4 hours ago, Krakin said:

This just reads like hyperbole. Can you get specific? What are these problems? You say it is not an us vs them attempt but it sure sounds like it when you're being so vague.

No it’s not hyperbole, it’s pure frustration.

I won’t go into specifics, i will work through the issues myself.

If you can’t admit issues and turn a blind eye, you will never move forward.

 

3 hours ago, pan pan pan said:

No it’s not hyperbole, it’s pure frustration.

I won’t go into specifics, i will work through the issues myself.

If you can’t admit issues and turn a blind eye, you will never move forward.

 

Well that's unfortunate, because while weather can be spoken about at the sim level, "flight model" cannot... there is no single flight model in any sim, it's about all the tools and tech provided in the sim's flight dynamics engine and SDK that aircraft developers then have to use to develop the flight model *per* aircraft, tuned to said aircraft's specific characteristics. And there are both 3rd party and default aircraft for 2024 that have outstanding flight models at one end of the spectrum, ranging to those in both the default and 3rd party choices that have crappy ones. You'll have to be specific about which aircraft you're finding problems with.

Overall it's very evident that the MSFS 2024 advanced the ball a fair bit when it comes to the flight dynamics engine and tools (and it was one focus area per Asobo for the new sim), given how 2024 versions of the same aircraft exhibit better flight dynamics than the 2020 versions (various opinions/reviews reflecting this from both IRL pilots and pure simmers here https://www.avsim.com/forums/topic/654326-msfs-2024-flight-dynamics-and-groundwater-handling-thread/ and elsewhere)
 

Edited February 3Feb 3 by lwt1971

6 hours ago, pan pan pan said:

If you can’t admit issues and turn a blind eye, you will never move forward.

But...what are the issues you're actually having?

14 hours ago, sd_flyer said:

Just wondering why ATC clear you 40 miles while gs intercept at 1900 ft 5ish miles away? Aren't you still sequencing in between other traffic? What is typical spacing?

He's talking about the STAR into LAX...  Enroute controllers (LA Center) will sequence everyone coming in to provide like 10-15 miles in trail and the SoCal tracon will blend multiple streams from the STARs on the various ILS approaches serving the LAX runways.  SoCal isn't putting all the planes in a box pattern and giving them a PTAC clearance.  A few will get that but since the STAR joins the ILS you'll get the approach clearance at CRCUS (or well before).  Just to add a little info to this as well....  in the USA, for big airports, sequences can start hundreds if not thousands of miles away.  I work at Minneapolis Center, and some of our sectors are already sequencing traffic 20+ miles in trail to west or east coast big class B airports.

As far as what the tracon is required to have for legal spacing?  3 miles or 1000 ft vertical, (there may be some locally adopted separation with a little less like 2.5 or so) OR pilot applied visual separation.

Here's two pics of the last fix on the STAR which is also the IAF on the ILS 25L...

 

Edited February 3Feb 3 by ryanbatc

Ryan:

I recall once on one of my Finnish A350-900 (trans-Atlantic) virtual flights coming in to land in O’Hare, you had mentioned that you’d handled that week, the sequencing of a RW Finnish A359 out in Minneapolis, en-route to Chicago.

Indeed, I’d confirmed that A359’s arrival into Chicago O’Hare, on FlightAware.

I’m not sure if it’s relevant in this context, but I just wished to mention it, as I recalled it now…

20 minutes ago, P_7878 said:

Ryan:

I recall once on one of my Finnish A350-900 (trans-Atlantic) virtual flights coming in to land in O’Hare, you had mentioned that you’d handled that week, the sequencing of a RW Finnish A359 out in Minneapolis, en-route to Chicago.

Indeed, I’d confirmed that A359’s arrival into Chicago O’Hare, on FlightAware.

I’m not sure if it’s relevant in this context, but I just wished to mention it, as I recalled it now…

Yes my sectors don't sequence for east/west coast but do handle flights that traverse Canada and land and DTW/ORD/MSP - Sometimes I have a big stream of large airliners just on one transition of the WYNDE star leading into Chicago.  Cleveland, Indy and other bordering ARTCC's will sequence as well and it all feeds into the tracon (approach control) where they do the final sequence to set up O'hare tower for a nice perfect line of arrivals.

Almost everything is RNAV STARs nowadays... and those will often times connect to an RNAV approach or ILS approach, really far out like the LAX example.  If those are saturated, that's when you'll start getting vectored by approach and put onto a localizer with a PTAC clearance (DAL123, 5 miles from Final Approach fix, turn right heading 300, maintain 3000 until established on the localizer, cleared ILS RY 27C).

At smaller airports, like the primary airport in class C airspace, there might not be a fix from the STAR that connects to an Instrument approach, so you will likely just be given the IAF and cleared there, or maybe a vector to final approach course if there is more volume.

The whole point is, it's not out of the ordinary to be cleared for an ILS 50+ miles away.  I actually didn't even read this thread - but I'm assuming it had to do with the sim not picking up the localizer - I think the ranges are just fixed in the sim... irl you can pick up the localizer a lot further out than the 18nm service volume or whatever it is, as long as you are higher up.

I’m now thinking you must have directed and sequenced some of my own travelled (Frankfurt originated) Lufthansa RW flights over the years…🙂…(A330/A340/B744/B748)…after they leave the oceanic part, and then track the southward trajectory over land into O’Hare, for the home stretch.

I recall someone (native) was recently teaching you a smattering of German to conclude your final words of exchange and good-bye, to the LH pilots.

Thanks for playing a (small) part in bringing me safely home…🙂…

Edited February 3Feb 3 by P_7878

On 2/3/2026 at 1:30 AM, sd_flyer said:

Just wondering why ATC clear you 40 miles while gs intercept at 1900 ft 5ish miles away? Aren't you still sequencing in between other traffic? What is typical spacing?

Everyone on the arrival is flying 250kts (if able), so sequencing usually isn't a problem (center will give you a speed way before, on the arrival to help out approach). We use VNAV to hit all the stepdowns to KOBEE (ILS 24R at LAX), but with a super localiser, the LOC/GS signals work a very far distance out. As a technique, I will "watch the  needles" until I'm confident I'm getting a good signal, and then hook the airplane to the ILS. Then it's basically just a speed management game for me to solve, rather than multiple level offs and power adds/reductions. Saves gas. 

On 2/4/2026 at 3:26 AM, DD_Arthur said:

But...what are the issues you're actually having?

Numerous, one day it's something, next day something else.

 

For example today, flight in the PMDG 777, park brakes won't release. Yes i've researched, simple/realistic, bindings, nope they just won't release.

 

Yesterday's flight worked perfectly, yet nothing changed, haven't touched a thing.

 

Previous flight weather not corresponding to airport conditions, way out. Previous day, no settings changed yet today, back to normal.

 

It's just not consistent, i can't get into the aircraft and fly without something, anything going wrong.

 

It's becoming frustrating beyond belief.

 

Edit: Shut the Sim down, rebooted it tried again, guess what, it works now.

 

This happens constantly, tell me there's nothing wrong with this sim.

 

 

Edited February 5Feb 5 by pan pan pan