912 has air-cooled cylinder bases and liquid-cooled heads. Older Rotax 912s had the temperature probe on the bottom of the #2 or #3 cylinder and picked up Cylinder Head Temperature, whereas more modern cylinders have the probe on top of the cylinders, dipping into the coolant. So Rotax, in 2015, published Mandatory Service Bulletins (SB-912-066 & SB-912-068). This requires owners or operators to change the temperature limit numbers in the documentation and get rid of the potentially confusing usage of both terms “CHT and CT”. With a newer engine (or cylinders) you just go with Coolant Temperature. Along with that, a CT gauge gets installed instead of the CHT gauge (in consultation with the aircraft manufacturer). I also notice that the engine instruments stay live even with the master is off, so this is a slight bug at the time of writing.


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Another cool feature of this VSKYLABS model is the clickable airspeed indicator as this can change units between a joint MPH/Kts (BK-3) or KPH (BK-240) backplate. Rotax-powered aircraft can have different RPM gauges and since the Rotax 912 is a geared engine, the engine RPM and Prop RPM differ (this rendition in X-Plane has the engine RPM indication).  The gearing is included in the engine to maintain enough torque on the prop while the engine itself has rather tiny pistons (compared to a Lycoming O-320 for example). 


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As mentioned in Huss’ aircraft manual, the choke doesn’t work quite the way the real one works. You see, Rotax engines don’t have a mixture control. In a legacy engine, you would use a full-rich mixture to start the engine, after which you can lean pretty aggressively. Rotax requires you to add more fuel to the mix upon starting and has Bing carburettors with membranes to maintain a proper mixture after that. So, it’s not even a real choke (which chokes the air to enrich the mixture), it just injects a little more fuel. To start a cold Rotax, you use full choke and close the throttle. After it fires up, remove the choke and increase the throttle to a minimum smooth RPM (1900-2100ish). A recurring mistake is that pilots want to add a little throttle while using the choke. Of course, it won’t start that way, you’re just draining the battery. I noticed some other small details where it differs from the real deal: if you leave the choke on, RPM will not drop below 2400 engine RPM.


For reference, I have had plenty of students and renters come back complaining that the engine idles too high, and this nearly always means that they have forgotten to take the choke out after starting. If you try and add choke quickly while it’s already running, the engine starts to shake and tells you it is not happy with what you’ve just done. Also, adding carb heat should induce a very slight RPM drop, not as much as a legacy carbureted O-320, but just slightly. But hey, for a sim this will do just fine. The flap(eron)s are actuated manually and the handle is located on the ceiling. It comes with three positions: up, 10 degrees and 20 degrees. Manual flaps are great for this type of STOL aircraft as you can use them to push it off the runway by using ground effect for minimum take-off roll. If you search YouTube, you’ll see this used in STOL competitions.


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Being a modern light aircraft, it comes with a BRS (ballistic rescue system) recovery chute, and you’ll be pleased to know, it works in XP! Make sure you pull the locking pin before you fly (as per the checklist). The sound of the BRS activating in the sim is slightly underwhelming as I’ve experienced a real deployment up close, and boy does it grab your attention with that rocket being fired! But then again, I’m amazed this model even comes with a working chute. Apart from the autopilot, which is displayed by clicking the compass, the VSKYLABS A22 doesn’t come with many other features. It’s a very basic aircraft, but what I can say is that what’s included is done to a very high standard.  Another attribute of the A22 is that its visibility is very good, being a high-wing aircraft. I very much appreciate being able to look down and forward, so I can still sort of see where I’m going while on final approach.  


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Now on to the real fun! Before I begin though, I have to say that I have noticed the model tends to fall on its tail when parked slightly nose-high, which can be an issue in the backcountry. However, I have a feeling this may be the same for its real-life counterpart, as some are very light on the nose. When treating the brake system like the real thing, I felt it sometimes lacked some nose wheel steering authority (I added some toe-brakes to help it turn). Nose wheel steering is effective enough to make relatively tight turns with no help from brakes needed, though for sim use I don’t feel this is a large issue. 


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During takeoff, it’s highly apparent that the elevator has plenty of authority. I say this because it’s easy to over-pitch, leading you to potential tail dragging, which risks damaging the stabilizers and adding drag on your roll. Be very gentle when applying back pressure and once you have a feeling for it, it’s easy to do a soft field departure with the nose wheel just slightly off the ground. The A22 will fly off rather quickly after a very short run as it’s very light, and with a ~100 horse Rotax 912ULS, you have plenty of power for a decent climb. 


At low speeds, the aircraft feels mushy, and it really does depend on those huge control surfaces to make its way around turns, but they do work, which is incredible, especially when you realize just how slow the air is moving over them. During the cruise phase, the controls are very light and direct, with plenty of airflow over them. Stalls are relatively docile. You can make the plane descend in a stall by keeping the yoke pulled and then power right out of it. Letting the nose drop also ends the situation. It can however snap on you, dropping a wing if you wrestle it just too much. 



