CowanSim

Our reviewer, a real world pilot, gave it a 6/10 score on release. I don't see how that's "aggressive promotion".
 
We did update it meanwhile as it got a lot better but still, I would like to understand what "aggressive promotion" you have seen, please. Could you enlighten us?

Thanks Stephen,
 
Wow, after reading your excellent review, I went and found: https://youtu.be/_QAGbSsws_0
Another 14 minutes well spent. {grin}
 
Now you've got me looking at my sim setup and wishing I could incorporate helicopters.

Aircraft Review : CowanSim H125 (AS350 B3e)
 
The Eurocopter AS350 Écureuil (or Squirrel), now Airbus Helicopters H125, is a single-engine light utility helicopter originally designed and manufactured in France by Aérospatiale and Eurocopter (now Airbus Helicopters). In North America, the AS350 is marketed as the AStar. The Eurocopter EC130 is a derivative of the AS350 airframe and is considered by the manufacturer to be part of the Écureuil single-engine family.
 

 
This CowanSim AS350 is not the first AS350 in X-Plane of the aircraft, that goes to the Dreamfoil Creations and Nemeth Designs Ecureuil AS350 B3+ back in 2013. This Dreamfoil aircraft was extremely popular in the X-Plane Simulator, but with no updates from Dreamfoil for quite a few years now it is seriously showing it's age, so this new CowanSim X-Plane11 and coming X-Plane12 version is highly welcomed at this time.
 
CowanSim has been very busy over the last few years as well. There is the CowanSim 500E, Bell 206 B3 JetRanger, Bell 206 L3 LongRanger and the Bell 222B + UT
 
But the AS350 B3e would always be the most popular aircraft, it is a huge seller on the market, with 3,590 AS350/AS550's and 7,000 H125's built since 1975.
 
The AS350 is a single engine helicopter, powered earlier by a Lycoming LTS101. This H125 is the later B3e (introduced late 2011) and is equipped with the Arriel 2D engine, and that drives a three-blade main rotor, which is furnished with a Starflex rotor head. Both the main and tail rotors make use of composite material that are designed to minimize corrosion and maintenance requirements.
 
The type is known for its high-altitude performance (one has landed on the peak of Mt Everest) and has seen use by operators in such extreme environments.
 
CowanSim H125 (AS350 B3e)
Modeling and quality since the earlier B222B has improved with each release (but I wasn't impressed with the out of scale B206B/B206L). So basically that with any CowanSim aircraft purchase you will get two things, good quality for the price and ton's of features, and the H125 certainly does not disappoint here.
 
You feel the modeling and detail has taken another step up here, the 500E was simply excellent, and the AS350 is just as good if not even better.
 
The detail is phenomenal, all door catches, handles, vents, mesh grills are really, really good, even down to the chrome door lock.
 

 
Important is the riveting, it is highly pronounced, and again expertly done. Fuselage shape and panels is again all excellent.
 
All glass is rubber trimmed, and the glass itself has great wear speckles in the glass that gives off great realism. Window surrounds have worn metal and again screw riveting, plus heavy load plates where required.
 

 
Arriel 2D engine exhaust outlet is simply sensational and looks exactly like the real metal unit with burnt edges, very impressive, and the running exhaust effects are very good as well.
 

 
Important is the design and actions of the rotorhead. Earlier CowanSim Rotorheads were a bit of an half action, or with a movement missing, but not here...  every movement in the blade links and control rods all work, and look excellent when moved by the controls. The detail is so very good you can also see the vibration springs (Starflex) in the hub, love the coloured segments as well of red, blue and yellow.
 

 
Movements covered are pitch...
 

 
...  Roll....
 

 
...   and collective (Bite).
 

 
It is a very impressive rotor hub.
 
The composite blades look boring, but they are not as they are exquisitely modeled here with great shaping and detail, they also droop nicely when static.
 

 
Rear tailrotor, and a large set of horizontal stabilizers are really beautifully crafted, but the tailrotor assembly looks a little too large for this aircraft (scale), it is however well constructed as is the animated yaw (rudder) blades. The H125 uses a VHA-designed titanium hub and composite blades.
 

 
Menu and Configuration Options
There are two Menu's here. The drop down banner menu "CowanSim H125 (AS350 B3e)", and two Configuration Options pages.
 

 
There are twenty eight options to configure the H125, Both in reality do the same things but there are ten more options on the configuration menus like for the doors, cargo, checklist (shown below) and crew and passenger weights.
 

 
We will cover the main configurations first. Standard seating is two front crew and a four bench in the rear.
 
Doors can be opened manually, with both rears on sliders. You can remove the doors individually, but only via the configuration menu.
 
 
 
There is a really good HEMS Medical selection with both a Doctor and patient...   also you can clear the rear section empty, or add in some cargo. Notable is that adding in the cargo does not affect the weight?
 

 
A brilliant configuration is the "Around the World" option. Here the H125 is set up to fly long distances or if you have time all the way around the world...  You have everything you need here bags, food, clothes, sleeping bags (under the seat) and even fishing rods. Odd though that thought in that filling the rear with long-range fuel tanks would have been more my option? But it is very well done.
 

 
Want more baggage space...  there are two baggage lockers left and a single large locker right. To open you have to undo the catches, and to remember to lock them again after use and before flight, very well done. Internal baggage compartment detail is excellent with nets.
 

 
There are various skid options. There is the choice between Emergency Floats and Utility Skids, Long or Short side skid steps, and a Side Basket on the left rear skid. "Bear Paws" can also be attached to the skids as well, and their detail is excellent. 
 

 
We will move on to the loads of addition options you can change or add to the H125. First is the excellent "Vertical Reference Window" in the floor by the pilot, a must have...   mostly used when using the sling hook.
 

 
The "Sling hook" itself is exceptionally well detailed and found only in the configuration menu (and yes it works), you can also have a huge search light positioned at the rear as well.
 

 
Options on the nose include, Dual Cargo Mirrors, top and bottom Cable Cutters, and a huge Cineflex camera on the nose and you can control the camera from the left rear camera station in the cabin...   ...  the camera is fully animated with the right controller doing the UP/DOWN and LEFT/RIGHT movements, and the left knob adjusts the ZOOM.
 

 
There is also the option to add on a "Rotor Guard", on the rear fuselage.
 
Final external options include a Rotor centering system and "Tie-Downs". There is also an external power supply unit.  
 

 
Internal
You can add in the two crew, and two passengers (only add both passengers together?) and note their weights are added to the aircraft and shown on the configurations menu.
 

 
Both pilots are really nicely animated, and their eyes move as well...  creepy? actually no, as it looks very realistic, and I don't remember moving eyes in X-Plane before... more please. There is also the choice to put helmets on the pilots, detail is again excellent with reflective face guards and impressive helmet detail.
 

 
Internal
It's a classy cabin...  all the seats are covered in a black leather, with white stitching. The leather has a nice depth, but could be a little glossy in areas, but overall it looks all very modern.
 

 
The detail is again phenomenal, brackets, supports. The metal seat frames are of a very high quality and detail.
 

 
Both front seats can be adjusted by pressing the front areas of the cushion.
 

 
Collective is highly realistic, lovely throttle rubber grip detail is something to admire, it's small...  there isn't a lot on the collective, mostly external light switches, HYD and Float activation. There is however the choice of one or two cyclics. The Cyclic has five switches that are active; trim hat, mirror adjustment hat, load release, force trim release and autopilot off.
 

 
Molded roof lining is grey and nicely done. Highlight are the hanging headsets, not unfamiliar, but you still admire them. The front two headsets can be hidden and muffle the sound as if you are wearing them.
 

 
The cabin floor can have the choice of grey mats or utility rubber, both are nice...  and hard to choose?
 
Instrument Panel
First impression of the instrument panel is that it feels quite naked. There are no instruments on the Co-Pilot side, and really only the Standard Six layout on the right, so it does feel a little empty instrument wise. The wide hood does it's job well, it's dark in there.
 

 
Power on and the panel comes to life...  best moment is the power start up and test sequence for the Vehicle and Engine Multifunction Display (VEMD)...  it feels very authentic. The H125 is known to have a quick cold to flight ready operations, and that is why a lot of HEMS operators like to use the aircraft, and to get the aircraft into the air quickly.
 

 
Instruments right are very simple...  Standard Six includes; Airspeed, adjustable Artificial Horizon, Altimeter...  top row. Radar Altitude, HSI Heading Indicator, VS - Vertical Speed indicator...  bottom row. Very top is a NR/N2 dial, a Annunciator (Warning) panel, lower right is a Nav1/Nav2/GPS selector. Lower left is an optional DME panel. 
 
 
 

 
Instrument panel left only has a Turn Indicator, DME Pointer , Davtron M803 Temp/Clock and ELT. Optional lower is the AviTab (Plugin Required).
 

 
VEMD (Vehicle & Engine Management Display)
Centre is the excellent VEMD. There are two screens that display aircraft and engine parameters, the top Engine covers TOT (Turbine Outlet Temperature), TRQ (Torque), Fuel Quanity, and OATº, the lower display has the Oil/Electrical/Fuel Flow. Very top centre are the System and Instrument lighting knobs and the Night/Day/Off VEMD selector.
 
 
 
Pressing the "Scroll", starts up the "Engine Power Check" (EPC) function, and anything out of order on the systems is noted (note the Heating/Ventilation knobs are down between the seats).
 

 
On the "Performance" page you can change any of the parameters, selecting the item, then adjusting via the +/- buttons and then ENTER the changes.
 

 
The systems covered are;
Display of engine parameters Computation and display of engine first limitation Computation and display of weight related to performance data Display of engine performance checks Display of FADEC data Computation and display of the number of engine cycles  
There is a full Systems check, but I couldn't find the button, and it is mentioned in the manual, but not on how you actually initiate the check.
At the end of every flight you will also get a "Flight Report" when the VEMD detects the "engine stop" status.
 
Both VEMD displays pop-out as does both the GNS430 and larger lower GNS530. Lower panel is the main power/fuel/pitot switchgear and the Stability Augmentation System (SAS) or Autopilot panel. There is a full manual (4 Pages) provided on how to use SAS effectively.
 

 
Lower console has the GNS530 top, Garmin GMA 340 Audio Panel, Garmin 345 Transponder.
 

 
RealityXP GTN 650 & 750 can also be integrated. If you have these add-ons installed then you can access the GTN 650 or 750 by using the configuration menu. Activation of either RXP device will replace the default Garmin GNS430 or GNS530. Although expensive they are highly recommended.
 
Bottom console is a Bendix/King KR 87 ADF Reciever. This can be optional with the DME Panel lower left, right instrument panel, via the menu.
 

 
Overhead Panel has Starter switch, Engine Back-up Control Ancillary Unit (EBCAU) test button, overhead lighting, rotor brake and emergency fuel shut off lever.
 

______________
 
Flying the H125
On start up you get a very nice CowanSim Logo introduction.
 

 
There are other options to have in Vibrations (On/Off), Head Force (On/Off) and to set your VR head position. Oddly I don't like over vibrating aircraft, that's not to say I don't use the XPRealistic effects to do this, but you can at least adjust them to your liking there. Ditto the Head changing direction effects, again I loath the XPR "Head Anticipation", because your trying to adjust something, and your view is going somewhere else, so overall I'm not a big fan...
 
Is this the easiest Helicopter to start up? On with the Fuel Pump and then press the OHP "Engine Start", and that is about it!
 
Startup sequence is super quick and your soon ready to fly, but note the Collective won't move? There is a almost hidden safety catch to release before you can fly.
 

 
Start up sounds are very good, and you get a few alarms in the start up process, that is normal and certainly the one when you turn up the throttle. CowanSim has changed the old setting of using the old "Wing Sweep" setting for the Throttle adjustment, and I couldn't find on my Saitek Throttle a replacement adjustment...  but it's not hard to do adjusting the throttle manually anyway.
 
The earlier Dreamfoil Creations and Nemeth Designs Ecureuil AS350 B3+ was a very tricky machine to fly. I really liked it, but it was a very touchy machine (unless you used the Game option).
CowanSim aims more to the middle ground with his machines, and that is not a bad thing. Certainly the Pro's will retaliate against that, as they want a very pure machine, but then that excludes everyone else and that sums up the Dreamfoil AS350.
 
First a note...  You need to set your X-Plane General/Flight Models Per Frame settings to at least 4 Frames, or the aircraft will wobble and move around on the ground, put it on a small H-Pad and it will move and actually fall off.
 
All AS350's are a bit niggly at hover or slow speeds as the aircraft is known for that, so it can take a moment to tune into the aircraft, the pendulum effect is there, but not pronounced when starting to move forwards, but suddenly I felt centred and in control.
 

 
This aircraft is the AS350 B3e (introduced late 2011) and equipped with the Arriel 2D engine, and the 2D has the takeoff power of 952 shp. So you have to sort of tame all that power in a light utility machine. Turbomeca Arriel is a series of French turboshaft engines that first ran in 1974. Delivering 650 to 1,000 hp (480 to 750 kW), with over 12,000 Arriel engines have been produced from 1978 to 2018.
 

 
This power gives you a cruise speed of 245 km/h (152 mph, 132 kn), never exceed speed of 287 km/h (178 mph, 155 kn), and the H125 has a Range of 662 km (411 mi, 357 nmi) and an endurance of 4 hours 6 minutes...  Service ceiling is 4,600 m (15,100 ft) and the Rate of climb: 8.5 m/s (1,670 ft/min), so it is a powerful capable little machine.
 
So H125 will climb, go forward very quickly, and if you have watched the AS350's antics, and notable if you watch Formula 1 racing or follow the Tour de France, it is because it is the ideal machine for quick responses and agile movements.
 

 
Easy to fly, obviously yes. But as with most Helicopters you have to tune into it. I was a bit rusty on the AS350, but I soon found my groove.
 

 
I wanted to test out the Stability Augmentation System (SAS), so a nice tight bank to the right and then I set up my speed (100 knts) and altitude (2200 ft) and then pressed the SAS button. No histrionics, the H125 just cleanly held the heading and the altitude...  nice
 

 
Adjust the heading knob on the HSI, and the H125 will going into a nice 7º turn and again with no histrionics... very impressed, you can also use the trim hat switch on the cyclic, which allows the pilot to proportionally modify the trim pitch and roll attitudes in the SAS mode.
 
You also have a SPD mode that provides pitch attitude commands to hold IAS (Indicated Airspeed), and a Vertical Navigation Mode (VRT) that allows the autopilot to track an ILS glideslope or GPS VNAV, LNAV + V, or LPV glidepath.
 

