Keeping the Classics Flying: Strategies for Supporting Aging Flight Simulators

In hangars, training centers, and converted warehouses across the globe, a silent revolution is underway. Beneath flickering CRT monitors and amid the gentle hum of cooling fans, older full flight simulators (FFSs) continue to play a vital role in aviation training. These machines—once the pinnacle of high-fidelity simulation—are aging. And yet, thanks to determined operators, skilled technicians, and adaptive suppliers, many are still flying, decades after their first motion check.

At Simutech Solutions, we believe that no simulator should be grounded solely due to age. With smart strategies, technical creativity, and collaborative partnerships, aging simulators can remain fully operational and cost-effective—without compromising on fidelity or regulatory compliance.

A Legacy Worth Preserving

Aviation simulators aren’t just pieces of equipment—they’re legacy investments. For many training organisations, they represent millions of dollars in capital, thousands of hours in engineering, and entire careers of accumulated technical knowledge.

According to data from CAE and FlightGlobal, the average commercial full flight simulator has a service life exceeding 20 years, but many continue operating well beyond 30 with proper care. In fact, some Level D simulators built in the early 1990s are still in regular use around the world today.

These simulators, however, face a unique challenge: the industry that built them has evolved. OEMs (Original Equipment Manufacturers) may no longer offer support. Spare parts become scarce. Operating systems reach end-of-life. And as aircraft themselves are retired, so too is the incentive for manufacturers to maintain related simulator platforms.

So how do you keep a 1997-era 737 simulator running smoothly in 2025?

Let’s explore.

When the OEM Steps Away

One of the most pressing challenges for legacy simulator owners is OEM disengagement. After a certain number of years—often 10 to 15—the original manufacturer may formally end support. This can include:

• No longer offering spares or repair services

• Ceasing software updates

• Withdrawing regulatory documentation support

• Decommissioning engineering teams familiar with the simulator
  

This leaves operators in a difficult position: maintaining safety and training standards without the original factory behind them.

Take the example of a regional training organisation that acquired a second-hand Boeing 737-800 simulator originally built in 2002. When they took ownership, the OEM informed them that both hardware and software support had ended five years prior.

“We knew it was a risk,” said their Technical Manager. “But the simulator was in great condition structurally, and we believed in its value. We just had to find a new way to support it.”

The operator turned to third-party specialists for obsolescence planning and began sourcing components from non-aviation suppliers.

The result? An older sim given a second life—at a fraction of the cost of a new build.

The Power of Obsolescence Planning

The key to keeping aging simulators flying is proactive obsolescence management. This is not a one-time exercise—it’s a continual process of assessing, identifying, and mitigating risk.

At Simutech Solutions, we encourage customers to maintain a “red list” of vulnerable components—parts or systems with known obsolescence risks. These often include:

• CRT displays and projection systems

• UNIX-based host computers or proprietary OS

• Legacy I/O boards

• Custom motion drive cards

• Avionics panels no longer produced by OEMs

Once the risk items are mapped, organisations can make informed decisions. Do you stockpile spares? Do you re-engineer the subsystem? Or do you partner with a specialist to modernize key elements without disrupting the simulator’s certification?

A Real-World Example

One European training provider operates a fleet of simulators originally installed in the early 2000s. Their legacy 747-400 FFS had an unsupported OEM autopilot panel and a flight control feedback system running on obsolete servos.

Rather than retiring the sim, they took a different path. They sourced reverse-engineered autopilot panels from a trusted third-party avionics shop and replaced the servo amplifiers with newer, COTS (Commercial Off-The-Shelf) units sourced from the industrial robotics sector.

Was it easy? No. But it was smart. The simulator remains operational, compliant, and profitable.

Non-Aviation Partners: A Hidden Asset

One of the most innovative trends in legacy simulator support is reaching beyond traditional aviation suppliers.

