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Emann, I did my flying out of Australia, so only used FSX out of Aus to practice. To be honest, I think I was only using the default scenery at the time. WAC charts only show main roads, railways, rivers, lakes, towns, powerlines, terrain and any other main features like wind farms and towers. I found navigating by those features was more than enough for me. If things were missing and I couldn't pin-point my location I would fly another 10min and check again and re-calculate. Diego

Hi Emann, I used FSX years ago to get my PPL. Used it on all my NAV training. I found (back then) that all I needed was roads, railways, and power lines, and only used the default weather generator using real weather. I would do my flight plan as I would for a real flight, and would use real weather forecasts. The FSX weather engine wasn't the greatest, but, it was enough to get under way, and meant that I would have to adjust my ETA's and tracks on the go. The limitations of FSX actually helped me to become more efficient in monitoring my progress and updating my flight plan on the go. I was also using the Carendao Cherokee back then with the performance charts from the real Cherokee I was flying at the time. This also meant I had to monitor and adjust my fuel and available range on the go as the performance of the Carenado Cherokee were not that close to the real deal. Diego

My all time best ever :Straight Face: Diego.

Here's an chart showing carby icing conditions. In the Cherokees you would always set carby heat on when reducing power to 1500rpm late downwind just before turning base. Depending on how wide your circuit was, you would turn carby heat off as you added power on final. If I remember correctly, tight circuits would be 1500rpm all the way down to the runway then idle for touchdown (carby heat off about 300ft). Wider circuits (YSBK were always wide due to traffic, your descent was shallower and generally kept it at 2000rpm at 500ft. As you set your last stage of flap, you would turn carby heat off. Here is a video of me doing an hour of circuits at YSBK in VH-UBM (PA28-180) Benny Hill style

I did most of my single flying in Archers and Warriors, and to be honest I never had any issues with engine temp, but then again, I don't think a basic PA28 is installed with CHT gauge... It wasn't until I started to fly twins (which all had CHT gauges) that I realised how critical pointing the engines into the wind while doing run ups was. It did vary between aircraft types, and even same types but different rego's, but I found that in general if OAT was above 25c then you better turn into wind for run ups. You can even see a diference in CHT temps if you are parked at an angle to the wind. The upwind engine will be a lot cooler. With the leaning on the ground - The 100LL is a high octane fuel. I think at full rich mixture it is close to an octane rating of 130, and 110 when leaned... What this means is that it requires a higher CHT to burn efficiently. At low temps (at idle) it doesn't burn properly and causes a lead build up fouling the plugs. Of all the different types I have flown, all required leaning. I found with the Warriors, tomahawks, duchies, partenavias etc all required about 65% mixture on ground. depending on the weather, as low as 50% mixture. Diego

I had a flight instructor once who admitted to blowing up a Metro engine on T/O in his younger days... He hasn't heard the end of it yet.... Diego.

Hey Guys, Just a heads up on the bargains below @ www.fspilotshop.com Razbam - SA227-BC Metroliner - $10 Flysimware - Cessna 402C Businessliner - $15 Milviz C310 - $14.95 Carenado Seneca II - $8.99 Milviz - Baron B55 - $15 Enjoy! Diego

Not a fan of the Carenado Seneca II. It flies nothing like the real thing, but for 13 bucks I couldn't go past the V. Can barely get lunch in Sydney for that kind of money! :ph34r:

I just picked up the Carenado Seneca V HD for AUD$13 @ the flightsim store! That's way cheaper than the US$37 being asked at the Carenado site... Regards, Diego

Senecas, C310s, C402s, even the little Duchess have wing "bounce". Here is a video of a C310 in relatively smooth air with visible wing "bounce". https://www.youtube.com/watch?v=AJBZN5Ri0lk Note that the cameras are fixed to the plane and it's not the camera moving that makes the wing bounce... Also note the distance of the camera from the wing and the wide angle effect of the GoPro reduces the visible movement on the video. With quite a few hours in piston twins like the Duchess, Seneca, 310 and 402, I can assure you, the wing "bounce" is real and quite noticeable from inside and in turbulent air, and when you add 300lb tip tanks on either side, well they will even "bounce" while taxiing It IS these little visual queues that add to the realism. I had a chance to test out the A2A Archer, and the way the needles vibrate and the cabin shakes makes a world of a difference. Compare that to the Carenado Archer which I find dull because it just feels stiff like it's taken a full bottle of "little blue pills"

Amazing! I'll be downloading all!