 
Coming out of the SAS mode is Smooooth, no nasty bumps or wild flight antics, it's the best and easiest SAS I have used in a while.
 
The aircraft has built in water flotation devices on the skids, and they work very well here. You arm on the console top right,then fire them off on the Collective.
 
 
 
Approaching LOWS - Stalzburg, the H125 is hard to slow down and transfer to a lower speed, so your approaches have to quite perfect and well judged in keep the speed and height under control. Moving into the hover or transitioning from fast forward flight known as Effective Translational Lift (ETL) is nice and smooth with only a little left yaw, but the H125 gets more edgy as you get closer to the ground...
 

 
...   small sharp inputs are essential, but I'm finding the yaw inputs too sharp, you need more of a range here, the tail rotor feels like an on/off switch, which makes the aircraft hard to control in the hover, the Dreamfoil AS350 also was hard, too hard sometimes in this phase.
 

 
Écureuil's AS350's are known for doing what they call the "AStar Dance" on landing, and it's here as well, so you have almost slightly thump it down in to not do it, slightly hover and the aircraft will squirrel around underneath you, or move you around on the the ground.
 

 
It takes a few practise landings to get it right, but would be tougher for novices.
 
Lighting
Lighting overall is basic...  Externally there are two Landing lights under the fuselage, and the huge optional Spotlight at the rear centre of the fuselage, a nice feature is if you hit the "Spotlight", button on the console it immediately comes on, but turn off the spotlight and you will have to go to the menu to hide the light itself. The rest is the normal navigation lights on the rear elevator, rear white navigation and a single red beacon on the tail.
 

 
There is no reflective lighting on the instrument panel, so it is quite a dark space. There is the noted option that you can use the "Night" mode on the VEMD to faint it down, and you can adjust the instrument lighting to match it.
 

 
There are four adjustable spotlights, two front and two rear, on the roof front and rear, and a red highlight light over the overhead panel
 

 
The cabin spotlights do a great job, but personally I would like them a little brighter.
 
Liveries
There are a 100, yes a HUNDRED liveries with the CowanSim H125, so how do you choose? as all are extremely good by artist Julien Lebrun, it's just simply impossible!
Every country using the H125 is mostly represented, as is; News (Including our local Ch9 chopper) to Medi-Vac, Fire, Scenic, Rescue and Military (Australian Navy). I had a really hard time just picking twenty. Notable is that the textures are 4K Quality, but lighter 2K sized liveries are coming soon.
 


________________
Summary
You have to admit, that Joshua Cowan (CowanSim) is certainly prolific. In only a few years he has created the CowanSim 500E, Bell 206 B3 JetRanger, Bell 206 L3 LongRanger and the Bell 222B + UT.
That's a lot of aircraft and here he now takes on the Eurocopter AS350 Écureuil (or Squirrel), now the Airbus Helicopters H125. Notable is the last AS350 was the  Dreamfoil Creations and Nemeth Designs Ecureuil AS350 B3+ back in 2013, but it has not been updated for a while now, however it also set a very high standard for the time, and the Pro's totally love it.
 
You would also think that with such a mountain of work behind him, the detail and options would get less....  but not here on the H125.
 
This is the most detailed and optioned aircraft yet from CowanSim. Notably a step higher in nice quality detail than before, this is one very well detailed aircraft. All the important rotor movements and detail are also excellent, however the tailrotor assembly feels a bit out of scale (large).
 
Modeling is better, glass is better, detailing is brilliant, and we haven't got to the extensive option list yet in a banner menu "CowanSim H125 (AS350 B3e)", and two Configuration Options pages. There are twenty eight options to configure the H125, with ten more accessible in the Configuration Manager.
 
I can't list them all here but configurations for; Medi-Vac (with Doctor and Patient), Cargo, Passengers (two) and a very clever "Around the World" configuration are all excellent. Hook and Sling attachments are also included, as is the Cineflex camera and rear camera station in the cabin. All doors open and the main ones can also be removed, as are three opening baggage compartments as well. RealityXP GTN 650 & 750 can also be integrated and AviTab are also included.
 
There are a Pilot, Co-Pilot and two passengers in the rear which can be added or removed, the pilots (heads) are animated and that includes the eyes, which are actually highly realistic. Excellent Pilot helmets are optional as well.
 
To top off the extensive features, you also have 100 quality liveries to choose from, yes ONE HUNDRED.
 
The H125 flies well. It will always be compared to the Dreamfoil AS350 B3+, and overall that machine was exceptional to fly. The CowanSim is not quite as good as that aircraft, but more accessible to a wider audience. In saying that the AS350/H125 is a tricky machine in the hover and landing, I feel the yaw (tail) is a bit too On/Off for me in those tighter control moments and tail rotor animation is a bit bland.
 
It's a CowanSim...  overall you know what you buy when you purchase a CowanSim aircraft in price and with the large feature base, and this CowanSim H125 (AS350 B3e) is the best yet in every area, certainly in the quality and detailing areas, and it is already configured for VR and X-Plane12....   It comes Highly Recommended.
____________________
 

 
Yes! the CowanSim H125 (AS350 B3e) is NOW available from the X-Plane.Org Store here: 
 
CowanSim H125 / AS350
Price is US$32.95
 
Features: Free Future Updates (Including X-Plane 12) Tested and zeroed in by real pilots  VEMD (Vehicle & Engine Management Display) Around the world adventure version Collective and cyclic rotor animations Loaded & working baggage compartments All commands for mapping hardware Remove before flight accessories Pilots & passengers Working floats system Functional spotlight Functional Cineflex camera FMOD fully dynamic 3D sounds Window rain effects Compatible with Vulkan API 100% virtual reality ready AviTab integration RXP GTN 650 & 750 integration Realistic flight dynamics HD PBR textures Custom 3D instruments Detailed night lighting SASL/Xlua Systems/Animations/Plugins  This model has an authentic feeling while exploring the virtual world thanks to Laminar Research for developing a fantastic flight sim.   4k Physically Based Rendering Textures 4k PBR textures, or physically based rendering, provides the ability for very realistic lighting that mimics the flow of light in the real world. This model takes full advantage of X-Plane’s lighting with dynamic reflections and materials. Created with Substance Painter.   Custom 3D Modeled Instruments Everyone loves a detailed and realistic looking cockpit. After all, that is where we spend most of our time in the sim, flying! The 3D instruments were developed to a high standard and are fully functional, with extensive custom coding to make it as realistic as possible.   A Nice Cozy Cabin Sit back and relax in the cozy rear cabin and enjoy replays of your flight from a passenger’s perspective! Was it as comfortable and smooth as you thought it was from the pilot seat? This is especially interesting in VR and landing replays are the best.   Paint Kit & Liveries Comes with several liveries and we also included a detailed paint kit. The kit is provided in both GIMP and Adobe® Photoshop® formats. A UV map layer included in each file allows for easy and accurate repaints.   Vibrant and Detailed Night Lighting X-Plane has wonderful night lighting. The H125 project aimed to have plenty of lights, inside and out, making night flights possible. From the landing light to the cabin lighting, this helicopter really stands out at night.   Animation & Sound Thousands of lines of custom code make up animations and systems. The fully immersive 3D sound set was developed with FMOD. Sounds and animations work together with visual rotor-speed vibrational feedback, dynamic blade slap, rain effects and more.   Reality XP GTN 650 & 750 Integration The Reality XP GTN 650/750 can be fully integrated into the cockpit. Reality XP GTN 650/750 Touch is the genuine simulated device used by flight simulation enthusiasts navigating the virtual skies as well as real world pilots for familiarization with the device. This add-on is a payware add-on and you can purchase it here: https://reality-xp.com/   Requirements
X-Plane 11-   X-Plane 12 when available    Windows, Mac or Linux 4 GB VRAM Minimum - 8GB+ VRAM Recommended Download Size: 1.7 GB Current Version: 1.0 (August 12th 2022  
Installation and documents:  download for the H125/AS350 is 1.07Gb and the aircraft is deposited in the "Helicopter" X-Plane folder.
 
Full Installation is 2.46Gb
 
The AviTab Plugin is required for this aircraft.
 
Documents supplied are:
H125 (AS350B3e) Checklist Compact.pdf H125 (AS350B3e) Checklist Full.pdf H125 (AS350B3e) User Manual.pdf SAS Autopilot Manual.pdf Sling Load Indicator Manual.pdf  
Manuals are very good with Mapping and Settings, but no instrument references or just the basic system references, but settings are well documented with a very good checklist that shows well intergrated startup and shutdown procedures.
 
Support forum for all helicopters by CowanSim
_____________________
  Aircraft Review by Stephen Dutton
15th August 2022
Copyright©2022: X-Plane Reviews
 
Review System Specifications: 
Computer System: Windows  - Intel Core i7 6700K CPU 4.00GHz / 64bit -32 Gb single 1067 Mhz DDR4 2133 - ASUS GeForce GTX 1080 8Gb - Samsung Evo M2 2TB SSD - Sound : Yamaha Speakers YST-M200SP
Software:   - Windows 10 - X-Plane 11.55
Plugins: Traffic Global - JustFlight-Traffic (X-Plane.OrgStore) US$52.99 : Global SFD plugin US$30.00 : Environment Engine by xEnviro US$69.90 : AviTab Plugin - Free
Scenery or Aircraft
- LOWS- Salzburg Airport W. A. Mozart v2 by Digital Design (X-Plane.OrgStore) US$19.50
 
(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
 

 

@Almdudler Really? 😆 I respect your opinion but I feel that 95% of my customers completely disagree with you. These things take full time work to develop alone. Nobody can work for free and survive. Maybe check out the new version. 🤷‍♂️

Aircraft Review : CowanSim 206 L3
 
When the CowanSim 206L3 popped up I actually ignored it...  done that? But then no update showed up either...  very odd? But with a closer look at the title I noticed it said L3, and not B3? 
 
L3, "oh, it is a different version of the JetRanger", And so it is.
 
The 206L LongRanger is a stretched variant of the original Bell 206 "JetRanger" with seating for seven. The fuselage is stretched a total of 30 inches (760 mm), and the variant adds in two rear-facing seats between the front and rear seats. Since 1975, Bell has produced more than 1,700 LongRangers across all the variant types. In 1981, a military version, the 206L TexasRanger was also released. The original 206L used an downrated Allison 250-C20B engine, and a series of model upgrades replaced this engine with more powerful versions; the 206L-1 used a 250-C28, and the 206L-3 and 206L-4 used the 250-C30P.
 
I'm not going to redo or bore you with the absolute full details of the CowanSim B206, but just here highlight the details of this new variant. The full review of the earlier released CowanSim 206B3 is here if you want those details: Aircraft Review : CowanSim 206 B3
 
CowanSim 206 L3
First up in the differences between the two releases of 206B3 and the 206L3, is that there is only one texture version included. The 206B3 had both a 2K and a 4K texture packages to choose from, and here there is only the heavier 4K package available.
 

 
To note that the CowanSim 206B3 did have an unusual aspect to the aircraft. It was not made perfectly to scale, or it is a little larger than the real sized aircraft, which is very odd, and very unusual in a flight simulator. The reason given was that the extra space, gave you a better perspective when flying in a VR (Virtual Reality) situation...  by the look of this newer L3 LongRanger, it is again scaled in the same larger scale as the 206B3, and has not been reverted back to a true scale.
 
The extra 30 inches (760 mm) is added in just behind the pilots. This on the right has a full panel and the same sized door as on the B3, on the left however the door is double-hinged, with both the door and extension being able to be opened (for a reason, as we will see later) wider.
 

 
The B3 had a darker brown highlighted interior with black and light grey insert seating (below).
 

 
The L3 has the same seats and layout but with instead grey and light brown insert seating with grey highlights. You could call it executive.
 

 
Otherwise there are no other differences, but a very nice cabin it is.
 
The menu options are still on the X-Plane banner menu "CowanSim-206L3"...  and there are the same two dropdown options of the "206L3 Options" and the "Configuration Manager".
 

 
There are only two new options on the menu list. One is the "HEMS" (Medical Version)...
 

 
...  that puts a Doctor and woman positioned patient into the rear of the 206L3, and very well done it is, with the full sets medical equipment set out on the rear bulkhead.
The second new menu option, is to put "Helmets on Pilots" for EVAC work, but oddly the pilots stay in civilian clothes and are not clothed in flightsuit overalls?
 

 
The CineFlex system on the B3 is still also available on the L3, replacing the left rear facing seat...
 

 
...    and access to all these features can also be done (for VR) via by the noted "Configuration Manager", also situated on the banner menu.
 

 
From the pilot's seat the L3 feels exactly the same as the B3...  nothing new or different here, or thankfully nothing new to learn in instrumentation either. And even if you have the optional plugin, the Reality XP GTN 750 can still be fully integrated into the cockpit.
 

 
As you remember on the B3, you use the "Wing Sweep" X-Plane setting to control the twist throttle RPM on the collective.
 
Flightcheck CowanSim 206L3
It feels almost exactly the same as the B3. You have more power available in 420 hp (310 kW) from the Allison 250-C30P, but also more weight to carry with the longer fuselage, so you sort of come out even. Still you feel the longer tail behind you, the LongRanger feels "Longer" and slightly different, but not by much. The L3 modifications include strengthened airframe structural components (including a new tailboom), improved transmission, upgraded engine for the L3, all of which result in a maximum gross weight increase of 300 pounds and the increased performance.
 

 
Basically though the L3 still feels the same to fly, with the light touch, mild handling and forgiving nature of the 206B3.
 

 
"Boom, boom" and your soon into the groove...  the 206 is agile and for it's size, really fast, so your soon powering down the field.
 

 
It very quickly all comes back fast, light touch on the controls, but "boy" you can move, fast and just "two hundred" above the ground with no effort...
 
Sounds are as good as I remember them. The 206B3 had a big sound update just after the release of the 206 B3 in Version 1.1 (January 8th 2022). And they are same sounds in the package here as well, CowanSim note them as "The fully immersive sound set that was developed with FMOD" and very good they are, no qualms there. The gearbox whine sounds are excellent, and just as I remember them.
 

 
I power around the end of Doncaster Sheffield Airport's (EGCN) runway 02 and head straight back up the other side and then head out towards Doncaster.
 

 
The performance is the same as the L3 in a Rate of Climb of 1,350 ft/min (6.9 m/s), a Max speed of around 120 kn (140 mph, 220 km/h) and the never exceed speed is 130 kn (150 mph, 240 km/h), so you still get a lot of performance out of the same twin-blade, single turbine arrangement. The Range is 374 nmi (430 mi, 693 km) with a Service ceiling: 13,500 ft (4,100 m).
 

