SAS443

Warm fronts are way more extended azimuth wise. astute pilots can tell an incoming warm front the day before it arrives. It's not as "condensed" in layering of clouds as in your image since the slope is very shallow. Maybe a tad bit of confirmation bias?

Steam is becoming rapidly obscure around here. Especially with the insane avgas prizes we see (some aerodromes charge 4 dollars/litre, almost 16usd/gal.). Very motivating dragging along in old Lycoming O-320s and their 10gal/hr burn.

For the glass cockpit simmers: What you are seeing here is basicly the PFD speed tape and its dynamic envelopes (low energy / overspeed) incl maneuvering speeds. Pull back hard on the PMDG 737 and watch the stall speed limit skyrocket upwards on the speed tape as you increase wing loading. I think I have career in flight instructing. 😁

@ryanbatc again, I'm not arguing over low vis ops /RVR conditions. If you have high intensity lights turned on, you will be blinded due to the light pollution. But it seems like XP is doing the opposite of MSFS - where the runway-lighting system is bad mind you, and always turned on at insane intensity. Lighting system is just as incomplete in XP12 but reversed, because we can't see runway contour in 3-5km visbility at dusk/dawn, which any ATC at approved CAT1-III airport can fascilitate by cranking up the HIRL-system. At least give the user an option to request brighter or dim the PAPI, HIRL as in the real world when conducting an approach. For any reader that is wondering what I'm rambling about, check out Stefan Drury's (worth a sub regardless) video. I believe this is not what XP12 can do at the moment, despite it's FAA compliance? The approach lighting ground splash is way exaggerated as well.

There are isocandela diagrams for every type of lights found on approved CAT II/III runways Not sure it works correctly then, since their High intensity lights seems to be stuck at stage 1 or 2 out of 6? (Meaning very little intensity at all).

Adverse yaw is different depending on which turn and phase of flight. During climb out and immediate left turn (to a crosswind leg) little left rudder is needed in the C172SP due to p-factor, in fact in certain conditions you might even need to nudge right rudder (!) since the adverse yaw from ailerons is weaker than p-factor/slipstream causing nose to skid into the turn. Likewise you will need good amount of right rudder during a right turn to crosswind leg because all forces applied will slip the nose (nose pointing outwards from turn) substantially unless corrected by right rudder. In level flight you apply rudder only as you roll into the turn. When desired bank is achieved you hold it and rudder can be neutral. No adverse yaw while you maintain bank angle. Exit turn you again need rudder input to neutral adverse yaw. But effects are rather subtle, especially if you are shooting ifr procedures and fly rate one-turns Disclaimer: not an expert pilot, just an above average. 😆

Steam is generally not the major distribution channel of XP. Any Steam- stats you see after just a couple of days should be taken with grain of salt.

Thanks ryan for good insight and I agree with all of them. But let's discuss apples to apples and not high intensity light settings in CAT III (those lights are like you said directional and toned down in lov vis operations. However, in OPs post I am expecting a similar light-system as below since visibility is >2000m. In his image the lights are VFR day intensity and you can barely make them out which I hope LR can provide in a future "feature". I should be seeing way more of the runway contour lined up like that despite being slightly low. When high intensity lights are ON, it should be quite hard to mix them with regular street lights.

Then I am even more confused why Murmur is posting shots of a "faulty" environment to re-affirm the argument that runway lights/visibility are FAA compliance? You would barely be allowed to land a trike with lights like in his image. (I've seen vfr grass strips with better lights). Looking forward to RTM version. It can only get better 🙂

And where are the twy lights?

Is this the FAA runway lights visibility "compliance" in action? @Murmur PAPI is way too weak (it is dimmable IRL by tower controller, just as all the lights on the runway). Also edge and TDZ-lights are not convincing. They really should stand out more. Looks like they are at VFR day intensity setting (3%). XP11 had marvelous airport lighting, the image above looks inferior. For reference, this is low intensity lights at work during one of my night flights (vfr night default at our aerodrome when twr is closed)

But the c172 behaved exactly as violent in the power off stall and dropped left wing. P-factor should be a non-factor, pardon the pun. Or how many times have you experienced significant p-factor during power off stalls IRL? Maybe you have flown other types than me and have a broader perspective.