From a "pilot" point of view, I think wing flex has bigger effect on the realism factor on GA planes. Nothing puts me off more than looking out the side windows of the Carenado Seneca or Milviz C310, and not see those wings bounce in turbulence. It's not so much a "wing flex" as more of a "bounce". Regardless of what you call it, it's those tiny visual queues that add to the flying experience. Diego.

Without leaning on ground you WILL foul your plugs. On a hot day in Aus, you run the risk of cylinder damage trying to un-foul your plugs at the run-up before take off from not leaning in the first place. On a 30+ degree day, at a busy airport like YSBK, it's not always possible to point those engines into the wind while doing the run up and those CHT's can go through the roof if not careful.

Yes, the cost model is different. Qantas - Charge huge prices, take little profit, give away little profit and take on childs expense. Jetstar - Charge pennies, take profit, keep profit, and pass on expenses to parent. Jetstar is on a winner! Seriously though, the national company I work for will no longer fly with Qantas and will fly Virgin, Jetstar, REX, and charter instead of Qantas/Qantaslink. It's sad really...

QANTAS doesn't want QANTAS. QANTAS wants Jetstar, hence why Qantas foots a lot of the expenses incurred by Jetstar - From maintenance, catering and even fuel.

Hey mate, Here in Australia we had a huge number of Indian pilots come through to do their CPL. I've known quite a few that did a total of 200hrs in a c152, and then jumped in to a partinavia to do their instrument rating. They then go back to India with 250hrs and jump straight into a 737, a320, or ATR. Had another mate who did his cpl in basic singles like c172 and warriors, multi and instrument in a be76, scored a job doing bank runs in an aero commander, built up his hrs, then scored another gig flying a cirrus owner around on business trips. He built up around 800hrs, did a citation endorsement before paying up for b744 enough in the states... Now he is right hand seat in a 744 for Korean... Sent from my SM-N9005 using Tapatalk

Hi robains, It's a cross-control landing. You are basically using the rudder to point the nose straight down the runway, and using aileron to steer the plane in. In a left cross wind situation, your nose will be pointing left of centre, at about 400 to 300ft, apply rudder until the nose is pointing directly down the runway. The plane will want to drift to the right now, so you will add some left aileron to compensate and maintain alignment with the runway (Generally you will add rudder and aileron simultaneously, that comes with practice). Now you are in a side slip, so the plane will have increased its drag, speed will drop and then your descent rate will increase, so you need to adjust power to maintain your approach profile. the idea of the cross control approach is that once you have the nose pointed straight down the runway, you won't need to adjust the rudder. You basically plant your feet down where they are, and use the ailerons to "STEER" the plane to the runway adjusting for any wind changes. Once you have mastered this technique, x-wind landings will be a breeze! You will be able to add rudder, aileron and power all at once, and you won't even have to think twice about it! Happy flying, Diego

I did a flight from YSBK, touch 'n' go at YMND, touch 'n' go at YSCO and back to YSBK in a clapped out Warrior (VH-PDR) on a stinking hot, muggy Sydney day with 3 POB as a pre-PPL test... It took 4 hours - NEVER AGAIN! lol Also, a friend of mine ferried a C150 from Perth to Sydney for a flight school once with another guy, it took them almost a week. D.C.

It's not the bomb, or the reef, it's the fact that Australians will be handed over a big fat bill for the recovery of the bombs... It's happened before and It will happen again! Specially now with Kevin 747 at the helm...

Is there something wrong with your graphics card? I can see through your cockpit textures.... I am jealous though! DC.

riiight....

Whatever happened to Eaglesofts Dornier? Was it the turboprop or jet version they were working on?

Dunno why but all I could see was a big pile of gold coins.... LOVE the accent!

Hi Jim, I have a SB 26K OC @ 4.8ghz with 32GB RAM, would the setting you mentioned above for the IB be the same for a SB? Diego

Veering off topic a little - Has anyone had any luck using FSRecorder and the MJ Q400? Flight displays, flight controls, sounds are all over the place when replaying using FSrecorder. I'm assuming that because the Q400 is so heavily programmed outside of FSX that replaying a flight with FSRecorder is not possible? Regards, Diego