 
I see-saw over the Doncaster rooftops at supreme fast speeds for ages and then I realise I need to be more serious and stop all this cop-chasing fun, so it it is time to head back to EGCN...
 

 
There are the same passengers (and both pilots in the front) as in the L3, but the two forward seats are empty, there is so much space in here, that the LongRanger feels huge inside compared to the B3.
 

 
....  EGCN and I take a long wide turn pass to reduce my height, speed and to approach the General Aviation area from the east.
 

 
The 30/30 equation works very well here in 30 Knt's forward with a drop in height of 30 ft, it feels about right in the approach.
 

 
Moving into the hover or transitioning from fast forward flight known as Effectively Translational Lift (ETL), the LongRanger was very, very smooth, and no severe power changes were necessary just exactly like the B3, however the tail feels a bit lighter.
 

 
I feel I am using more cyclic backstick more than the B3 to arrest the forward speed and in the final move to hover over my landing target.
 

 
The L3 is a little nervous, but it is nothing I can't control, as the upwash can be a little disconcerting as you get into the final touch zone, you feel you could lose the 206, so it takes a little nerve to pull off and to complete out the landing.
 

 
And I'm down...  and even slightly relieved that at the last minute it could have all gone awry, but you would soon get it down pat with a few practise runs.
 
So the CowanSim B206 L3 is as impressive as the B3 and it also again can be flown by users with not the extreme skills that is sometimes required with these machines, and surprisingly even for a Helicopter in this Light-Heli category...  as most in this classification can be very nervy and challenging machines to fly, but LongRanger, just like it's cousin, still finds that sweet spot in handling, control for great and easy (even enjoyable) flying.
 

___________
Liveries
The CowanSim 206B3 had a gazzillion liveries, actually there was 58 Liveries! There are 19 liveries here for the L3, again all high-quality 4K extreme. They cover again pretty much everything with a focus on EVAC, Police, and Television versions. Yellow/Black is default (note there are two aircraft that have the same rego no. N-CNSM, the default yellow and a black livery? A Paintkit is also included for your personal designs.
 







____________
Summary
Early in the year 2022, CowanSim released their version of the venerable Bell 206B3 or "JetRanger". Here is the variant of that aircraft in the 206L3 or the LongRanger, that puts a extra 30 inches (760 mm) extension into the airframe to create a more spacious cabin and ideal for MediVac missions. You could also call the L3 an "Executive" version of the shorter JetRanger.
 
Overall here everything including all the features and the options on the CowanSim 206B3 are included in the L3 variant, the only real differences are the longer door (left), and side panel right, and two extra features include a Medical experience (stretcher and doctor) and helmets for the two forward pilots, but not flying overalls oddly. The new 19 liveries are a mixture of both old (B3) and new (L3) designs.
 
Flying between the two are are nearly identical, but the L3 is a bit more lighter on the tail and feels actually longer than it is, otherwise with the exact same instrumentation, conversion is a breeze. The Reality XP GTN 750 can also still be fully integrated into the cockpit.
 
The CowanSim 206L3 is sold as a separate aircraft and not part of the 206B3 package, so it is a new aircraft purchase to add in the LongRanger to your fleet...  But if you had to choose, then the LongRanger has slightly more features than the B3.
 
CowanSim's aircraft are always interesting machines to fly, as is this second Ranger in the LongRanger. The point could be made in that is it too docile in it's flight parameters? That aspect certainly helps wannabe Helicopter pilot's and this is certainly a great and simple aircraft to be introduced to vertical flight, I think it is slightly both ways, both in that the flight envelope is a not as highly technical as it should be, notable is the not to scale machine, both aircraft are slightly bigger than they should be.
 
It's a CowanSim...  overall you know what you buy when you purchase a CowanSim aircraft, and this Bell 206L-3 is another well designed and detailed CowanSim...  Nice, again.
_______________________________
 

 
Yes! the CowanSim 206 L3 is NOW available from the X-Plane.Org Store here: 
 
CowanSim 206 L3
Price is US$32.95
 
The 206L3 is a stretched version of the 206B3 with seating for 7 and a larger engine. Features:     Free Future Updates     Tested and Zeroed in by Real Pilots      Several Commands for Mapping Hardware     Remove Before Flight Accessories      Hardware Throttle Config     Pilots & Passengers     Working Floats System     Low & High Skid Versions     Dynamic Weight Options     Functional Spot Light     Functional Spray Kit     Functional Cineflex Camera     2K & 4K Versions     FMOD Fully Dynamic Sound Pack     Window Rain Effects     Compatible with Vulkan API     Virtual Reality Ready     AviTab Integration     RXP GTN 750 Integration     Realistic Flight Dynamics     4K & 2K PBR     Custom 3D instruments     Detailed Night Lighting     xLua for Systems and Animation     SASL v3.12.1 for Custom Plugins Realistic Flight Dynamics     This model has an authentic feeling while exploring the virtual world thanks to Laminar Research for developing a fantastic flight sim. 4k Physically Based Rendering Textures     4k PBR textures, or physically based rendering, provides the ability for very realistic lighting that mimics the flow of light in the real world. This model takes full advantage of X-Plane’s lighting with dynamic reflections and materials. Custom 3D Modeled Instruments Everyone loves a detailed and realistic looking cockpit. After all, that is where we spend most of our time in the sim, flying! The 3D instruments were developed to a high standard and are fully functional, with extensive custom coding to make it as realistic as possible. A Nice Cozy Cabin Sit back and relax in the cozy rear cabin and enjoy replays of your flight from a passenger’s perspective! Was it as comfortable and smooth as you thought it was from the pilot seat? This is especially interesting in VR and landing replays are the best. Paint Kit & Liveries Comes with several liveries and we also included a detailed paint kit. The kit is provided in both GIMP and Adobe® Photoshop® formats. A UV map layer included in each file allows for easy and accurate repaints. Vibrant and Detailed Night Lighting X-Plane has wonderful night lighting. The 206L3 project aimed to have plenty of lights, inside and out, making night flights possible. From the landing light to the cabin lighting, this helicopter really stands out at night. Animation & Sound Thousands of lines of custom code make up animations and systems. The fully immersive sound set was developed with FMOD. Sounds and animations work together with visual rotor-speed vibrational feedback, dynamic blade slap, rain effects and more. Reality XP GTN 750 Integration The Reality XP GTN 750 can be fully integrated into the cockpit. Reality XP GTN 750 Touch is the genuine simulated device used by flight simulation enthusiasts navigating the virtual skies as well as real world pilots for familiarization with the device. This add-on is a payware add-on and you can purchase it here: https://reality-xp.com/   Requirements
X-Plane 11 Windows, Mac or Linux 4 GB VRAM Minimum - 8GB+ VRAM Recommended Download Size: 2 GB Current Version: 1.0 (March 18th 2022) ___________________________________
 
Installation and documents:  download for the 206 L3 is 1.06Gb and the aircraft is deposited in the "Helicopter" X-Plane folder.
 
Full Installation is 1.58Gb
Documents supplied are:
CHECKLISTS - START-UP - 206L3.pdf MANUAL-206L3.pdf  
Manual is half completed with no instrument references or just basic system references, but settings are well documented with a very good checklist that shows well intergrated startup and shutdown procedures.
 
Support forum for all helicopters by CowanSim
_____________________
  Aircraft Review by Stephen Dutton
22nd March 2022
Copyright©2022: X-Plane Reviews
 
Review System Specifications: 
Computer System: Windows  - Intel Core i7 6700K CPU 4.00GHz / 64bit -32 Gb single 1067 Mhz DDR4 2133 - ASUS GeForce GTX 1080 8Gb - Samsung Evo M2 2TB SSD - Sound : Yamaha Speakers YST-M200SP
Software:   - Windows 10 - X-Plane 11.55
Plugins: Global SFD plugin US$30.00 : Environment Engine by xEnviro US$69.90 : RK Apps XPRealistic v2 - US$34.99
Scenery or Aircraft
- EGCN - Doncaster Sheffield by Fly X (X-Plane.OrgStore) - US$17.99
 
(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
 

 

Aircraft Review : Messerschmitt-Bölkow-Blohm Bo 105 DBS-4 by JRX Design
 
It has been a very strange few months. Aircraft that were very significant in past milestones for the X-Plane Simulator have been recently replaced with more modern versions. First it was the FlyJsim Q400 in it's new Q4XP guise, then along came the CRJ-700 from AD Simulations that echoed the very landmark CRJ-200 from JRollon and now here is another machine in the Messerschmitt-Bölkow-Blohm Bo 105 DBS-4 by JRX Design. This one echoed another very significant aircraft in the ND Art & Technology's BK-117. Tired now, but the BK-117 was simply sensational back in it's day, and the one machine that drew me to helicopters and wanting to fly them...  Sitting now in the JRX MBB Bo 105 brought all those recessed BK-117 memories back to life with a bang!
 

 
The BK-117 is a later evolution of the MBB Bo 105, the machine reviewed here. But the similarities are quite impactful when comparing the aircraft. The Messerschmitt-Bölkow-Blohm Bo 105 is a light, twin-engine, multi-purpose helicopter developed by Bölkow of Ottobrunn, West Germany. It was the first light twin-engine helicopter in the world, and the first rotorcraft that could perform aerobatic maneuvers such as inverted loops. However aerobatics are verboten, and aerobatics are actually prohibited in the Rotorcraft Flight Manual.
 
While not being considered a visually attractive helicopter by some pilots. The Bo 105 was known for possessing steady, responsive controls and a good flight attitude. Most models could also perform steep dives, rolls, loops, turnovers, and various aerobatic maneuvers; according to MBB the Bo 105 is cleared for up to 3.5 positive G force and one negative. One benefit of the Bo 105's handling and control style is it's superior takeoff performance, including significant resistance to catastrophic dynamic rollover; this is a combination of light weight and the twin-engined configuration that enables a rapid ascent in a performance takeoff.
 
Perhaps the most significant feature of the Bo 105 are its rotor blades and rotor head. The rotor system is entirely "Hingeless", in the rotor head consisting of a solid titanium block to which the four blades are bolted; the flexibility of the rotor blades works to absorb movements typically requiring hinges in most helicopter rotor designs.
The rotor blades are also made from reinforced-plastic glass-fiber composite material; the flexibility of the main rotor allows for active elements other than rotor pitch changes to be removed, greatly simplifying maintenance and extending blade lifespan. The reliability of the advanced rotor system is such that, in over six million operating hours across the fleet, there was a total of zero failures (as of 1991). The rigid rotor blade design adopted on the Bo 105 has been partially responsible for the type's agility and responsiveness; and it remained an uncommon feature on competing helicopters throughout the Bo 105's production life.
 
The aircraft unusually was also not designed or created in a proposal by the military, but was very quickly procured by the German Army when they decided to create a specialist anti-tank version armed with up to six Euromissile HOT missiles, designated as the Bo 105 PAH-1. A total of 212 Bo 105 PAH-1s were delivered between 1979 and 1984.
The Bo 105 is however far more famous for it's significant (EMS) Medevac, and Police surveillance work, MBB at one point held 35% of the total EMS market share, which the cabin can be configured to accommodate up to three passengers on a single rear bench, which can be removed to make room for cargo or a stretcher, which can be loaded and unloaded via the large clamshell doors located at the rear of the fuselage. Totally 1500+ aircraft have been built built between 1967 and 2001.
 
Notable is the DBS4, which is a version of the CBS4 that was certified in the UK for the offshore oil and gas market. The aircraft features a full IFR kit, dual inverters, provisions for pop-out floats and a fuel dump system, radar alt, and a number of other small features and systems that make it different from other 105s.
 
MBB Bo 105 DBS-4 by JRX Design
First impressions of the Bo 105 are striking, but not surprising, as the earlier JRX SA 341B and SA 342J Gazelle was also excellent in it's design and quality fit-out. The same totally applies here as expected.
 
The paneling and the general shape of the fuselage is excellent...
 

 
...  but the riveting is painted on and not mapped, it passes the test as you have to get close to be aware of the non-mapping, however that level of 3-dimensional detail is now quite common in any high-quality aircraft. Were required however the raised mapping is actually done, and the detail delivers in great louvre detail and surface appendages.
 

 
You have four nice engine exhausts with two per two 313 kW (420 shp) Allison 250-C20B engine. And note the internal cones on the inner two exhausts.
 

 
Tail-boom, horizontal stabiliser and upright support are also very good as is the required aerials and tail-skid. Notable are these small wings at the rear... they are stabilators when they have a degree of movement, and stabilisers when they are fixed. They are “upside down” airfoils that provide downforce instead of lift, just like on race cars. One of their functions is to reduce the nose-down attitude in cruise which makes the fuselage fly more level and reducing drag by exerting a downward force on the tail-boom, which raises the nose. Here on the MBB 105 they are quite notably big aerofoils
 

 
Glass is excellent. Nice shape and depth and feels very realistic. Glass has to perfect on helicopters so you get the right perspective vision, perfection makes it also authentic. The green overhead tinted-windows are also perfect (in opacity) but clear internally...
 

 
...  Highlights are the excellent twin-wipers with worn-wear arms and the perfectly set blades. I'm not crazy about the inner window frame, just a plain coloured frame, here it doesn't feel very realistic, however the inner window opens though via a "Hotspot" middle window, but the same arrangement on the rear windows are not animated.
 

 
The unique fixed-head rotor is perfectly realised and recreated. Detail is as expected in all in the required components, bolts and assemblies. The mast is quite short but the plates and their rod link assemblies are colour coded and well done. Nice details are the balance weights on the inner blades and notable the very nicely aerofoil shaped blades with great realistic wear on the ends.
 

 
Exactly like the Gazelle, the rotor system is also only semi-animated...  the Collective (bite) is nicely animated, but the rotor head  (pitch/sideways) movements are again not active.
 

 
Rear tail-rotor assembly is also very good, links and rubber covers that are all very realistic, note the short rear almost square blades.
 

 
There is a full yaw animated movement on the blades, and all the linkages work perfectly.
 
Doors...  have both the front and sliding rears open by direct "Hotspots", and so do open are the twin-cam opening rear doors. There is a cavernous open space inside, with the option of filling it with cargo.
 

 
The two forward cabin doors can also be removed via the menu.
 
Cabin

 
Yours eyes are immediately drawn to the full bulkhead padded rear seating for three people. Both cushion support and soundproofing in one, it covers the full huge rear bulkhead.
 

 
Seat material is black leather with white stitching, gives off a very nice comfortable feeling, and very well done here, the 70's style foam covered headrests are also extremely well authentic to the period (70's Ford cars anyone, Escort, Capri).
 

