Hi Im looking for few answers, decided to ask here :) My FS knowledge is on the good level I think Im not new for FS, lets say I know FS pretty good, but Im not pro thats for sure. Have no problem with navigation, no problems with most of the procedures, anyway let me ask u....Im flying Default Learjet 45 with FS Passengersok first question [1] Why speed showed on the speed indicator on the lef hand side is different than speed showed after i hit shift+z ??????? I know we have a 4 forms of speed indication: ground speed, IAS, TAS, Mach. which one is showed on the panel speed indicator ?? I know I can switch to mach :) but let say Im landing right now, my check list said landing speed 140 KIAS right, so Im setting up my AP speed limit to 140 (its just en example I do know how to do visual, ils, vor appr :)) and now my indicator in 2d panel showing me that Im flying with speed 140 kts (?) (or this is KIAS ??) and when i hit shift+z i see (u know red dialog on the top of the screen) speed less than 140 KIAS in this situation (usually 115 -130 KIAS if I remember good) I can not understand that... [2]which speed value should I keep on 140 that from the panel indicator or this displayed from shift+z options showed in KIAS ??????????????? my setting are set for "display true air speed" [3]maybe I should change this to "display indicated air speed" whats the different ?? and one more about settings: [4]what is this: "enable gyro drift" should be on or off ?? what is this ???Next is: [5]How come I know whats my cruise altitude ?? Flight Plane is showing me let say 800nm distance from airport A to airport B and now what cruise altitude should I setup ? I know it have some economic factors, probably weather and for sure distance. Is there any calculator or rule how to setup cruise altitude ?? I know u not just setting up whatever u want to :) must be some rule, policy[6]what is the function of CRS knob ???? I know when u do ILS appr than u setting up CRS on the runway heading (or during a fly on radil to vor I know that) but is there is any "bigger function" in FS world for CRS ?? is my plane will not line up with runway if Im not gonna settup CRS. I know I can easy check this :( but I would like to ask maybe someone knows secrets or something :PP [7]how come I know that my landing speed is correct ?? how can I calculate my landing speed ?? I know weight, wind I know all factors and how to calculate my landing speed (and going back to the first question is it gona be in KIAS when I pres shift + z or whatever I have showed on the panel indicator) I think the landing speed is 20% more than stall speed is that right ?? ok so how can I calculate stall speed, I know all factors weight, vspeed, wind etc[8]is anything like fuel calculator for default Learjet 45 ?? maybe u guys will know how the default FS planner works ?? example: from airport A to airport B FS flight planer said: ex: u need 400 lb so ok Im loading my FS Passengers and seting up fuel load to 400lbs and ques what ?? Im running out of fuel and there is no gas station around... so how to plan your fuel load when I know wind factor, weight etc ?? Please go easy on judging me :( FS is just for fun, maybe I will buy some bigger plane Im thinking some Emberaer for star and then B767-300 maybe, but I wanna make sure I know a lot about default FS before I spend money for something what I will maybe never use :) next step will be FMC programing just need to find solution for iFly747-400 cuz FMC is freesing my FS something wrong with nav data anyway this is a not topic about 747 :) Thank you for any answers and advices :)

If you look at the red text after Ctrl+Z.. you'll see that it is KIAS.. (Knots Indicated Air Speed). If you have your relaism settings to show indicated airspeed, the number on the airpeed indicator will be the same as the red text. Change it to indicated airspeed and leave it there, because thats what an airspeed INDICATOR tells you..Now.. this is where I must advise you to go back to the C172 for learning. You've still got a lot to learn before trying to zip around in a Lear :( A lear does not have a gyro (heading indicator), so gyro drift does not apply. But since you'll be flying a C172 now, you need to know about how to use the heading indicator. It's simply a gyroscope that needs to be set to match the compass evey 20 minutes or so, because it "drifts". You use a gyroscopic heading indicator, because the compass will give improper reading if you're banked, or accelerating (something else you need to know before flying jets :( Planning a cruise altitude is mostly about distance. Since a normal jet climb requires aproximately 70nm to get to 30,000msl.. and aproximately 90nm to descend from 30,000msl.. it would be silly to climb to 30,000 for anything under 300nm. A good rule of thumb would be to choose an altitude that would have you at your cruise altitude, for at least 1/2 the flight. Anything over 500nm and you're looking at 30,000+ Any higher than 30,000msl would require a longer flight.The course knod on an HSI/autopilot, is the same function as a CDI, on a VOR. The learning center in FSX explains that stuff pretty well. Most of the default jets have approach (landing) speeds for different weights and flap settings, listed on the reference knee-board. But you'll be flying the C172 for a while, so don't worry about that :( All kidding aside.. FSX is realistic enough for you to learn a LOT about being a pilot. You're cheating yourself out of a lot of fun learning, by trying to learn the basics, in a jet. Slow down.. study the lessons and learning center. THEN hop into the Baron and learn about HSI's and intrument navigation...THEN climb into the KingAir and get compfy with turbine flying.. THEN climb into a jet B)

