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Given the level of detail we have modeled the A320-X, it would be almost impossible to model the former EIS1 system (v1.3.2) without a significant rewrite of our code.

The A320 is the first part of FSLabs A3xx Master Series line of products for desktop flight simulators.

Additional features for the FSLabs A320 include a robust Flight Management and Guidance System (FMGS) with proper SIDSTAR tracking; lateral and vertical flight management which follows the ARINC 424-19 specification in full detail; the entire range of aircraft systems; and the complete custom Fly-By-Wire implementation featured in the actual aircraft.

The FSLabs A320 is the pinnacle of simulation fidelity in add-on aircraft for desktop simulators and reaches a broad market ranging from the beginner in glass cockpit airliners to the simulation expert who wishes to enjoy a virtual environment that is unparalleled in the desktop simulation world.

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The computer running the A320-X is required to be connected to the Internet for periodic serial number validation.

Brake models tuned to match real world performance in all weather environments.

Every aircraft component within the Fuel, Hydraulic and Pneumatic systems has been modeled, making the aircraft feel alive.

The Fly-By-Wire system faithfully represents the feeling of flying the real world aircraft which any A320 pilot can testify.

I felt this was a good time to let our developers voice their own thoughts regarding their hard work, so I selected Andrew Wilson and Philippe Gleize to respond with feedback on your questions.

Andrew is responsible for systems, special effects and all-around code programming, while Philippe is our flight and engine dynamics model developer.

Following this, well be adding expansion products that will extend the A320 series product line to include the A319-X and the A321-X, each of which will be simulated to the same standard as our A320-X and will include many of the intricate details that are unique to both airframes.

There are many things that the A319 and A321 do differently, and well be simulating these differences in our products.

These include ARINC 429 (with ARINC 600615 data stream support), ARINC 424, and RS422 (with ARINC 600 support).

We have also designed code libraries to handle the analog data systems found on the A320 ones that use electrical current to send and receive a flow of data between the systems.

Most of the components that make up an A320 have been modeled from relay switches, fuses, circuit breakers, diodes to fuel pumps, servo control valves, hydraulic accumulators, batteries and transformers.

In total we have over 60,000 of these components running in our simulation of the A320-X.

The result is a simulation of an A320 that is very much like the real thing.

We anticipate the infrastructure weve developed will be used to expand our A3XX fleet at Flight Sim Labs.

What in this model makes you proud What is strong side of this model.

The modularity of its design will allow the professional version of the A320-X (which will follow in the footsteps of our FSX release) to fulfill expectations and requirements of professional pilots and training personnel in their day to day operations: systems, flight dynamics, ground dynamics, engine models, and visuals.

Our team has avoided several FSX limitations by developing flight and engine models that function outside the FSX internal update cycle to render drag (friction, induced, wave, trim, flaps, etc.) and thrust components of each aircraft variant allowing freedom in calculating components of flight such as atmospheric influence, bleed air demands as well as damage caused by overstress conditions.

Realism of a successful simulation doesnt only depend on the time the aircraft spends in-flight.

As such, a lot of attention was paid to the ground model to get the correct ground friction and handling: the lateral component during turns and cross wind landings and the longitudinal component for realistic taxi thrust.

A correct wheel shock model was added to absorb the huge mass transfer that occurs during aborted take-offs and while the aircraft is braking after landing.

Hard work has gone into making all this possible: Over 2 years of research and development, hundreds of hours of Class-D simulator testing, in-flight measurements made by our dedicated technical advisor pilot team, technical documentation data mining and high-end tools such as neural network realization software.

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