 
Front seat assemblies are excellent, with military style tracks and metal drilled frames. Shame the seats are not animated, that would have been a real treat. The feeling in the cabin is however dated, not by a poor application, but by design. It has that clamshell dark cream molding technique and again from the period.
 

 
This is also very evident from the restricted view from the pilot's seat. The frame curves into your forward view, and the sides feel thick and chunky, the huge instrument panel also takes up a lot of the forward view, most choppers feel airy, but not in here as it feels enclosed.
 
Menu
Top Instrument panel are two options. Left is a folded map, that when selected, then selects the X-Plane Local map. The right selection is the "Flight Manual", which pops out VR (Virtual Reality) style. The manual both inserted and expanded is quite old fashioned in layout and design (another throwback to the BK-115). The top section is the "Aircraft Configuration" or options and settings. The "Set Fuel Load" in 25%, 50%, 75% and 100% filling percentages, and below "Weights". Important in that any selection of the options must be made before flight...  once in the air you can't then change anything on the menu!
 


 
The lower section is a "Checklist style" area...   there are 10 Tabs in the "Checklist" that cover everything from PreFlight to Aircraft Limitations. You go through the checklist via two hotspots set on the top (Go Backwards) and the bottom (Go Forwards) of the VR "Flight Manual". Checklist detail is extremely good, but difficult to read in the set position and small font text.
 

 
Aircraft Configuration
The Aircraft Configuration list (of options) are all colour coded. Top to Bottom, you have in red; "Remove Before Flight" and "External Power Unit"...  the first puts tie-downs, rotor covers and flags on the aircraft, the second option puts a connected to the aircraft, a trolley GPU and even a very nice operator positioned to monitor the unit.
 

 
White options include, "Fly With Co-Pilot" and "Duel Flight Controls". The Bo 105 already comes with a very nice and head animated pilot, the option here also gives you a Female Co-Pilot with strange hair but lovely "Mechanix" gloves who is also head animated, but not to the controls like the pilot's. I heard that rear passengers are coming.
 

 
  "Duel Flight Controls" gives you the option to have a second set of controls on the left side (Cyclic and Collective).
 

 
Seagrass Green options include; "Remove Doors", "Flight Steps", Search Light", "Internal Cargo Load", Missile Rails, "Cargo Hook" and Emergency Floats.
 

 
All the options here are excellent and of high quality detailing. The "Remove Doors" option will take away the front doors, and lock the rear doors open. Cargo option fills that huge vacant rear area with nice crates, but they add a lot of weight to the aircraft with no adjustment to the weight. I don't know if the Cargo Hook works, as it is not mentioned in the manual? The side steps are nice as is the forward Search Light. The Emergency Floats are also highly detailed with a fuselage attached airpump (but again I don't think the floats inflate?).
 
Super nice are the six Euromissile HOT missiles. The HOT (French: Haut subsonique Optiquement Téléguidé Tiré d'un Tube, or High Subsonic, Optical, Remote-Guided, Tube-Launched) missile is a second-generation long-range anti-tank missile system developed originally as an effort to meet a joint German-French Army requirement.
 
The HOT missile is tube-launched and optically tracked using the SACLOS guidance system with command link through trailing wires which steers the missile using thrust vector controls on the sustainer motor during the missile's flight. When the gunner fires the HOT missile, the missile activates a thermal battery, flares and a small gas generator spins up the gyro. The same gases for the gyro pop the covers off both ends of the cylindrical container the HOT missile comes packed in. Moments later, both the sustainer motor and the booster are fired, ejecting the missile from the container.
Unlike most antitank missiles, in which the booster burns completely before leaving the container and then the missile coasts a safe distance before the sustainer motor ignites, HOT's booster burns both inside the container and outside the container for approximately one second giving the missile a high speed. The sustainer motor burns for 17 seconds, a flight time whose path exceeds the length of the trailing wires which dictate the maximum range of the missile.
 
Note the changed olive-green seating for the military (German) livery.
 
Green options include; AviTab (Plugin Required), RealityXP GTN 750/650 Touch avionics unit if you have that optional product and bottom is the option for the Dittel AutoPilot Unit. I found the AviTab would only display with the engines running, slightly annoying if you want to study charts on the ground.
 

 
This is a nice Autopilot module by Dittel (now TQ Avionics), but oddly it is set (or feels) to the left of the top of the instrument panel than the centre (of which it actually is) or even to the right of the sided pilot's reach, it feels far away? but it is well done.
 
 
 
 
Weights; In Yellow are the aircraft weights. Both the MTW (Maximum Takeoff Weight) is noted (2500kg) and the current TW (Total Weight) is displayed. The TW will change with any options and fuel weights, and you can add in extra Kgs in 10kg increments (up or down), or reset the aircraft's weight. The current version (B1.40) is also shown here for reference.
 

 
Instrument Panel
The Instrument Panel has a huge (massive) hood over the instruments, making it look far larger than it actually is, even so it is still a big unit. The centre pedestal (console) is also very long and detailed as well.
 

 
The main flying instruments are grouped down on the right in two columns...
 
Top row is (left) the Artificial Horizon and the Altitude Meter, Second row is the HSI (Horizontal Situation Indicator) and Vertical Speed Indicator, Third Row is the ADF Pointer and Radio Altimeter, slung below is a Clock. The instruments are all very clear and readable.
 

 
The centre section has mostly top in the Backup Instruments (for the Co-Pilot). Airspeed Indicator, Artificial Horizon and main (pilot) Airspeed Indicator top row, Altimeter and Directional Gyro, that looks more like a CDI or Course Deviation Indicator. Installed is the AVAD (Audio Voice Alerting Device) that can be turned off here. And a testable is the specific MBB "Mast Moment" MMI indicator..
 
"A rigid (or sometimes called hinge-less) rotor system is capable of transmitting high bending forces to the main rotor shaft. When a pilot makes a cyclic movement causing the main rotor disc to tilt, the fuselage wants to follow. In flight, with a rigid rotor the mast bending moment is low. However, when the fuselage is in contact with the ground and cannot follow the main rotor disc the bending moment can be very high. 
Because large cyclic displacements on the ground have the potential to damage the mast assembly, a mast moment indicator (MMI) is installed. The gauge is a single dimension indicator that shows the total moment being applied to the mast. When the gauge reads high, the pilot has to figure out what direction to move the cyclic to reduce the mast moment."
 
Next row is a Torque Indicator...
 

 
The Torque Indicator is interesting as it is set on a 90º angle, and not positioned directly upwards? It is noted this way for Slinging (loads), but it looks very odd?.
 

 
Next to the Torque Indicator is the RPM in N2 (Engine #1 and Engine #2). Then there is right a group of six dials that cover engine TOT (Turbine Outlet Temperature) for engine #1 and #2, and below N1 (Engine #1 and Engine #2)... bottom row right covers Fuel Gauge and Fuel Pressure.
 
Two groups of three gauges bottom left cover (top) Oil Temperature, and lower Oil Pressure. Far left is the DME readout.
 
Forward Pedestal (console) are the electrics (Buses) and working Circuit Breakers (Fuses). Gauges right cover Volts and Amperes. Between is the Hydraulics Test. The red cover left is the Fuel Jettison, the two right red covers the "Emergency Fuel" cutoffs. Between are the Instrument lights (switch), Emergency Floats, Inverters (1&2), Engine Anti-Icing (1&2) and wipers...
 

 
bottom are the two VHF-COM 1 and 2 Radios, Starter switches (pink covers) and Main Battery and Generator (Eng 1&2) switches.
 
Centre Pedestal is the Fire Extinguisher Panel. Below are Collins CTL23 NAV 1/2 radios, with a CTL62G ADF unit. Unusual is a "Funkwerk" Transponder. Bottom is a Garmin GNS 350, or if available the RealityXP GTN 750/650 avionics unit. Note the usable Collective Lock .
 

 
Lower pedestal are two NAT N301A Audio Panels. There is a nice feature on the lower NAT audio panel. You can select 1 hour of "Radio Chatter" by selecting AUX and the chatter comes in three languages; American, French and Italian via the flag icons... but no British ATC? Actually British law prohibits the use of ATC broadcasts, as per "LiveATC", but still it would have been nice.
 
The collective has two light switches (Search and Landing) and engine regulator. Cyclic has a HAT switch trim and RPM WARNING (cancel) button. Both controls are very well modeled and highly realistic with the Cyclic a B8 style handle.
 

 
There is a small overhead switch panel with the twin-engine throttle levers (the rotor brake is down floor right of the pilot).
 

 
Switch gear up here covers Pitot Heats (#1 and #2), Continuous Ignition Eng (#1 and #2), Fire Test, Floats Test, Fuel Pumps, Generator Fields (#1 and #2), Interior lights, External lights, Temperature Controls and an electronic HOBBS Hour meter.
 
Overall it is a complicated cabin, that requires a little study before flight to workout where all the switch gear and items are located, once used you will work the aircraft well and correctly, but it is not all set out very ergonomically, as it is all very 70's in style and usability.
____________________
Flying the MBB Bo 105
First is the setting for those twin throttles. JRX originally set the throttle movement to the "Wing Sweep" setting, but reverted back to the standard "Throttle" setting. You can set each throttle to a slider (Throttle 1/Throttle2) to work independently, but I use the second throttle lever (Saitek X56) as my collective, so here a single "Throttle' setting works just as well.
 
The Bo 105 startup procedure is quite easy. The Main Battery switch is under your left hand, and the two Bus Avionics switches far left upper pedestal. Each bus does a certain circuit, so you only get the  VHF1 radio with only one switch on. The Collins CTL23s and the ADF CTL62G have to be switched all on manually. You can adjust the panel lighting (when switched on) via the top knob left centre panel, and very good it is.
 

 
Next all the Auxiliary options are switched on via the OHP; Fuel Pumps, Pitot Heat, External lights/Anti-Col...  then you are ready to start.
 
Make sure your throttle is set in the IDLE position, then flip up the STARTER cover (pink) for the engine you want to start... then press the inner switch. Straight away the N1 will rise and then you go straight to the required overhead engine throttle lock switch (Fuel Cutoff) and press it.
 

 
You don't have to touch the throttle at all, if the throttle lock does not work then the lever is still not set at the IDLE position. Once the RPM for that engine is at 50% then you switch off the start switch...  pretty easy. Now you do exactly the same for the second engine start.
 
One note is the dreaded "RPM Needle Split Horn" alarm. Mostly here to warn the pilot if the engine outputs or the RPM are not in the same performance parameters, or an engine out scenario...  It is LOUD, and can be annoying if you can't shut it up. On the second engine start until it reaches within 12 points of other running engine's RPM it will go off "its trotter" as it should do, to kill the alert there is a kill switch left on the Cyclic, or you can set a button COMMAND to do the same thing (RPM Needle Split Horn). But I found sometimes I couldn't shut the damn thing up, even when the engines were shutdown? (found to be a aircraft reload or location move reset).
 

 
Once running you also have to provide separate power (unlock) both to the Main and Backup Artificial Horizons is they are powered directly off the battery, this is done via the second switch under the glareshield right.
 

 
There is a full video available on the startup (and Shutdown) procedures that is well worth studying.
 

 
I do like the flickering of the N1 dials to show the power is running through the engines. Throttle up to 100% RPM and we are ready to go. I was not perfectly attuned to the JRX SA 341B Gazelle, it is known as difficult aircraft to fly, and very fine movements were minutely required. I mastered it, but was not what you could say very proficiently. The Bo 105 is known as a more steady and responsive machine, and I felt that straight away. It feels also like a weighty aircraft, so you have confidence in balancing it easy and the very light push required by the tailrotor helps the cause as well.
That came to pass...  I easily found I could hover in the same position and only required slight stick movements keeping myself in a perfect hovering position. Any drift was also easily corrected, so the more I sat here in the hover the more confident I got by the minute.
 

 
Touch of collective and touch of forward stick, and I was moving upwards and forwards easily...
 

 
....   placid it may be, but you have a lot of power available via those two Allison 250-C20B turboshaft engines, too much collective and you will literally takeoff and go straight up (official Rate of Climb is 8.00 m/s (1,575 ft/min)), and with this extreme climb power the Bo 105's also have a tendency to roll right when in a high-power right turn which has been documented with a MBB test pilot in Siegfried Hoffmann crashing and killing himself.
 

 
So the trick is not to showoff in here, just keep everything smooth and contained and the aircraft will follow along quite nicely, you can see why the Bo 105 was so good for EMS work, in fact perfect as it is a steady easily controlled and flyable aircraft.
 
One of my favorite pastimes with the ND BK-115, was to track down motorways or highways at low but fast speeds. So I just couldn't resist the temptation again in the Bo 105...   the thrills came back with vengeance, it is fun and exciting to fly low level at speed, but you have to watch out for all those cross highway powerlines.
 

 
Maximum Bo 105 speed is 242 km/h (150 mph, 131 kn), with a never exceed speed of 270 km/h (170 mph, 150 kn), usually you cruise around 204 km/h (127 mph, 110 kn) (best range cruise), so the Bo 105 is not the fastest aircraft out there. Range is 657 km (408 mi, 355 nmi) at 1,525 m (5,000 ft) (standard fuel, maximum payload) with a ferry range: 1,112 km (691 mi, 600 nmi) at 1,525 m (5,000 ft) (with auxiliary tanks).
Overall you get an endurance 3 hr 30 min (standard fuel, maximum payload) and a service ceiling of 5,200 m (17,000 ft).
 
The aircraft has a fuel capacity of 160 Gal (570 l), and the fuel is stored in only one main tank which is connected to a single supply tank at the front of the aircraft and the engines then draw their fuel by the engine-driven pump(s) from the supply tank. The supply tank only holds 74Kg (around 93 liters or 205 pounds) as a backup supply.
 
I could do this all day...
 

 
Sounds of real Bo 105's are very hard to come by...  what we have here is a collection of community based recordings, but they are actually very good right through the range with only a few loops here and there, blade slap is present, but were over-rode in my case with the XPRealistic blade slap being more prominent, overall I have heard a lot worse than we have here.
 
Not entirely happy with the trim... a single movement of the trim or HAT switch made the aircraft surge up or down violently, in that the trim increments were extremely wide. So there was no adjusting but you got these large changes to the angle of the controls. The only way to get control back was to use the Trim Centre command to reset the trim back to neutral.
 