I think u didn't read my post careful enough :) but thank you for your help anyway. trust me I do not have a problems with traditional navigation :) and my cessna adventure was very long but im still flying cessna time to time. that gyro stuff I just didn't know what the setting is. now I know what gyro drift it it is :) like I said FS is just a fun. its not even close to real flying Im not even planing to be pro I just wanna know how to land and how to navigate, both are not a problem anymore, but human is a greeady animal and always looking for something more:P anyway u help me for sure so im not gona say a bad word :( Im really appreciate... about that crusing alt its hard to believe that this is the way to pick correct alt :)) but oh well I will do lite u advice thank you

The above suggestion for altitudes is only part of the determination. If you fly in the US, it all depends on your heading:VFR Sec. 91.159 - VFR cruising altitude or flight level.Except while holding in a holding pattern of 2 minutes or less, or while turning, each person operating an aircraft under VFR in level cruising flight more than 3,000 feet above the surface shall maintain the appropriate altitude or flight level prescribed below, unless otherwise authorized by ATC: (a) When operating below 18,000 feet MSL and -- (1) On a magnetic course of zero degrees through 179 degrees, any odd thousand foot MSL altitude +500 feet (such as 3,500, 5,500, or 7,500); or (2) On a magnetic course of 180 degrees through 359 degrees, any even thousand foot MSL altitude +500 feet (such as 4,500, 6,500, or 8,500). (:( When operating above 18,000 feet MSL, maintain the altitude or flight level assigned by ATC. IFR Sec. 91.179 - 91 (a) In controlled airspace. Each person operating an aircraft under IFR in level cruising flight in controlled airspace shall maintain the altitude or flight level assigned that aircraft by ATC. However, if the ATC clearance assigns "VFR conditions on-top," that person shall maintain an altitude or flight level as prescribed by

Nice !! thats what I need about cruise alt ! Thank u much !

Nice !! thats what I need about cruise alt ! Thank u much !

Glad to help

That's excellent information about altitudes, above and beyond basic planning... I didn't bother going that in-depth because the original poster was still struggling with basics like airspeed, how HSIs work, and what a heading indicator is. I'm all about simming realistically; including learning to walk before you run. That would mean a thorough understanding of all systems (as much as FSX allows).. knowing how to fly a published approach.. how to fly SIDs and STARs.. obeying altitude airspeed restrictions. Heading specific altitudes are just a small part of it all. Knowing whether to fly at FL330, or FL360 while crossing the continent in a jet is kind of silly if you're still scratching your head , looking at the airspeed indicator, or staring at the course knob, not sure what it's for. The list of questions posted originally could lead to a string of answers ending up with a 10,000 word post... and there would STILL be huge holes to fill. I'm a CFI, so it's my instinct to encourage taking it slow, and mastering one fundemental at a time. The line between jetting around for fun, and doing it all realistically is only vague if you want it to be. And if fun is all you're looking for, that's good too. I just try to keep in mind that the person might be interested in doing it all realistically... and especially keep in mind that these threads are found by countless people searching for answers. If just one in every 1000 end up taking advantage of the learning potential, then it's worth ruffling a few feathers along the way.

BrettNo need to explain yourself, you gave an excellant explanation, I just added the rest because he asked again about alt's. I'm an (X) CFI myself so I know where you are coming from.Did you happen to read the article about the 2 guys who flew FSX together in multiplayer for a coupla years, both got their PPL, then met in real life and flew to Oshkosh? I wish we had FS back when I started flying, I can't believe how much things have advanced in the last 40 years.

:( Yeah.. I tend to over-explain. I wasn't concerned that I had stepped on your toes.. I just wanted the original poster to know where I was coming from. I monitor and post on several forums.. so sometimes I rush through a response and it comes across colder than I intended. I'd rather fault on the side of being too "CFI-ish", than just provide one tiny bit of information. That might serve the original poster well enough for him, but it could be a huge disservice to an avid, eager simmer who stumbles across these posts from some search-engine. On my "home" forum, my zealousy is expected.. lol ..and I've even devoted an entire forum section to flight-sim basic training.For a desktop simulator, MSFS (as you well know), can be an incredibly useful training aid. And even if you never pursue a real PPL, there's a life-time worth of learning built into it. For those who want to play, "Instant Airline Captain", my advice is normally scoffed. They're perfectly happy collecting virtual models, and joysticking them around... crashing as often as they find a runway and end up stopped on it :( Their standard for success means nobody died.... even if the virtual passengers will be scared into ever climbing onto another airplane.. and the virtual FAA will be confiscating their virtual pilot's license :( That's a neat story about the MSFS-to-real-PPL guys.. Even for experienced pilots MSFS is a valuable tool.. above and beyond the fun-factor. My first flight into Oskosh was made much smoother, and less stressful... because I practiced the arrival a few dozen times in FS9. That extra situational awareness came in handy, because it can get pretty tight, getting in and out of there during AirVenture. Even to this day, I've no doubt that simming keeps the pilot part of my brain sharp between real flights. I try to approach every sim-session as though it were real... Weather briefings.. fule/load planning.. alternates.. plates and charts at the ready.. just in case B)

LOL I hear ya! I fly with a group in multiplayer, and way back when we first started, a few knew I used to fly for a living and wanted to try the 'as real as it gets' mode in FS. I got the 'job' of FSS, ATC, clearance delivery(that was hilarious!), ground, tower, departure, approach, etc. The first comments were..."SLOW DOWN, I cant write that fast!", and it went downhill from there :( After a few sessions of that, they decided 'real' wasn't exactly the 'fun factor' they were looking for and we went back to the old way, less real, more fun !