XP decides to depict a docile C172 with that exaggerated sharp roll off after stall. Aye caramba, I just got home from doing airwork (incl stalls) with a C172. If my plane behaved like XP12 I would be very puzzled and ground the plane immediately. I have flown on complex aerobatic certified airframes that would love to snap as violently as the XP12 cessna. Luckily, default planes means very little when it comes to assessment of the overall platform.

FWITW: Vfe for F10 is 110kts. 85kts (top of white arc) applies to F20/30.

Yikes. Good pilotage of the C172. I appreciate the way our local ATC handles jet traffic (737/A320). They send us GA guys out from CTR or vectors us a safe distance from SID/approach track. Just to minimize the risk of above happening.

When flying DG, the KAP140 will - after pushing NAV - flash "HDG" for a few seconds. This is a reminder to both correct DG to magnetic compass but furthermore align DG bug to OBS course. These are separate gauges and I guess can easily be omitted by a pilot to check, thus a "warning" to the pilot to verify conditions. On a HSI this "HDG" warning is not present (at least I have never seen it IRL)

No, it happens way more frequently. Change to: missed approaches, mag var, station call sign/communication (Stockholm control was renamed to "approach" last year. Every chart for Stockholm region needed an update to reflect that), airspace changes (example change in Restricted area), OCA(H), approach fixes List is long 🙂

You are correct. It requires 45kts before a ban of operating aircraft doors and I believe 50kts before ground equipment calls it quits where I work.

Or Porto Santo with its 3000 M long runway just 55 kilometers to the north east. Problem is apron space is limited to around 5 planes, once that is full, traffic will have to go elsewhere (Canary Islands or even Lisboa).

For some reason the SOP in our 172S calls for F10 departures, which makes the plane very tail-heavy if you depart with standard T.O trim. Big difference from our older pipers, for sure. 🤡

So happy I'm not the only one seeing this. The pinkish tone is very dominant. Must be a different experience for the OP, but that just looks wrong on my devices (which are not pro grade, fwitw)

If that doesn't warrant a revoke of license, I don't know what will.

Beta is a small range of the power levers (which normally regulates fuel flow into the turbine) where you directly control pitch angle. Used when taxiing (instead of applying brakes) and also for reversing. Feathering props at shutdown greatly reduces the rotation time of free flowing props. They can rotate a long time in fine pitch....

It is "still" a gasturbine. the very basics of a free flow engine: Initially your limiting parameter as you climb away will be Torque. However at roughly 18k -20k feet the limiting parameter will be turbine temp /ITT so you will now ascend with a constant decrease in TRQ and subsequently fuel flow. Those two form the basic operational limitation relationship. RPM is managed by altering prop pitch (blue lever). On takeoff you have a very fine pitch (lever fully forward), makes is easy for the engine to rotate the prop (think of it as 1st gear on your bike). As you climb you reduce RPM (TRQ will now increase since prop blade takes a larger "bite" of the air). In cruise you will typically reduce RPM even further. It can act both as a climb and cruise propeller. Best of both worlds. ITT is a function of fuel introduced to the engine (the power lever), so you will retard the power lever and reduce TRQ as you climb in order to have the ITT in check. A transition from Cruise Power to Climb: set Prop RPM first, followed by power lever. From climb power to cruise: reduce power lever then prop lever. It's rather straight forward once you figure out the relationship between the levers and the limiting parameters.

Can't speak for the specific product since I don't own it. But in general a GTN should be able drive a compatible garmin autopilot system. I make use of the integrated GPS in the G3X avionics, and VNAV and all its submodes are under FD guidance and also slaved to the AP (Garmin GMC507 Autopilot), and obviously no AT. Only speed on pitch (IAS) is available, but vertical path is honored while in VNAV, which is a descent mode only on this plane.