The Dittel AutoPilot also feels still too far away, although it is centred on the windshield (the map/manual storage is offset). The unit is a very basic 2-Axis unit, which means you centre the aircraft at the right speed, heading and altitude and turn on the AP to the corresponding servos, and it will hold those alignments....  but it is not a solid feel or use, as any slight movement or knock of the cyclic and it loses the alignment, so you have to monitor the systems continuously. It works but don't at all rely on it.
 

 
Lighting
Overall the JRX Bo 105's lighting is excellent.
 

 
We already know you can adjust the instrument brightness, which is already very good. But there is another option via the second knob set below the instrument brightness knob...  this is the green tint option, that gives you a military look and feel. You can blend the two together if you wish, but one or the other is preferable.
 

 
Not finished there with colours, there is also the overhead red cabin light. This effect with the green tint looks a bit like a traffic light reflection...  but it is very realistic, and looks sensational externally.
 

 
Externally the lighting is also very good...  There is a  single landing light in the nose that can be adjusted brighter and darker (OHP), but it still comes on too strong as a lot of users have noted, the light source can be seen through the body work as well (X-Plane issue). Here I have the Search Light on as well.
 
Navigation lights are on the outboard of the stabilisers, as are the strobe lights, and single white navigation is rear. Top tail beacon is very effective and so are the near perfect strobes.
 

 
Arriving back at the field the Bo 105. I found it was easy to lower the speed in a slight centering of the cyclic, while reducing height with the collective...  you can find the collective lift does need a reduced amount of bite, and that can send you into a false sense security in recovering the lift power (or too late in dropping out of the air). Point the nose down slightly is a better way of descending, but that obviously comes with more speed...  the trick is somewhere in the middle to get the best approach descent and control the speed. I had to do a few approaches to get the procedure right.
 

 
Nice is that you are not fighting the tail or yaw, slight rudder movements will control that aspect, again you can see why this machine is so very good in it's EMS and S&R roles, the workload on the pilot is quite light at those really critical aspects of the flight. As noted the JRX Gazelle is highly (if extremely) challenging of your skills, certainly in the approach, transition and hover phases, but that it is not the same case here with the Bo 105.... if in fact the opposite.
 
The ETL or Effectively Translational Lift boundary is noted on the Airspeed Indicator at the line between the Green and Yellow bands, about 50 knts, which is also a nice approach speed...  but watch you don't drop the collective too far or lose the lift, it is very disguised in the feel...
 

 
...   once though the ETL boundary and you reset the approach to around 20 knts (not the usual 30/30), and this feels nice with great control.
 

 
Into the hover and a 90º yaw is need to line up with the markings, that aspect is also done with ease...
 

 
... aligned, a slight slip to the left is now needed... I'm showing off now, the Bo 105 responds perfectly to my movements while controlling the hover status...
 

 
...  I can see the marking line to judge my position and a slight let down of the collective and that landing was as good as it gets.
 

 
"Sweet as" There is nothing to give you that buzz when it all goes right. But this is certainly an aircraft is one you can easily parallel with. Helicopter flying not easy and will never be, but an aircraft like this can meet you say... halfway in your limited skills.
_________________
 
Liveries
There are 26 liveries and all are excellent. They vary from Civil to Air Ambulances, Coast Guards, Police, Red Bull (2), Rescue and Military versions...  hell even the Northern Lighthouse Board aircraft is in there! ADAC (German) is the default. A PaintKit is also provided.
 

_________________
 
Summary
For a decade "Mr Helicopter" in the X-Plane Simulator was DreamFoil Creations, but now there is another "Mr Helicopter" in the form of Joe Rowe of JRX Designs. First it was the spectacular debut of the SA 341B and SA 342J Gazelle in 2020. Now here is JRX Design's second release in the Messerschmitt-Bölkow-Blohm Bo 105 DBS-4, a general purpose helicopter favoured by EMS and Policing departments around the world. Not initially created as a military aircraft, the platform was still successful as a German specialist anti-tank version armed with up to six Euromissile HOT missiles, designated as the Bo 105 PAH-1. The aircraft is also reminiscent of another X-Plane MBB classic the ND Art & Technology's BK-117 from a decade ago.
 
The Bo 105 is notable for being the first "Hingeless" rotor head aircraft, which consisted of a solid titanium block to which the four blades are directly bolted; the flexibility of the rotor blades works to absorb movements typically requiring hinges in most helicopter rotor designs. The rotor blades are also unique in being made from reinforced-plastic glass-fiber composite material.
 
Most helicopter releases for X-Plane are usually extremely highly detailed and feature laden. And that is also the case here with this excellent Bo 105. Modeling and detail quality is of the highest order (and the JRX Gazelle had already set the benchmark high). Externally and internally the Bo 105 is exceedingly good, with very if excellent good lighting effects. Sounds are community sourced, but also very good in context.
 
The VR Menu (manual) is cleverly done with built in Checklist, with the usual features of remove (front) doors, Cargo Hook, Searchlight, Emergency Floats, Flight Steps, Internal Cargo, Twin Controls, Pilot/Co-Pilot, and very well done Euromissile HOT Missile Rails. Other extras incude AviTab, RealityXP GTN 750/650 avionics unit option, and a basic Dittel Autopilot. Both "Radio Chatter", specific MBB "Mast Moment" MMI indicator and AVAD (Audio Voice Alerting Device) are also represented. Huge set of 26 liveries are provided with the package, as is a PaintKit.
 
Flight dynamics and performance is also very good, as the MBB Bo 105 is a sweet flying machine. But a few areas can still be refined, as I am not crazy about the current trim actions, and aircraft has an odd issue loading pattern when reloading in Sim. (Starting from the Desktop or doing a Developer reload is fine).
 
A few "wishlist" items would be nice... certainly a EMS variant, rear passengers (noted as already coming), winch (working would be even better) and adjustable cargo weights...  not asking too much! And YES it will be X-Plane12 compatible.
 
Another superb release from JRX Design's, can it get better than this? Yes just more of the same from the new "Mr Helicopter" Joe Rowe.
 
The Messerschmitt-Bölkow-Blohm Bo 105 DBS-4 is now available for purchase from the X-Plane.OrgStore.
__________________
 

 
Yes!...   Messerschmitt-Bölkow-Blohm Bo 105 DBS-4 by JRX Design is now Available from the X-Plane.Org Store here :
 
Messerschmitt-Bölkow-Blohm Bo 105 DBS-4
Price is US$34.95
 
Requirements
X-Plane 11 XP12 Support when Available Windows, Mac or Linux 4 GB VRAM Minimum - 8 GB+ VRAM Recommended Download Size: 1 GB Current and Review Version: 1.40 (January 15th 2021) ___________________________
 
Features
High detail, fully animated 3D-model with PBR textures up to 4k resolution. Fully VR compatible, configured by SimVRLabs. Accurate flight model tested, developed and approved by a current MBB Bo 105 pilot. Complete and accurate start up and shut down functionality. Dynamic weights for optional fuel and part configuration. Bespoke custom made and accurate instrumentation sourced direct from a 105 DBS-4. Optional autopilot unit and a full IFR navigation instrumentation suite. Fully functional circuit breakers and electrical system including AC / DC buses. Working fire warning and extinguishing system. Custom instrument HDR spill lighting. HDR internal and external lighting. Dynamic vibration model with speed increase / decrease, including entering and exiting translational lift. RXP GTN integrated on a custom tablet. AviTab with custom tablet. Highly detailed pilot and co-pilot, with optional dual controls. Optional body decals including HOT3 missiles, working floats, flight steps and cargo hook. Complete FMOD sound package with 113 individual sounds sampled from a real 105. Headset attenuation, with optional ATC radio chatter (US, FR and IE) for better immersion. Particle system for heat blur animations. 26 liveries including civil, service and military variants. Included paint kit for body, seats, ID plates, interior trims and pilots’ uniforms. Flight configuration and options, all done in cockpit either in 2D or VR. Full documentation, including all flight reference cards in cockpit. Real-life reference documentation and video tutorials including the start-up / shutdown procedure: https://youtu.be/BLxWiC1FnOs https://youtu.be/bz9NmdjchDM https://youtu.be/qGsdB9Jmk-c Full lifetime support at the forum, product updates and development as required: JRX MBB Bo 105 - X-Plane.Org Forum Windows, Mac and Linux compatible.   Requirements
X-Plane 11 Windows, Mac or Linux 4 GB VRAM Minimum - 8GB+ VRAM Recommended Download Size: 2.1 GB Current and Review Version: 1.1 (January 8th 2022) ___________________________________
 
Installation and documents:  download for the 206 B3 is 993Mb and the aircraft is deposited in the "Helicopter" X-Plane folder.
 
Full Installation is 2.63Gb
Documents supplied are:
BO 105 Real Life Documentation JRX Design MBB Bo 105 USER GUIDE V1.01.pdf  
Manual is quite basic but does come with very good instrument references, X-Plane basic system references... Checklist is built into the VR menu, and the provided video tutorials are excellent. The Eurocopter sourced documentation is excellent, enough detail here to build your own MBB Bo 105 from the ground up!
 
Required is the AviTab (Plugin)
 
Support forum for the MBB BO 105
_____________________
  Aircraft Review by Stephen Dutton
21st January 2022
Copyright©2022: X-Plane Reviews
 
Review System Specifications: 
Computer System: Windows  - Intel Core i7 6700K CPU 4.00GHz / 64bit -32 Gb single 1067 Mhz DDR4 2133 - ASUS GeForce GTX 1080 8Gb - Samsung Evo M2 2TB SSD - Sound : Yamaha Speakers YST-M200SP
Software:   - Windows 10 - X-Plane 11.55
Plugins: Global SFD plugin US$30.00 : Environment Engine by xEnviro US$69.90 : RK Apps XPRealistic v2 - US$34.99
Scenery or Aircraft
- EDDP - Leipzig/Halle International Airport by JustSim/Digital Design (X-Plane.OrgStore) - US$20.00
 
(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
 

 

Aircraft Review : CowanSim 206 B3
 
The Cowan Simulations 206 B3 is the Bell 206, a two-bladed, single and twin-engined (TwinRanger) helicopter manufactured by Bell Helicopter at its Mirabel, Quebec, Canadian plant. The 206 is also known by it's more common name of the "JetRanger".
 
Bell had developed the D-250 design into the Bell 206 aircraft, redesignated as YOH-4A in 1962. Proceeded to produce five prototype aircraft for the Army's test and evaluation phase Light Observation Helicopter (LOH) proposal. The first prototype flew on December 8, 1962. The YOH-4A also came to be known as "The Ugly Duckling" in comparison to the other contending aircraft. Following a fly-off of the Bell, Hughes and Fairchild-Hiller prototypes, the Hughes OH-6 was the selected LOH in May 1965.
 
When the YOH-4A was eliminated by the Army, Bell went about solving the problem of marketing the aircraft. In addition to the image problem, the prototype helicopter lacked cargo space and provided only cramped seating for the planned three passengers. The solution was a redesigned fuselage, sleeker and more aesthetically appealing, and adding in 16 ft3 (0.45 m3) of cargo space in the process. A Bell executive contributed to this redesign by drawing on a sketch two lines extending the fuselage to where it meets the tail. The redesign was designated Bell 206A, and Bell President Edwin J. Ducayet named it the "JetRanger", denoting an evolution from the popular Model 47J Ranger. The Army then reordered the revised aircraft as the Bell OH-58 Kiowa, that went on to used in the Vietnam War. Bell Helicopter ended production of the Bell 206B-3 version finally in 2010, after 7,300 production aircraft were built.
 
Of all the helicopters of the last half century, the JetRanger is probably the most visually famous, it is the one aircraft that seems to be everywhere, and mostly because it is the main go-to aircraft for any Hollywood or American television production, News gathering, light Med-Evac, Lifesaving and also it is very economical for Sightseeing and Business charter work. versatility is the number one criteria of the Bell 206B.
 
When you live with such a prominent aircraft in your life for so long, it becomes a personal favorite. Made easier as the aircraft is also very accessible, I have probably flown on a Bell 206B more than any other helicopter, and have easily lost count of how many flights. Plus you simply couldn't avoid the machine in the hundreds of American car chases that dominated most of the 70's and 80's Film and Crime television shows. The aircraft also became the face of Bell Helicopters, the iconic nose was a streamlined version of the stubby-nosed Bell's of the post-war period, but smooth nose and high boom tail set out the layout for most of the Bell aircraft that followed it, if later versions had retractable wheeled landing gear.
 

 
The CowanSim 206 is not the first Bell JetRanger for the X-Plane Simulator. There is the now quite old but well done DreamFoil 206 Ranger III, and a freeware Joe Rowe Bell 206 that is still in a beta phase after now two years (but still a highly flyable machine). But the CowanSim release is a full payware and featured machine, so you here you have a more modern updated Bell 206B than the both of the other released aircraft.
 
CowanSim has been around now for a few years. First up was the Bell 222B + UT, and then the exceptional CowanSim 500E or Hughes 500 of P.I. Magnum television fame. More enthusiastically American than the cold calculating European sort of developer, they have very quickly created a fan base around their aircraft, so you could say that any CowanSim aircraft are very popular aircraft.
 
CowanSim 206 B3
There are two 206 B3 versions to choose from in the download package. One is the lighter 2K, and the other is the standard 4K. I like the idea you can choose which version to load into your X-Plane aircraft folder, better than having double aircraft folders of which one you will never use...  note the Paintkit that also provided in the package. Noted here is this review version is Version 1.1 (January 8th 2022)
 

 
Menus
The CowanSim Menu (CowanSim-206B3) is selected as part of the main X-Plane menu top left of your screen like on the earlier B222B and 500. There are two selections with top one the 206B3 OPTIONS, and a secondary "Configuration Manager" which is another word for a VR (Virtual Reality) popup menu. Both versions basically show the same OPTIONS, but the Configuration's Manager is easier to use because it will stay on screen while you do your selections. Notable is that if you select any of the options, the Configuration's Manager will also show you (in red) the extra weight of that applied option on the aircraft, but there is no all up Gross Weight shown.
 

 
The VR Configuration Manager is split between two pages and interesting is the "VR HEAD CONFIG" option in that it allows you to set your best head position in the aircraft and save it...   as noted in the manual.
 
"(You) Change your VR position using the up, down, left, right, forward and backward arrows. When in the perfect spot then hit the Save Position button. This writes directly to the vrconfig file... Your selected spot will then be save(d) for future flights.".
 