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On landing, it depends on the weather, location and other variables as to what technique you want to use. You can drag it in with some power to do spot landings without obstacles, or you can drop it in from high and use all the drag you can get from the flaperons and maybe even some forward slip. Again, the roll control feels sort of mushy, so you need large deflections sometimes, but this means it’s easier to make small corrections. During my testing, I can’t say I’ve got the landings nailed quite yet but it sure is fun getting to know the character of this low-and-slow fun machine. 


The sound pack is OK as it sounds like a Rotax 912. The starter sound is there, and you can hear the gearbox slapping on shutdown, which always hurts my “mechanic feelings” a bit. In real life, I close the throttle and while spooling down, I cut the ignition. Tough to nail, but oh it’s so nice not to hear the gears rattle, so yeah, it does sound and feel like it should! The sound does change when you open or close the doors, which makes for a nice and loud experience when flying with the doors open. There are sounds for the buttons and switches, but it appears to be rather generic. Overall, the sound is fine for what it is and does a good job of mimicking the Rotax engine experience. I suspect the price of the pack would go up if a high-detail FMOD soundset was included (I’ve seen the process of how SimAcoustics records those, quite professional and has lots of expensive-looking microphones). Those are nice but aren’t a must-have. 

Well after my testing, I must conclude that this is a highly enjoyable model from VSKYLABS, especially for the price and what Huss is trying to do with his VSKYLABS range. I say this because Huss uses the default X-Plane flight modelling instead of resorting to all sorts of plugins and ‘dirty’ tricks often employed by others. This means there are some compromises made when it comes to specific systems and handling. In saying that though, the A22 is right there in the ballpark, where it should be. The documentation is very clear and transparent about it, which is a trademark of VSKYLABS. 


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To sum up, the A22 looks great, includes some good quality liveries, sounds realistic enough and is interesting and enjoyable to fly. Sure, if you want to go somewhere in a rush, it might disappoint, but if like me you enjoy the magical world of low-and-slow flight, then the Aeroprakt A22-LS makes for the perfect companion.






The VSKYLABS- Aeroprakt A22-LS Project for X-Plane 12 is available from the X-Plane.Org Store here:


VSKYLABS- Aeroprakt A22-LS Project

Priced at US$27.50


Project's Main Features:

  • VSKYLABS 'Test-Pilot' Project: designed for use with X-Plane's cutting edge Experimental flight model environment, featuring superb flight dynamics with authentic performance and flight handling characteristics.
  • Built for VR: development was tailored specifically for VR, and optimized for 2D usage.
  • Engineered and designed as a default X-Plane aircraft (Like all VSKYLABS projects). The VSKYLABS projects are practically show-casing X-Plane, as they are stretching X-Plane default features, systems and flight model to its limits without any dependencies on complementary plugins or software...delivering a very robust simulation model, having maximum compatibility with the ever evolving X-Plane flight simulator.
  • Perfect fit for beginner and expert pilots: The VSL A22-LS is featuring the standard, basic analog cockpit suitable for VFR + night flying. The simple and clear analog gauges layout is perfect for beginner pilots. It is also featuring an optional experimental LSA-grade autopilot.
  • Built-in Avitab Plugin Compatibility (AviTab plugin is not included).
  • STMA Auto Updater plugin is included - all updates are being pushed smoothly without the need to re-download the entire base package (base package will be updated every once in a while to minimize the gap).
  • Highly responsive and professional support: VSKYLABS is offering continuous professional support from aircraft related aspects (operating and flying) to X-Plane technical support.
  • The project is under constant maintenance and development.



X-Plane 12 or X-Plane 11
Windows, Mac or Linux
4 GB VRAM Minimum - 8 GB+ VRAM Recommended 
Current version: 
XP12 - September 5th 2022

1.0 (April 29th 2021, XP11)


Review by LPNils

17th Nov 2022

Copyright©2022: X-Plane Reviews


Review System Specifications: 

Ryzen 7 3800X - 32GB RAM - Gigabyte RTX 2070 2X 8G - Windows 10 64Bit


(Disclaimer. All images and text in this review are the work and property of X-PlaneReviews, no sharing or copy of the content is allowed without consent from the author as per copyright conditions) All Rights Reserved





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  • Dominic Smith changed the title to Aircraft Update: Aeroprakt A22-LS Project XP12 by VSKYLABS
  • 2 weeks later...

Recently purchased the Aeroprakt A22–LS, in part due to your thorough review, and am very much enjoying this unique aircraft and its systems. Like many of Huss’s aircraft, there’s a certain forthrightness to the design and liveliness to the flight model, and the A22 is delightfully easy to trim for level flight. 

Thank you for steering me toward this very fun to fly back-country airplane. It is certainly no typical Piper or Cessna.


By the way, you really should check out the Avitab tablet plug-in, either as directly implemented in the cockpit as it’s done here in the Aeroprakt, but also as a standalone command-able pop up window. It’s very versatile and presents a lot of useful information at your fingertips.

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