SAS443

Maybe LM themselves could fix their database and at least update it every 3mo. Or better, let Navigraph provide db updates for the core sim, just like you can do with Xplane (XP11 itself even lets you update US approaches for free by downloading the ARINC424 db from FAA website, LM take note.) (I am a customer of FSaerodata, since I flew the Vertex DA62, and their demise is unfortunate)

and you can hook up Skydemon to MSFS via a plugin and use it as moving map aswell.😁 Edit: nvm already posted above, my bad

IAS is always IAS, regardless of altitude. TAS will be higher, and groundspeed, (and subsequently vertical speed). But it should not alter vref. On the other hand, you will correct Vr (rotation speed at takeoff) for high altitude airports.

Flew the IGS app into Kai Tak in a real DC10 sim many many years ago Not for the faint of heart, but in zero wind, good visibility and good advice from instructor, the mains planted the runway quite nice in the touchdown zone.

give LM one more year to fix it. 😁

I believe there is a tutorial included in the documentation. But it was written for the RTM version. Some things have changed since and I am uncertain if the documentation is updated to reflect that

RTSS has stopped working for me. tried Beta variants of both Afeterburner and standalone RTSS beta. Shame 😕

I did the same last weekend on the lovely Piper. Forgot to release the parking brake before taxi. Had not flown since november and I was freezing my buns off, stressed (90mins late due to aircraft change) ...and the plane wouldnt move. Took me 5seconds or so realize what was going on.

Which addon Aircraft are you using?

Generally you would find this info on the loadsheet. I don't think any application in flightsim is capable of RTOW, so just use ATOW and MAC (this number can be either percentage of MAC or index number derived from an Index Loading Schedule, so pay attention to get the right value) Also keep in mind engine performance (amount of thrust) also determines the STAB TRIM needed, so you probably need to put in all the info into that application in order to have it spit out your stab trim setting.

aft overhead. look for "probe heat" switches. They will heat pitots, alpha vanes and temp probes

seems like VOR approach to MMMY rwy11. like many approaches of this kind, approach course is offset from runway which means a turn to the left (0:20 mark in the clip) is required to intercept extended runway centerline and you would turn right in order to track it. I also get the impression that engines are retarded as they try to align with the runway heading and achieve proper vertical bearing towards the threshold at the same time. Wow this was painful to watch.

Not just RNAV. IAN works for any approach (rnav, VOR, NDB, LOC etc) that has a glideslope coded into the 737 FMS database. Hence the letter "i" as in Integrated...

Intel should have zero credibility when it comes to supply capacity. They couldn't get their act straight before Covid. Situation in november 2019: https://www.techradar.com/news/intel-apologizes-for-cpu-shortages-which-remain-a-problem-amd-will-be-glad-to-hear So Intel gets a free pass in a time when Covid was a non factor, but Nvidia and AMD does not when Covid is wreaking havoc in world economy? Not in my opinion. Intel is just like everybody else.

Production issues due to Covid Supply chain issues due to Covid Samsung unable to ship enough wafers (production cap) Some issues are out of Nvidias control - but some aren't.

Hello fellow aviators. Regardless -16 centrigrade on the quicksilver and loads of snow here, spring is almost just around the corner! Spring means more time for flying and I'm pondering weither to renew my annual Skydemon subscription or not. A few at my local airport has started using Garmin Pilot instead (Garmin visited us and threw us a nice discount). But how is the actual experience? I have installed the app but I find the workflow/interface ( Android tablet) very clunky and not as intuitive as Skydemon's. I like Skydemon. I would not even ask this question if it wasn't for the fact that I own a Garmin D2 aviator watch. Supposedly some synergy can be had by running the PIlot App and Watch alongside eachother? So, has anyone tried them both with flightplanning+ performance / ATS route filing / moving map features etc and can give the an opinion where Garmin Pilot shines? I do VFR flying in single engine piston so IFR features are not a factor.

I 've done instrument training with 50kt winds (NDB/VOR holds at 3000ft. nice variation of groundspeed inbound vs outbound legs 😅) so it def. can happen in real life. Sometimes the conditions are there to give you a bumpy ride even at low altitude.

thanks for this. I actually had No idea it was up to the pilot in the US.

You already mentioned it, but wait for the JustFlight Airbus A300B4. It's in beta right now (in fact a new build was disitributed to us earlier today) Speaking of JF, they also have the BAe 146 for P3D

A good rule of thumb when dealing with FMS altitude constraints is that the vertical mode is limited to the Altitude you have preselected on the FCU (AP panel). in Short: the plane will not fly higher than FCU altitude during climbs and it will not fly lower than FCU altitude during a descent.

@GSalden Try a proper video capture software. Colors and visual representation is messed up when recording a monitor from a phone.

Not super important. In the B737 if that field is omitted winds are assumed to be zero, and for a cruise climb it would use actual winds. Impact is the adjusted climb speed (slower for tailwind, faster in headwind. This entry does not replace forecasted winds on LEGS page.

VFR flying with no use of Ipad/ tablets: For longer flights I sometimes combine the larger 1:250 000 scale (more detailed map, standard for our sectionals) with smaller 1:500 000 scale (ICAO sectional, less detail but covers larger area). Also I have a big binder with every airport in my country and their relevant VFR charts. I use 5 min marks on the route of the 1:250 000 sectionals so I can easily follow up my fuel situation and actual time over WPT in the pilot log. No I use sectionals and also bring out every airport chart on to my chart clip relevant for the route, which has most data you need. On my pilog log I have a "Radio COM/NAV" section where all expected ATC frequencies and Navaids are listed Yes, I always keep a VOR active on NAV 1 and in my DME. But you'd be surprised how accurate you can fly in remote terrain by just maintaining the planned heading for x amount of minutes. I don't have a fixed NM criteria for alternates. But I am aware of where suitable airports (or any area that I could land on) are located on my charts. As I wrote earlier, I have a clip of those suitable airports along my route with visual approach chart + airport information. Sectionals are very poor in describing airports cabapilities (is it even open? Can I re-fuel there? Is the surface maintained in winter times? Can rescue vehicles - or any vehicles- reach this airport easily, it may sound dumb but around here many smaller fields are located in remote areas where the only road to the field is secured by a locked gate or steel bar.) Obviously check/do before flight: Phone number to any Tower along your route (very handy if you have COM-failure) Aircraft docs Weather NOTAM (any navaids inop? Are the all controlled areas open? Restriction areas?) PPR/PN (this is more and more becoming compulsory, TWR wants to know when you depart and expect to arrive, even if you have filed a valid flightplan) ATS flightplan We all have our own procedures for flightplanning. There are some great information in this thread already

not so much of an advice, but you can take comfort in that it is much harder in the sim to nail those turns to final approach leg than IRL 🙂. Also be aware of current winds + ground speed and apply corrective measures. If you have base leg with tailwind, start turn earlier, opposite if you have headwinds obviously. If you fly a fancy glass cockpit (like a 737) you can visualise your turn by using the ND and the turn trend-vector and align it with the extended runway centreline.

Yes you can, When you file an IFR-plan PBN codes (field 18 of the flightplan) B3 (DME-DME) or B4 (VOR/DME) are targeted to these kind of equipments. But I'd wager most are using GNSS supplemented by low orbit EGNOS/WAAS satelites I use an old GNS430 IRL, and that old junk is certified to "RNP Approach LNAV"