The list of menu OPTIONS is quite extensive with 27 choices: AUTOMATED START, REMOVE ALL DOORS, RXP GTN750 OWNER (optional RealityXP GTN750 avionics), HIDE FLYING HANDBOOK, HIDE AVITAB, ROTATE AVITAB, ENABLE WINDOW RAIN, SKID STEPS, CONVEX SKID MIRROR, REMOVE DUAL CONTROLS, RADIO STACK, DUEL WIRE CUTTERS, UTILITY FLOATS, SHOW PILOT, SHOW COPILOT< SHOW PASSENGERS, CINEFLEX CAMERA, SPRAY KIT, SEARCH LIGHT, LOW SKID VERSION, AUTO HOLD START BUTTON, PARK AND SECURE ROTOR, BLOW FLOATS, TURN ON GROUND POWER, TURN VIBRATIONS OFF, TURN HEAD FORCE OFF and SET VR HEAD POSITION to CURRENT POSITION.
 
We will look at the aircraft and the options available together. But first a scale note...  the CowanSim aircraft designed here is slightly larger in scale to a real B206B-3. Odd yes, but it has been created this way to get the right VR (Virtual Reality) perspective. The point is debatable. But personally I would rather have a true to scale aircraft or a realistic interpretation of the aircraft than a blown up machine to match a marginal feature, so yes the aircraft in every perspective looks and feels bigger than the really cramped B206B in real life.
 
Detailing is very good, certainly the rivets and window frame sections, vents are highly realistic and so overall the construction elements are all presented perfectly. Glass (important on the distinctive profile of the 206) is really good as well and gets the Bell's shape really well, and the glass has nice depth and tint...  so the details are numerous.
 

 
Highlights are the lovely door latches (that work), and the opening side window runners.
 

 
All four doors are opened by their (inner/outer) latches, or you can remove the doors completely, and in closing they "Clunk" nicely.
 

 
There is a load of "Skid" options. You can have "High" or "Low" skids...
 

 
....  "Utility Floats" that can be "Blown" or Floats (note the gas bottle attached to the underside of the fuselage). Other skid options include a "Convex Mirror" front right skid, a right rear "Search Light' that can be manoeuvred via COMMAND keys. Two upper/lower Wire Cutters and "Skid Steps".
 

 
Also optional is a huge "Spray Kit" that is "Cowan Spray Systems" branded. The spray unit also works via key COMMANDS in "Spray On" and "Spray Off".
 

 
The rear fuselage is really nicely shaped and modeled, as is the excellent engine/gearbox bay mesh vents with latches...  very impressive.
 

 
You can see the Allison 250-C20J (this is the B-3 version of the 206) and also known as the "Rolls-Royce M250" at 420 hp (310 kW) turboshaft engine through the mesh grill (well the auxiliary piping anyway). But in a few areas the upper cowling needed more detail. The exhausts at the point they come through the cowling is not at all very realistic, as is the high curve on the rotor post cowling in being more in lines than actually round, the internal rotor post area is blank as well and doesn't look like a used working area.
 

 
The rotor head detail however is really good, and all the assemblies (and control rods) are nicely visible....
 

 
....  and I like the way the blades will move up or down realistically in the wind. Like the 500, the rotor head is only semi-animated...  the roll action works and so does the collective action (bite). But the pitch action is contained to only to the animated lower base plate.
 

 
The striking distinctive JetRanger tail is perfectly realised here, as are the mid-tail winglets... the rear tail assembly is also well constructed with the animated yaw (rudder) blades.
 

 
There are the options to "STOW ROTORS" and add on "TIE DOWNS'.
 

 
Provided for selection is a Pilot, CoPilot and two rear Passengers...  the pilot is also animated hands and feet to the controls.
 

 
So overall externally it is a very nice version of the JetRanger 206B, and very CowanSim in detail and quality.
 
Internal detail
Open the wide doors to revel a really nice cabin...  there is the dreaded three-seater bench in the rear. You never wanted the middle seat as it is cramped and comes with no vision forward because of the bulkhead post, so you always rallied (okay, threw a tantrum) for one of the outside seats. Note the three front seat lifejackets. Seats are a lovey black leather with light grey trim inserts, and the rear cabin as a whole is a few levels higher in detail and quality including detailed trim materials and screws than with the past CowanSim aircraft, certainly a marked improvement.
Oddly the side sliding windows don't work in the rear like they do on the front doors? but the inner door panel detail in the same light grey comes with really nice internal door latches that are very authentic and work correctly.
 

 
CineFlex Camera
Although attached externally, the great feature with the CowanSim 206 B3 is the CineFlex Camera option. Beautifully modeled and detailed the CineFlex system looks sensational. This is the stored flying position to protect the lens. You also need the power to be on before using the camera, then you can control the camera from the left rear camera station in the cabin...
 

 
...  the camera is fully animated with the right controller doing the UP/DOWN and LEFT/RIGHT movements, and the left knob adjusts the ZOOM.
 

 
You can map the camera controls to a separate joystick or hardware. And it is noted to "scroll all the way to the bottom to find the camera options?" But I couldn't find them? More detailed information is required there...  because flying manually and also using the rear cabin mouse controls is a real non-possibility.
 
The reality is the B206B is quite a very basic helicopter. There is not a lot of panels or features on the machine to highlight, for instance there is no autopilot (they come in either in two-axis or four-axis systems), so everything in here is all manual flying. But you do however get basic twin-controls...  i.e. Rudder, Cyclic and Collective controls.
 

 
The design in the front is the same as the rear, twin seats are again in that nice black leather with light-grey inserts, and note the really nicely crafted headsets, in two rear and two front (the two front headsets are animated and reduce the volume when used), the detail up close is excellent. Note the nice and handy red fire extinguisher.
 

 
Instrument Panel
Oddly for such a small helicopter, the distinctive 206B hooded Instrument Panel is huge....  but most of the rest is intimate.
 
The panel facia and instrument layout can be split into two areas. Nine Instruments grouped right are the Flying Instruments, then the two left rows of Eight are the Engine (aircraft) readouts and gauges.
The Standard Six Flying Instruments are (Top Row Right); Airspeed (Knots), Artificial Horizon, Altimeter. (Mid Row Right); RPM, Heading Dial and V/S Vertical Speed. (Lower Row Right); Radar Altitude, ADF Pointers and Rate of Turn Indicator... Fuel Valve is bottom right.
 
Left engine parameter instruments and gauges are (LtoR Top) Engine Oil Temp - Engine Oil Pressure, Engine Torque dial. (2nd Row); XMSN (Gearbox) Oil Temp - Oil Pressure, TOT (Turbine Outlet Temperature), (3rd Row); Fuel Gauge (GAL), Gas Producer (%RPM). (4th Row); Fuel Pressure, DAVTRON LCD Display (Chronometer/OAT/Volts). Far left panel is the ELT and DME (VOR2) readout. Far right on the cabin wall is a Compass.
 

 
Top Instrument panel is a huge excellent (testable) annunciator/warning panel. LED lights for the panel can adjusted. Set to the right of the Instrument binnacle is an "AVITAB" optional feature (Menu). The Avitab can be rotated from the landscape horizontal into the Portrait vertical position...  it is however anything displayed is quite squashed in detail in the portrait mode and not very if at all usable?
 

 
On the roof is a 29 alive or active Circuit Breaker (Fuse) panel, with a forward panel for Lighting and Power (AVIONICS/BAT/GEN), the Rotor brake is positioned right of the OVD Panel.
 

 
Avionics are in the centre lower facia and console...  Garmin GMA 340 Audio Panel (split for Pilot/CoPilot) is top. Followed by a GNS530/GNS430 combo below, that unit can both be replaced with a Reality XP GTN 750/650 Touch avionics unit if you have that optional product.
 

 
Lower (console) is a Garmin GTX 327 Transponder and a Bendix King KR 87 ADF tuner . You have the option to switch over the top GNS530 unit for two COMM/NAV 1- COMM/NAV 2 older Bendix/King KX 165 units. Far bottom are switches for the Air Conditioning...  Caution Lights, Engine De-Icing and turn the Hydraulic System on or off.
 
On the collective it is quite basic as well...  Landing Lights, and GOV/RPM selections, Starter Button and the Idle Release (IDLE REL), this is so you don't go past the idle position (or shutdown the twirly bits over your head). Rear is a really nicely done cork throttle grip...  Note the CowanSim 206 model uses the “Wing Sweep” slider and not the “Throttle” slider for the twist grip throttle control, you usually reverse the axis (as I do for the Collective as well).
 
There are a few selections on the Cyclic noted as a " B8 style flight grip", and this is a very good one in a replica of the real grip..  you can set the COMMAND settings for both the all the "Trim Hat Switch" movements (recommended), and a secondly for the "Force Trim" button. Rudder pedals are beautifully recreated  in detail and design.
 

__________________
 
Flying the CowanSim 206 B3
Like the B206 overall the startup procedure is very simple...   Battery on, Avionics on Position and Anti-Collison lights on (but not the GEN switch). Fuel pumps on, which are hard to find (or miss) as they are grouped in the Circuit Breaker (fuses) packs...  and rotor brake up (or Off).
 

 
Then open the Fuel Valve and lock it in place via the Red cover guard. The throttle grip should be in the shutoff/cutoff position below the IDLE Release...  if correct then press the STARTER button until the N1 (Gas Producer) gets to 20%, then twist in the throttle grip until the IDLE Release button pops up, then keep on holding the starter button until the engine start up procedure settles down around N1 60%...  easy.
 

 
Now switch on the GEN Switch...  and you are now ready to fly!
 
So how familiar is that startup sound...  CowanSim redid the sounds at the very last minute and that was the reason for a very quick update v1.1, it was well worth the effort though because they sound as perfectly as I remember them.
 

 
I found testing in the replay mode that if you went very fast forward or in reverse the "Visual Offsets" went crazy and off view? No doubt caused by the "Head Force" feature, but I had also turned the "Head Force" feature off as I don't like controlled head movements when I'm flying, I use my eyes or view angle to change my view focus, not my whole head.
 

 
Ready to go, I increased the throttle RPM (the grip on the collective) from Idle to the green zone 100%. As noted you use the "Wing Sweep" setting to control the throttle RPM. On a slight hover I found the controls light and easy to manoeuvre, with not a lot of yaw force needed to keep the aircraft straight.
 

 
So just a slight touch of the right rudder, or to bring it back to centre was all that was required to turn the 206B on it's axis to the right...
 

 
...  I wanted to try that standard steep nose pitch down and accelerate out of shot scene like you see all the time in the American Cop shows, but failed dismally to get it right. But the B206 did fly extremely nicely. You need a little left rudder all the time, but actually not that much yaw is required to keep the machine in a straight line, so unlike a lot of machines you are not fighting it, but simply coaxing it...  the JetRanger is extremely easy aircraft to fly and the real aircraft are also noted for it's mild handling and forgiving nature, and that aspect comes across well here.
 
However there is not much difference between the IGE power (In Ground Effect) to OGE (Out Of Ground Effect) in which you use different power outputs for different aspects of the flight, IGE is obviously lower thrust in the hover (because of the up-wash ground effect), were as OGE, is where more power is required in free air.
 

 
The JetRanger will climb and accelerate quick quickly...   "agile" is the word that comes to mind, certainly not twitchy like a lot of these light-helicopters, so it is a very calm but athletic machine to fly...  which is perfectly great for chasing bad guys in swashbuckling action packed stunts.
 

 
Rate of Climb is 1,350 ft/min (6.9 m/s), and you feel all of it, and you are easily at a 100 knts going forward...  Max speed is 120 kn (140 mph, 220 km/h) and the never exceed speed is 130 kn (150 mph, 240 km/h), so you get a lot of performance out of a twin-blade, single turbine arrangement.
 

 
Trimming the B206B is sweet, you can easily find that perfect balance via the Hat-Switch, notable is the faster you go, the less left-rudder you require, but I found it still needed a smidge of movement to keep the JetRanger perfectly on track, that is nice with no servo helpers in here, so you can easily cross-country without getting overworked and tired.
 

 
My comfort zone was 110 knts at 2500 ft, and I was now smoothly cruising along over the English landscape towards Manchester (EGCC).
The Range is 374 nmi (430 mi, 693 km), with a Service ceiling of 13,500 ft (4,100 m), but you would never use that altitude.
 
Lighting
Overall the internal lighting is very basic...  there is only the Instrument (brightness) and the LED drop-down lighting on the Instrument panel... The LED effect however looks brilliant.
 

 
Turn the LEDs down and the instruments are still very highly readable, very nice. But there is no overhead or cabin lighting at all...  nothing, which is rather odd, unless real...  so overall the cabin lighting is not very usable.
 
External lighting has those two landing lights in the nose, in one angled and one vertical. There is standard navigation lights on the rear stabiliser wing and rear tail, and a beacon top tail.
 

 
A lot of users bemoaned the fact the CowanSim 206 B3 had no cargo hook? Which seems to be a bit of an oversight. Granted the Bell 206 is not known as a lifting helicopter like say the Bell 512...  but it does have carry up to 600kg on the hook, with a max lift of 909 Kg, not that unreasonable.
 

 
Internal views in flight are extremely realistic, and I have been in here very often, the rear always felt a bit cramped with the heavy divider from the front, but the views out were always very good with the biggish windows.
 

 
Approaching Manchester and it is time to lower the altitude as there is a lot of low hanging cloud around, backing off the speed was also easy with just a slight pitch up with a slight touch of collective....  control was so docile and forgiving, the B206 B3 is so very impressively easy to fly. Moving into the hover or transitioning from fast forward flight known as Effectively Translational Lift (ETL), the JetRanger was very, very smooth, and no severe power changes were necessary.
 

 
Approach to EGCC was a 1,000ft and 70 knts, then reducing to 500 ft and 45 knts when going over the airport boundary. if the IGE power is a factor or not I don't know, but I found the transition seemless...
 

 
....  into the hover and there was no nasties to trick you up, the JetRanger is perfectly composed and easily controllable, helpful is the light yaw (tailrotor) in that you don't have to fight it, but just feed in the amount of movement you require lightly...  I am not the absolute Helicopter professional I admit, but even I found it easy to control the machine with confidence. I got special clearance to do a bit of a PR exercise in landing on the "I ❤️ MCR" logo, so I wasn't going to mess up my moment.
 

 
In I came with a perfectly considered judgement of were I wanted to place the aircraft, and did a nice rolling on to the spot landing.
 

 
So the CowanSim B206 is impressive and can be flown by users with not the extreme skills that is sometimes required with these machines, and surprisingly even for a Helicopter in this Light-Heli category...  as most in this classification can be very nervy and challenging machines to fly, but JetRanger finds that sweet spot in handling, control for great and easy (even enjoyable) flying.
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Liveries
There are 58 Liveries included, yes FIFTY EIGHT. So they cover virtually most active countries that the B206B's operate in with 20 selections for the United States. Julien Lebrun and Marc Hamilton both made significant contributions to the list. As noted there is a PaintKit also provided if you want to personalise your own private JetRanger.
 