Slow down gentlemen. :( The OP does not state what country he's flying in, nor has he completed his profile to tell us what part of the world he is from. Therefore offering suggestions as to `correct` flying practices is very remiss when you should BOTH be aware that wide variations exist, depending on where you are in the real world. You have both made assumptions which may not be correct, while the facts you state are, but only for your little part of the world. :( Frankly, that's more confusing for the poor poster. Not less.In any event our simmer is never likely to encounter these requirements in the simulator as FSX offers a peculiarly Americo-centric view on airspace restrictions and `correct` practices, somewhat at odds with its claim as a `worldwide` simulation product. It then further compromises itself by over-simplifying that model so that few of the restrictions you mention will ever be encountered in-sim. The Flight Levels being a perfect case in point. And then you mention RSVM which is not even thought of in the sim, much less implemented in the game.FACT: The European IFR/VFR traffic model is somewhat different, and the use and interpretation of correct flying practice is NOT the same as in the USA. Fly like the USA in Europe and your licence will last minutes and you risk being shot down and handed a huge fine (and anyone who has had dealings with the inane, insane and pathetically peurile bureaucracy that is Eurocontrol will know that killing you, then charging you for it afterwards is ENTIRELY within `normal operating parameters` for their petty fiefdom!)If our OP would like a grounding (no pun intended) on the differences then read THISIf you'd like better clues on flightplanning, then really the best source is the FS Learning Centre. Not because it's complete, but because it is at least relevant.

You're correct.. there are some geographic regulatory differences.. and I do tend to overlook that.. but what we were dealing with here, was questions about realistic, jet, flight-planning, mixed with not understanding the basics of true vs indicated airspeed.. basic cockpit controls and instruments. And I DO realize that that kinda of scrutiny can rub some the wrong way.. but it's worth the trade-off if it helps ONE simmer in a thousand realize that you cannot fly jets realistically, until you've mastered a whole host of other skills. Those who just want to have fun can ignore me :(

Tks Snave, but apparently you missed the "if you fly in the US' qualification and his reply 'Thats exactly what I was looking for' reply. :(

just to make it clear I was confused about those speeds cuz of the FS settings now everything is correct and speed question is out of date :( it was more about why speed showed in shift+z mode is different than showed on the panel indicator :( now I know... about the ALT everything all I need to know is couple posts ago... yes need for flying over US.... damn... Im photographer not pilot FS is just a fun for me... Im taking pictures during Air Shows around the US and not only so I love planes :( and FS is like a simple way to gain some knowledge about flying.... and all I need are basics :) Thank you for any help !!!So maybe something about my questions # 7 & 8 :) landing speed and fuel...

7: Stall speed is taken from the graph provded for the aircraft - or in FSX's case from the figures on the Kneeboard. One Rule of Thumb is then to multiply stall speed x1.3 to get approach speed, but this is only a guide and should be taken in conjunction with more specific figures and settings from the aircraft checklist on the kneeboard, in the Learning Center (accessible in flight) or from the manual for the particular aircraft. Stall speed varies as a function of aircraft weight and configuration, as well as other factors, so it is impossible to be more specific unless you are more specific about which aircraft you are flying and what it is in the kneeboard that you don't understand. Nomenclature such as `Vr` and `Vs` are all explained in the Learning Center glossary.8: FS calculates the fuel for the trip, with no wind compensation or load adjustment. Pilot calculates fuel for the trip, plus extra to cater for contingencies and the weather. Your rule of thumb here should be to allow for a minimum of a 45 minute diversion, better to make it an hour for safety's sake - and if you are flying in mountainous or treacherous areas, far from alternate airports then carry as much as you can in light of requirement for passengers, cargo and performance issues. What we do in the real world is read the logs from previous pilots to get a better feel for what that particular aircraft drinks as an average, allowing for different loads, pilots, techniques and types of flying, then use THAT figure for a comparison with the book figure, using the higher fuel consumption figure as the basis for your fuel load calculations. It is a rare, rare thing to find an aircraft that exactly matches the figures stated in the manual. Some sophisticated addons in FSX include a more accurate predictor, but there's no substitute for pencil and paper, calculator and good old fashioned common sense. Take the expected fuel usage from the flightplan, than add the necessary safety margin for alternates and headwinds. Its called pilotage, and it's down to you.