Electronics repair shops, industrial automation firms, and robotics integrators are proving to be unexpected allies in the battle against obsolescence. Many simulator subsystems—motion platforms, power amplifiers, or LCD screens—share technology with sectors like manufacturing and automotive testing.

At Simutech Solutions, we've successfully worked with non-aviation partners to:

• Repair or refurbish motion power electronics

• Replace dead CRT displays with LED drop-in kits

• Refurbish Cockpit Seats with Automotive upholstery

• Integrate generic computers running emulation software to support legacy avionics

This approach not only extends simulator life but also helps contain costs.

Case in Point: The IO Refresh Project

A good staory is of a Gulf-based A320 simulator running on legacy VMEbus I/O racks from the 1990s. The racks were failing regularly, and spares were no longer available. OEM replacement was quoted at over USD $400,000.

Instead, working with a local automation integrator, we redesigned the I/O layer using ruggedized, programmable controllers used in oil and gas drilling. The entire system was replaced for under $100,000—and the customer now has full control over firmware and diagnostics.

Certification: Working with Authorities

Aging simulators must still meet stringent regulatory standards. Whether certified to FAA, EASA, or ICAO 9625 standards, simulators must undergo regular requalification. For legacy platforms, this adds complexity—particularly when parts are replaced with non-OEM equivalents.

We often hear: “Can I still get requalified if I replace my OEM CDU with a replica?”

The answer, generally, is yes—if you follow a well-documented engineering and testing process. At Simutech Solutions, we work closely with customers and authorities to:

• Document changes in detailed engineering change proposals (ECPs)

• Conduct fidelity testing and comparative analysis

• Ensure software behavior matches original performance

• Use high-quality third-party components or develop drop-in replacements

Regulators understand the realities of aging simulators. What matters most is transparency, traceability, and testing.

Training and Knowledge Transfer

Aging simulators don’t just need parts—they need people.

As legacy systems age, so too do the technicians who understand them. We’re seeing an increasing knowledge gap emerge as veteran engineers retire, taking with them years of undocumented experience.

Simutech Solutions actively addresses this through:

• Tailored training programs for new maintenance staff

• Detailed system documentation and schematics digitization

• Remote support packages with on-call legacy specialists

• Mentoring programs that pair junior staff with retiring experts

Your simulator is only as good as the people maintaining it. Invest in them.

The Economic Equation

Why not just buy a new simulator?

It’s a fair question—and in some cases, the answer may be: you should. But for many operators, a full replacement isn't economically viable. The cost of a new Level D simulator can exceed $15 million. In contrast, a mid-life upgrade or subsystem retrofit often comes in under $1 million.

When structured correctly, keeping your classic flying offers:

• Lower capital expenditure

• Minimal disruption to training operations

• Retention of known and trusted training environments

• ROI maximization on the original investment

In today’s market—where demand for simulator time is growing, and lead times for new builds are long—refurbishing and extending life cycles is a competitive advantage.

A Culture of Respect for the Past

There’s also something quietly poetic about working with older simulators. These machines have trained thousands of pilots, witnessed aviation’s digital transformation, and continue to hold their own in a fast-changing world.

They deserve our respect—not just as assets, but as part of our industry’s living history.

One Simutech engineer recently put it best:

“When I walk into a sim bay and see an old 747 Level D humming away, I don’t see a relic. I see a veteran. Still working. Still teaching. Still flying.”

Final Thoughts: It’s Not Over Yet

The future of flight simulation is undeniably exciting—AI-driven scenario engines, cloud-based flight training, and lightweight VR sims are reshaping the landscape. But that future doesn’t invalidate the past.

With the right strategy, aging simulators can—and should—be part of your training solution for years to come.

Whether you're running a 1990s-era A320, a classic 747-400, or a Gulfstream sim with CRT screens, there is a path forward. At Simutech Solutions, we’re here to help you find it.

Because no simulator should be grounded before its time.

Want to talk about your legacy simulator challenges? Reach out to our technical team at Simutech Solutions and let’s discuss how we can help keep your classics flying.