 I have picked a collection of 17 of the best liveries for your consideration. Including two N-XPLNs in "Gloss" and "Metallic", Two KPRC TV, Australian Army, Red Bull, Skyforce 10, Dick Smith's Aussie Explorer and Burswood Casino Australia...  N206NU is default.
 

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Summary
The Bell 206B is one of the most famed light-twin bladed Helicopter of the last half century. Seen everywhere (mostly in Films and on American Television), the machine is also the most familiar in almost every aspect of local flying, from Medi-Vac, Television Reporting, Sightseeing and Personal or Business transport, chances are if you are of a certain age you would have flown on a B206.
 
Again the aircraft is a reject of an American Army's Light Observation Helicopter (LOH) proposal, that order went to the Hughes OH-6. Bell. Then Bell redesigned in the fuselage (making it far longer and more sleeker), more powerful and the JetRanger was born, and then the Army ordered hundreds as the Bell OH-58 Kiowa.
 
This B206-B3 is CowanSim's third helicopter for the X-Plane Simulator, after  the Bell 222B + UT, and then the exceptional CowanSim 500E or Hughes 500 of P.I. Magnum television fame.
 
With all CowanSim aircraft is that they come with their own style and shall we say American bravado, but hasn't stopped the aircraft being very, very popular and well regarded. And the B206-B3 is another in the line of aircraft, but has a more slightly better quality and detailing.
 
One early aspect is however of significance. The Aircraft is designed not to absolute scale, but is scaled slightly larger for VR (Virtual Reality) considerations. The B206 is a small aircraft, even of very tight proportions, but here it is almost in the Bell 512 size category... so if you want an exact replica of the B206, then this is not that aircraft...   that is a very odd thing to do in a simulator.
 
The feature list is long and extensive, with loads of tools (spotlights, wire cutters, high/low skids, working spray booms, blow floats) and an interesting working CineFlex camera, a notable missing feature is a cargo hook. You also get a (animated) Pilot, CoPilot and Passengers, opening windows (front only), RXP GTN750 option and a rotating AviTab. A huge collection of 58 liveries are also a nice addition.
 
CowanSim's aircraft are always interesting machines to fly, as is this JetRanger. The point could be made in that is it too docile in it's flight parameters? That aspect certainly helps wannabe Helicopter pilot's and this is certainly a great and simple aircraft to be introduced to vertical flight, I think it is slightly both ways, both in that the flight envelope is a not as highly technical as it should be, but the JetRanger is also known to be also very easy if athletic aircraft to fly, but certainly it is not in the poorly developed capacity, as overall the machine in all aspects and certainly performance is very good.
 
It's a CowanSim...  overall you know what you buy when you purchase a CowanSim aircraft, and this Bell 206B-3 is certainly the best designed and detailed CowanSim yet...  Nice.
_______________________________
 

 
Yes! the CowanSim 206 B3 is NOW available from the X-Plane.Org Store here: 
 
CowanSim 206 B3
Price is US$32.95
 
Features: Free Future Updates Tested and Zeroed in by Real Pilots  Several Commands for Mapping Hardware Remove Before Flight Accessories  Pilots & Passengers Working Floats System Low & High Skid Versions Dynamic Weight Options Functional Spot Light Functional Spray Kit Functional Cineflex Camera 2K & 4K Versions FMOD Fully Dynamic Sound Pack Window Rain Effects Compatible with Vulkan API Virtual Reality Ready AviTab Integration RXP GTN 750 Integration Realistic Flight Dynamics 4K & 2K PBR Custom 3D instruments Detailed Night Lighting xLua for Systems and Animation SASL v3.12.1 for Custom Plugins Realistic Flight Dynamics This model has an authentic feeling while exploring the virtual world thanks to Laminar Research for developing a fantastic flight sim. 4k Physically Based Rendering Textures 4k PBR textures, or physically based rendering, provides the ability for very realistic lighting that mimics the flow of light in the real world. This model takes full advantage of X-Plane’s lighting with dynamic reflections and materials. Custom 3D Modeled Instruments Everyone loves a detailed and realistic looking cockpit. After all, that is where we spend most of our time in the sim, flying! The 3D instruments were developed to a high standard and are fully functional, with extensive custom coding to make it as realistic as possible. A Nice Cozy Cabin Sit back and relax in the cozy rear cabin and enjoy replays of your flight from a passenger’s perspective! Was it as comfortable and smooth as you thought it was from the pilot seat? This is especially interesting in VR and landing replays are the best. Paint Kit & Liveries Comes with several liveries and we also included a detailed paint kit. The kit is provided in both GIMP and Adobe® Photoshop® formats. A UV map layer included in each file allows for easy and accurate repaints. Vibrant and Detailed Night Lighting X-Plane has wonderful night lighting. The 206B3 project aimed to have plenty of lights, inside and out, making night flights possible. From the landing light to the cabin lighting, this helicopter really stands out at night. Animation & Sound Thousands of lines of custom code make up animations and systems. The fully immersive sound set was developed with FMOD. Sounds and animations work together with visual rotor-speed vibrational feedback, dynamic blade slap, rain effects and more. Reality XP GTN 750 Integration The Reality XP GTN 750 can be fully integrated into the cockpit. Reality XP GTN 750 Touch is the genuine simulated device used by flight simulation enthusiasts navigating the virtual skies as well as real world pilots for familiarization with the device. This add-on is a payware add-on and you can purchase it here: https://reality-xp.com/   Requirements
X-Plane 11 Windows, Mac or Linux 4 GB VRAM Minimum - 8GB+ VRAM Recommended Download Size: 2.1 GB Current and Review Version: 1.1 (January 8th 2022) ___________________________________
 
Installation and documents:  download for the 206 B3 is 1.96Gb and the aircraft is deposited in the "Helicopter" X-Plane folder.
 
Full Installation is 1.44Gb
Documents supplied are:
CHECKLISTS - START-UP - 206B3.pdf MANUAL-206B3.pdf  
Manual is half completed with no instrument references or just basic system references, but settings are well documented with a very good checklist that shows well intergrated startup and shutdown procedures.
 
Support forum for all helicopters by CowanSim
_____________________
  Aircraft Review by Stephen Dutton
14th January 2022
Copyright©2022: X-Plane Reviews
 
Review System Specifications: 
Computer System: Windows  - Intel Core i7 6700K CPU 4.00GHz / 64bit -32 Gb single 1067 Mhz DDR4 2133 - ASUS GeForce GTX 1080 8Gb - Samsung Evo M2 2TB SSD - Sound : Yamaha Speakers YST-M200SP
Software:   - Windows 10 - X-Plane 11.55
Plugins: Global SFD plugin US$30.00 : Environment Engine by xEnviro US$69.90 : RK Apps XPRealistic v2 - US$34.99
Scenery or Aircraft
- EGCN - Doncaster Sheffield by Fly X (X-Plane.OrgStore) - US$17.99
- EGCC - Airport Manchester by Aerosoft (Currently not Available) - not to be confused with the current Aerosoft Manchester XP11
 
(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
 

 

Aircraft Review : Rutan Model-158 Pond Racer - Test-Pilot Project by vSkyLabs
 
The bizarre and the unorthodox is littered with examples in aviation, more than really any other medium. Then aviation pushes the boundary on what can and even the unexpected of what has been achieved in relation to leaving the boundaries of not only above the ground but to go even beyond the planet Earth itself. The experimental aspect of flight is strewn with examples that pushed the boundaries forward, but was also the death of many a good pilot...  the Model-158 Pond Racer is one such example.
 
First is the name "Pond Racer"...  it is not an aircraft designed to fly over water, but the designation is taken by the person who wanted to compete in air-races, Robert J Pond, he also created the Palm Springs Air Museum in California.
 
Bob Pond commissioned the Model-158 design with the idea of developing a modern aircraft that could compete with the vintage warbirds in the Unlimited Class at the Reno air races. Bob Pond was concerned that each year at the Reno Air Races, valuable and historic aircraft were being crashed and destroyed, not to mention many engines being damaged or wrecked beyond repair. The Pond Racer was hoped to be an alternative to vintage aircraft like the P-51 Mustang and the Hawker Sea Fury that would be as fast and spectacular in the air as the warbirds.
 
To do this he turned to the most avant-garde of all the aviation designers in Burt Rutan, and Scaled Composites.
 
The Model-158 airframe was constructed of composite materials, carbon fiber and Kevlar. This resulted in a very light, strong aircraft. And to power the plane, then two Electramotive 3 liter V-6 engines were chosen. These were based on the Nissan VG30 automobile engine. The engines were originally developed for auto racing and were turbocharged to produce 1,000 hp (750 kW). However, those fitted to the Pond Racer only ever achieved a peak of around 600 hp (450 kW). The engines drove 4-bladed propellers via propeller speed reduction units.
 

 
The result was something out of Star Wars or the racing machines in "The Phantom Menace" episode one of the series. Huge massive twin engines are connected to what is basically a glider cockpit, it flew, and by the results it actually flew very well, but overall it was a flying death trap.
 
VskyLabs has taken liberty with the design, basically it is a reproduction of the original "Pond Racer", but the aircraft is powered by twin PT6A-28 propulsion free-turbine turboprop engines with around the same output (640 kW) as the V-6 original installations. Instrumentation is quite different as well, as the original aircraft quite basic, and didn't have extras like GPS or iPads and all the required complementary systems, providing the needed instrumentation of; environmental control, fuel capacity, navigation-aids and all- weather flying capabilities. The aircraft was fitted with a new type of fuel-system layout, pressurization, oxygen, pneumatic, electrical and avionics. A lot however is original as well, mostly in the aircraft's detail.
 

 
The design results though are pure Rutan, a very composite aircraft with slender fine forward-swept wing in which the quarter-chord line of the wing has a forward sweep, with slight uplifts at the wingtips. It is a twin boom-fuselage that supports a central rear fine cockpit, in other words a pure racing machine, note the nice upward and downward fins that make the tail really a tri-tail configuration. Brilliantly conceived in you have to admit is in its clever design.
 
Modeling is a mixture of textured and untextured components, and in areas the two do slightly conflict as you can see the differences...  But to note first the VSkylab philosophy is that you purchase an ongoing project, so any aircraft that you purchase is not fully completed and 100%, that is the deal you sign up for to get access to the aircraft, all updates to the aircraft are free but the changes however can come infrequently, if sometimes slowly.
 

 
The landing gear (twin front) is basic modeling, and in parts not even textured, but overall it serves it's purpose in the right links and uprights and in design it is authentic, this is also a tail-dragger aircraft with only a (very) small caster wheel at the rear. A nice touch is the names of everyone involved in the Model-150 are listed on the left and right gear doors.
 
Cockpit is tiny and gliderish in concept, the textured and untextured sections are highly noticeable of the canopy to the tub section. Glass is simply excellent, or would it have been perspex as with the lovely graining on the cover, the canopy shaping is perfect and highly realistic.
 

 
The highlight on the aircraft is that you can remove the engine covers (press on the covers directly) and then see those awesome PT6A-28 turbines in all of their glory, and they are both amazingly well done.
 

 
Another nice touch is the fuel tank fillers (four) with two set in the inner connecting wing (21.3 GAL per tank), and two on each outer pod (50.7 GAL per tank), nice tank instructions are noted as well. The Pond Racer has a complex fuel system with the main tanks in the front, and the two pod feeder tanks aft.
 

 
Cockpit
The long thin canopy is opened by a pull rod on the left inner side, and revels a striking interior, highlighted by that padded bright red-orange cushion like seat, a seat is really not what it is, but more a padded material between yourself and the composite frame.
 

 
The interior detail is both exceptional and realistic, even for an experimental aircraft such as this Pond Racer. Note the blue marks show when the canopy is open or locked.
 

 
From the external view there is an exceptional pilot in a flight suit, he is also animated to move the stick, throttles and even the rudder pedals.
 

 
Most of the detailing focus is certainly on the cockpit, as it is really well done. The instrument panel is really quite big for an aircraft of this size and it is also very well fitted out with instruments. I am going to be quite suspect and say the original instrument set up is nothing like this and be quite basic, because the original aircraft was only an experimental aircraft and not a production machine.
 

 
Top of the panel are two GNS 430 GPS units, which do sort of stick up in your viewline with an attached Whiskey Compass. Below on the panel are the fire switches and starter switches for the left and right engines with the first of two annunciator panels that covers warnings.
 
The Standard Six instruments including the; Airspeed Indicator, Altitude Indicator, Artificial Horizon top, Heading dial with built in VOR Pointers, Course Deviation Indicator (CDI) and V/S Vertical Speed instruments are all grouped together top left of the panel. Below the SS is the second (larger) of the two annunciator panels, this panel covers Systems.
 
Most of the rest of the right instrument panel is taken up by the duel engine instruments and there are sixteen of them (or eight per engine)...  top row is the (twin) Propeller RPM and ITT (Inter Turbine Temperature) dials. second row is a G-Meter, Ampreres/Volts and Torque dials. Note you can switch between bus volts and generator load indication via the knob on the Amp/Volt meter.
Third row consists of two fuel gauges and RPM dials, and finally the fourth row has (twin) Fuel Flow and Twin Oil Temp and Oil Pressure gauges. The panel looks complicated, but overall it really isn't.
 
There is a box panel beneath that is mostly hidden by the joystick, which can be half-hidden by pressing the base. Top panel is a Garmin GMA347 radio unit, with the external (left) lighting switches and internal Flood and Instrument lighting switches right. Note the exquisite rudder pedals.
 

 
Top left panel is the parkbrake, Gear lever and twin engine Throttle (black) and Propeller (Blue). Rear panel is a sensational trim section, with nice large wheels to adjust your Yaw, Roll and Pitch trim, with the pitch and yaw noted on the dials. Canopy seal and Firewall shutoff is set mid-panel.
 

 
Top right panel is the Cabin Pressure gauge, and below your Oxygen Supply (Liters). Mid-Panel top is the Oxygen Regulator, and are controlled by three big switches that cover your Emergency supply (Red), 100%/ Normal (White) and PBG -Pressure (Green). There is a PSI dial for the pressure and a flow indicator. Mid-Panel bottom switchgear that covers Pressurization, PWR (Power/Electrical) and Bleed/De-Ice Systems
 

 
Rear right panel are the rest of the avionics. There is a S-Tec Forty-Five autopilot, which is odd in a pylon racing machine? but there you go...   and a Garmin GTX 327 Transponder...  final switches cover the fuel boost pumps.
 
Overall the instrument and system layout is exceptional, and a full description of all the systems including the 28-VDC electric system configuration, that is powered by a 24-volt, 42-ampere hour battery and the two 250- ampere starter generators of the electrical system and the complex fuel system is also well documented in the manual. Also noted in the manual is the full settings for the X-Plane JOYSTICK/KEY ASSIGNMENTS. As the project is designed and optimized for VR (Virtual Reality) usage, therefore, all on- board equipment, switched, lever, handle, knobs and other relevant functions are all accessible through on-screen manipulators, for also use with the mouse in 2D mode, or with the touch controllers in VR mode.
 
X-Plane 11 Experimental Flight Model environment must be ON to fly this aircraft, the checkbox is on the X-Plane/Settings/General menu
 
The cockpit and instrument panel lighting (adjustable) is lovely, the "Flood" light is not a full on bright light, but a nice glow on the panel and underneath it... any side dial is nicely also lit up.
 

 
STMA AutoUpdater
The vSkyLabs aircraft also comes with the STMA AutoUpdater. This tab pops out on the top left of your screen and will update the aircraft version automatically, the same can be accessed via the X-Plane/Plugins Menu. Personally I am not a big fan of this STMA updater as it pops anytime you access this left side of the screen real estate, so (seriously) "annoying" is the word for it.
 

 
Flying the Pond Racer
The real aircraft did not actually taxi...  it had a rear wheel puller that positioned the aircraft on the end of a runway, and so that is the best way to start.
 
Starting the twin PT6A-28s is actually quite easy...  Boost pumps on, Firewall (Fuel) Shutoff on, Prop levers to full forward, a little throttle. Then Switch up IGN#1 (or IGN#2) and then flick up the starter (START#1 or #2), then above 15% N1 you push in the Fuel cutoff handle. It takes time to wind up and power up the engines, so you have to wait until the Prop RPM is showing around 21x100 percent, before you have fully completed the start procedure.
 

 
The Model-158 is not at all as noisy as you would expect it to be and even quite smooth, mainly I think it is set with you wearing a full face helmet and oxygen mask...  either way it isn't what you expect, but in not being really loud, seriously noisy and rattling your brains out.
 
The view forward is horrible, the view sideways is totally unrealistic... in reality you are flying the machine between the small gap between the font of the pods, al la a Star Wars racer. The sounds are more high buzzy than noisy, but it sounds... well interesting.
 

 
With the park brake off you gingerly push up the twin throttles, and they require quite a fair amount of throttle to make the aircraft actually move...  when moving the Model-158 will immediately pull heavily to the right, I found a way of keeping the racer more on the straight line was to give more power to the right (throttle) engine than the left, it gives you more straight line control...  so you steer more with your throttles than with your rudder pedals...  you can use the rudder toe brakes if you set them, but the throttle control is more agile in your straight line control...
 

 
...   the Pond Racer takes a fair amount of time, and runway to gather enough speed for takeoff, part of the effect is caused by you, yourself as in the way you have to nudge the throttles higher and higher while remaining in control, you know with a certain feel, that with just one mistake, it will simply send you barreling off the runway to a certain death. At around 170 knts you will finally have enough grip in the air to fly.
 

 
The Model-158 will climb out savagely if you let it...  there are no official vertical speeds, but around 2,000fpm is pretty close to realistic, no doubt with this much power it could go right off the scale, but let us be realistic here.
 
immediately you are aware that the view forwards is very hard to see with those GNS 430s blocking out the vision, worse is that you need to also see the instruments, and getting (some sort) of forward view and seeing the instruments together creates an odd, if weird viewpoint angle...
 

 
...  I found very quickly is that the best way to fly the Pond Racer, is actually via the instruments and not so much in the visual, a more head down and level sort of approach. Surprisingly the Model-158 is very nice to fly, the controls are light and the machine is easily trimmed.
 

 
And very, very fast...  Maximum speed is 400.0 mph (643.8 km/h, 347.6 kn), and the real aircraft did achieve that astounding speed.
 

 
The full history of the Pond Racer makes for unbelievable reading
 
"The aircraft made its debut at the 1991 Reno air races having been flown from the Scaled Composites factory (at Mojave) under escort. Gasoline/Petrol was used as the fuel for the flight to Reno as this gave a greater range. The onboard engine control computers were replaced with equipment for metering methanol in the race configuration. Methanol was the preferred fuel because no intercoolers were needed, and so the associated drag was eliminated. After the day's running had concluded the engines were again configured to burn gasoline/petrol to preclude the corrosive effects of methanol. The aircraft was entered in the Silver class and qualified at 400 mph (640 km/h), flown by experienced test pilot Rick Brickert. The aircraft sadly developed mechanical problems before the race was officially started and dropped out as a DNS.
 
The decision was made by Pond to attend Reno with the same engines used for flight testing. In fact, a vibrator was still attached to the left vertical stabilizer to initiate flutter as part of the planned flight test program. There was no expectation of victory the first year. It was viewed as a "dress rehearsal" more than anything else. After takeoff for the final event on Sunday, the left engine threw a rod out the side of the block and created a tunnel of fire 4 feet (1.2 m) in diameter and about 15 feet (4.6 m) long. An onboard halon extinguishing system put the oil fire out and an uneventful single-engine landing was made. The engine installations were very compact and "close cowled", meaning the bodywork covering the engines had little clearance. The carbon fiber engine cowling was a structural component of the aircraft and as such had to be protected from heat-soak after shutdown. This was accomplished via two 2-stroke weed blowers immediately after the blades stopped turning, quickly followed by two air conditioner blowers attached to the air inlet "scuppers". The engine cowlings were lined with corrugated inconel of .007 thickness. Airflow was vital to structural integrity. Conversely, the powerplant units had to be preheated to nearly operating temperature before the engines were fired up. This was due to the tight tolerances of the engine main bearings. Because methanol burns much cooler than gasoline/petrol, cooling was never an issue. Actually the cold nature of the methanol gave the team a problem with oil viscosity. The thick, graphite laden oil would "puke" overboard for the majority of the time while airborne. Eventually it was determined that the oil drain holes were undersized in the rocker area of the heads as they were not intended to run at a constant high RPM in an automobile application. Fully half of the radiator inlet ducting was blocked off after the first test flight on March 22, 1991. Dick Rutan himself was the initial test pilot. Mike Melvill also flew the plane as did Steve Hinton as part of the test program.
 
On September 14, 1993, the Pond Racer was entered again in the Reno races and once more it was piloted by Rick Brickert. During qualifying, the aircraft began leaking oil and suffered an engine failure leaving the right propeller unfeathered. Brickett pulled up, lowered the landing gear, and chose to perform a belly landing by retracting the gear again. The aircraft then overshot a smooth landing area and crashed in rough terrain, killing Rick Brickert the pilot." (wikipedea)
 

 
If being cowered down behind the instrument panel is not enough, you can select down by your right seat (arrowed) an "AviTab" VR-compatible tablet, that can be positioned over the twin GNS 430s
 

 
Now your forward view is completely blocked, so you certainly can't use the AviTab in visual flying. The S-Tec Autopilot is actually very good, but a note to the developer as it is needed in a pop-up panel with it's very hard far right (almost out of sight) position for a more ease of use...
 

 
The AP will however give you a chance of a rest, and to finally pop your head up for a look around.
 
If you drop the nose too quickly. You do get this weird and very loud helicopter sounding blade slap, authentic? it "scared the bejesus" out of me, so I am not so sure of that one.
 

 
This machine is created in reality to do only one thing...  go extremely fast around a circuit, so ultra manoeuvrability is not the Pond Racer's forte, yes it will turn, climb and go very fast, but you feel you better not push it beyond it's boundaries in case it bites you back in being nasty...  just keeping it on the straight and fast is the game on here.
 
Landing takes a lot of skill, and bravery...  holding your breath for long periods helps as well. Again trusting you instruments is everything, as the horizon or your view of here the water, can be misguiding to your actual height....  and you can very easily get it all very wrong.
 

 
You have no airbrake, or flaps to lower your speed? using the huge propellers set at idle can create a drag effect to lose speed, but you have to be careful in not stalling the aircraft...  gear down also creates a slowing drag as well. But ultimately you are still going to come in fast...  this is what killed Rick Brickert remember.
 
I approach KHAF at 150 knts and 300 ft. The coastal wind is pushing me left as the Pond Racer is extremely lite, but I am holding it, and getting closer to the centreline of RWY 30, I like KHAF as you have a wide runway (meaning lots of space) for these sort of aerial antics.
 

 
You are extremely aware of those two HUGE spinners on the front of the engine pods, plus the fact you line of view is not quite level either, this creates a sort of abstract view of the ground, in that you dare not put the nose too far down, so you approach in a sort of tail down aspect fear of being too nose down when getting close to the runway.
 

 
You approach high and super fast, and it take nerves of steel and skill to get this landing right...
 

 
... you can easily panic as you feel you are too high, and want to drop the aircraft quicker, but just let it down in it's own time, but also be aware of the X-Plane downward pull, it is severe here, so you have lower your height as you control that sinking rate.
 

 
Finally the wheels touch, but you are still going fast and furious...
 

 
...   thankfully the tail drops quickly as does then the speed. VSkyLabs recommend a long runway, and so do I, as you can't touch those brakes heavily unless you want to cartwheel nose over end, but was able to do slight touches of the brakes to rub off a lot of the final speeds.
 

 
Finally I stopped, took in a lot of oxygen and realised I had survived the landing in one piece... good "plain olde" luck, believe me was part of that landing more than anything else. Personally how could you actually race this thing...  it is a deathtrap!
 

 
External Lighting
The Pond Racer is not really an aircraft you would fly at night. You have the three Red, Green and rear White navigation lights, two beacons in a top tail large white and underside red...  a large blobby landing light is set in front of the cockpit.
 

 
Liveries
There are only three liveries in the original "Pond Racer" white and red, grey. A Marine Grey and a Red StormChaser livery. A paintkit is provided.
 

________________________
 
Summary
The famous Model-158 "Pond Racer" was created by the more famous aircraft designer Burt Rutan of Scaled Composites fame. The "Pond" in the name is the as famous Bob Pond, who commissioned the Model-158 design with the idea of developing a modern aircraft that could compete with the vintage warbirds in the Unlimited Class at the Reno air races. It did actually fly in a few tests and in a race, but then crashed and in killing it's pilot, Rick Brickert.
 
vSkyLabs have recreated the racer, and it looks like something out of a Star Wars film. The shape and aerodynamics are perfect, but some liberty was taken in changing the engines from the original (Gasoline/Petrol) Electramotive 3 liter V-6 engines, to a more aviation based T6A-28 propulsion turbine turboprop engines with around the same output (640 kW). The cockpit is also not really an experimental layout, but a more standard instrumentation fitout, with full avionics packs like two GNS 340s, GMA347 radio, S-Tec Autopilot, GTX 327 Transponder and even a popup AviTab tablet. The twin T6A-28 turbine engines are also viewable by removing the covers.
 
Modeling is pure vSkyLabs, very good and not fussy. Internally the cockpit is exceptional. With great materials and instrumentation and even an animated single pilot... so the aircraft delivers a lot, in so little a package.
 
Flying the Model-158 is an experience, even frighting to the uninitiated. View is highly restricted and you have no flaps or speed brakes to get you out of trouble. But there is a real challenge to master the machine and build your skill set on it, overall in that aspect and with it's pure high speeds (400 mph), the Pond Racer is an overall exceptional experience, and good value as well... a final note is that all vSkyLab aircraft are always development in progress (even if this aircraft is far more complete than most), and the purchaser are aware of this handshake deal when purchasing the aircraft.
 
Fast deadly...  experimental, the Rutan Model-158 "Pond Racer" has it all...   Highly recommended.
_______________________________
 

 
Yes! the Rutan Model-158 Pond Racer - Test-Pilot Project by vSkyLabs is NOW available from the X-Plane.Org Store here : 

Rutan Model-158 Pond Racer - Test-Pilot Project
Price is US$28.50
 
Project's Main Features: VSKYLABS 'Test-Pilot' project. Highly defined flight dynamics model of the Model-158. Highly defined PT6 turboprop engine simulation (PT6A-28) including its associated peripheral systems. Built around the powerful, native X-Plane's 'Experimental Flight Model' environment. In-depth systems simulation: Fully equipped aircraft with deep systems simulation (electrical, lighting and warning systems, comprehensive fuel system, fire protection, bleed air and pneumatic systems, ice protection systems, pressurization system, landing gears system, flight control, oxygen system, canopy system, auto-feathering and auto-ignition systems and more). VR (Virtual Reality) Ready. Multi-Layer FMOD sound pack. 50-pages, comprehensive, illustrated Pilot Operations Manual, including checklists. STMA Autoupdater is included: Project updates are fast and efficient! Included Paint-Kit. Highly responsive VSKYLABS support forums.   Requirements
X-Plane 11 Windows, Mac or Linux 4 GB VRAM Minimum - 8 GB+ VRAM Recommended Current and Review version:  1.0 (March 14th 2021) ___________________________________
 
Installation and documents:  download for the Rutan Model-158 is 285Mb and the aircraft is deposited in the Aircraft" X-Plane folder.
 
Full Installation is 460.60Mb
 
"AviTab" VR-compatible tablet is required, download is free, and installation is in your X-Plane/Plugins Folder.
 
Document supplied is:
VSKYLABS Rutan Model-158 POH.pdf  
Manual is excellent with full system references, aircraft features, and a full "Pond Racer" description and history.
 
Support forum for the Rutan 158 by VSKYLABS
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Aircraft Review by Stephen Dutton 
18th March 2021
Copyright©2021 : X-Plane Reviews 
  
(Disclaimer. All images and text in this preview 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
 
Review System Specifications: 
Computer System: Windows  - Intel Core i7 6700K CPU 4.00GHz / 64bit -32 Gb single 1067 Mhz DDR4 2133 - ASUS GeForce GTX 1080 8Gb - Samsung Evo 1TB SSD 
Software:   - Windows 10 - X-Plane 11.52
Plugins:  Global SFD plugin US$30.00 : Environment Engine by xEnviro US$69.90
Scenery or Aircraft
- KHAF - Half Moon Bay by Rising Dawn Studios (X-Plane.OrgStore) - US$19.00
 

 

Another fair review.  Spent several minutes in the right pilot position fighting the collective then it dawned -left side is where the action is, why have right side controls if they don't do anything important?  I agree it could stand a bit more refinement but for $25 it's not a bad deal.