SAS443

There's nothing more nerdy than digging up an archive-feed from LIveATC where you talk to the controllers and has it as background chatter while you are simming the same route.

doesnt't bother me one bit. Will continue to purchase titles I find interesting for MSFS (2020).

Come on! Our runway side-stripes are in much better condition than that 🤡🤐 (Pardon my potato-phone and bad quality) Seriously though, looks like another smash hit from Marcus Nyberg / ORBX.

My take: Can that be because you actually never conveyed your formal experience? Are you are current or former PPL/CPL holder? It's rather odd you haven't mentioned your qualifications as a PIC in the lengthy messages of yours (which I enjoyed reading, actually). It's a very quick and effective response when asked "what's your flying experience" Just an observation. I have no dogs in this race.

describes the real deal quite well. 🤡 Esp with F40 config,. (former beta member, we "won" some battles, but hade to cave in on others, usually sim limitations)

Not sure I understand. Biggest giveaway of what? X-plane? That's not a screenshot from XP12. It's literally a real photo taken by my GoPro.

Not to be a devils advocate (context which forum this is). But XP12 has at times extremely believable "atmosphere", just as MSFS. The XP12 colors are natural (neutral even?), While MSFS has this greenish tint, or at least did have. There are plenty of nvidia freestyle presets out there which corrects this (YMMV). But in all honesty, accusing XP12 for having inferior colors, I simply don't agree with it. It's a very balanced palette imho. However the interior lighting (cockpits are usually way too dark, even in clear daylight) needs some work. Right now it's sort of mimicking the exposure behavior of my GoPro mounted in the cockpit (which is incorrect vs human eye, even while inverted)

Yes. Happens mostly to the wind conditions - since winds are very dynamic of nature obviously and METAR/ATIS reports average winds (over 10 mins??). where I fly, winds are basically always variable with a mean speed of 7-10kts. Most useful information is the wind sock at the threshold... Confession: I mostly write down the ATIS just so ATC doesn't yell at me for not knowing which information is current. 🤡

Asterisk required. It was the first airliner. Concorde was 10 years or so behind the Avro Arrow. (Experimental airframes not included in the mix). FBW was n-o-t a novelty when Concorde entered service. It had already been around for a Quarter of a decade 😉

I'm about to upgrade PPL to IR rating next spring. I use the WT G1000NXI all the time in the sim. Last week for instance I practiced en route holdings via OBS inbound/HDG select outbound in MSFS, and did the same practice the day after in a real plane with G1000. (In VMC, uncontrolled airspace) No difference whatsoever. Building avionics proficiency is very easy when you have the WT G1000 at your disposal and are aware of the shortcomings & simulator quirks.

I got worse outcome tracking a certain QDM of a tuned NDB vs using my Garmin D2 watch as HSI (having the NDB as a D-TO fix) So it's most likely that NDB navigation is outperformed by a 600 dollar smart watch. (Running GPS/Galileo, and using authentic AIRAC-db, mind you).

I think I have roughly 150hrs in the cadet/Warrior/Archer (not arrow though). I was also a betatester for JF a few years back, so I know the real plane allright and the JF package quite well (and its short comings). How extensive are the testings? I'm very choked at work + family so might not be able to dedicate the time you need, which would be waste of a beta spot. fyi Groundhandling was discussed at great lengths during beta, and the first hurdle is to get all testers to have equal rudder curves and sensitivities, or you will probably receive mixed feedback.

oh come on. Far from it. Just increase power and he's fine. "About to stall" is in my book, when you can feel the aerodynamic buffeting (and most likely the stick pusher since it's fed by AoA data) and perform a specific recovery maneuver (whatever that is in the ATR)

Those who are unfamiliar with how the ATR works (both the -500 and the -600 in particular, obviously) should visit Magnar's channel. https://youtube.com/@FlywithMagnar

It will display 123,080. As reference, the only frequencies unavailable on our 8.33 radios are "123.x20", "123,x45", "123,x70" and "123,x95" so twisting the knob means 5khz spacing on the display, save for the frequencies mentioned.

As a betatester, I recall this was debated during the many months of testing Early models of PA28s had a shorter stabilator and usually exhibits a nose down pitch as you say. The models JF are replicating have the "newer", larger stabilator which will pitch the nose up, especially 1st stage of flap. I have flown 250hrs+ in about 6 or 7 different PA28s, none pitched "over" as you describe. But they all had the revised stabilator on the other hand. edit: In the PA28-161 for instance, at 85kts, deploying 1st stage of flaps simply requires a firm (but temporary) forward counter on the yoke and some hundred extra RPMs. You barely have to touch trimwheel. And it will happily settle at 80 knots afterwards.

for both simming and RL, I use the NOTAM tab in "Avia Weather"-app: For graphical representation I use the splendid NOTAMINFO-site. (mostly for my VFR-trips) https://notaminfo.com/ukmap (if you don't want to register for an account but want to see other countries. simply swap "ukmap" to "germanymap" etc.

Few could probably do it (no pilot experience prior, nor simming) But it will be a blend of luck, knowledge of the principles of flight and presence of mind and work under stress. Okay, it's not organ transplant surgery, but precision is just as vital in both examples. Experienced simmers would probably not do too bad of a job since they can use autoflight and relieve mental capacity for other tasks.

This is the track distance for the whole procedure. Distance between UMSOT and ZA is 26,7 nm. KVR is a DME station IRL. At least on my charts it's named KVR DME and depicted as a box with a dot inside (accordingly). But interestingly, only a TACAN channel is provided in the frequency field - 107X, which corresponds to 116.00. I'd say you'd need onboard FMS/RNAV equipment to fly these, or ATC vectors.

On all types I fly, there is a takeoff trim index marker which you align with actual trim setting. Very easy. And from experience you 'll learn how to slightly modify the trim setting for takeoff. (Our C172SP at flaps 10, two persons on board, will at liftoff feel tail heavy with trim at the TO index marker, for example)

Some comments from a senior test-pilot (Mr Campell) who interviewed the commander (Mr. Lionel Morrisson) of the first ever non-testflight Cirrus chute deploy, after a struggle with malfunctioning ailerons, and he actually re-gained control of the plane before using the chute; But why stop here. Let's hear it from Dale Klapmeier, co-founder of Cirrus, talk about the Cirrus mindset for using CAPS So conclude this rather mind boggling debate. The best way to prevent Cirrus pilots from dying , is to teach them to pull early and pull often, or as Avweb stated Now, if some individuals here believe this is a "terrifying" approach or feel the need to "facepalm" when an instructor revealed how it's done in the real world (outside of Xplane), my guess is they don't put much value in human lives.

@flying_carpet Do whatever you want. It's your virtual plane. I'm speaking from experience from training programme by the manufacturer. Your average GA pilot who flies 30hrs per year will make stupid decisions when facing failures of this nature. Startle effect and weak decisions go hand in hand. And most of us are not UPRT endorsed at all, obviously. Plenty of lives have been lost just by pulling the chute too late (or by not pull it at all) There's a reason why they remind us to 'pull early, pull often '. And for the record, in Cirrus case they had for a while an extremely high fatality/accident rate despite being the few types with a BRS. Also a piece of fitting history "The first Cirrus parachute “save” took place in October 2002, during a post-maintenance flight when an improperly installed aileron became stuck and caused a control malfunction. The pilot, who was alone in the airplane, deployed the chute and it brought him down safely" So, if the aileron gets stuck at 500ft AGL by then you have most likely already completed the "flaps and CAPS / CAPS alive" mental check (originated from Cirrus btw, must be a real eye opener for you). Were you even aware about Cirrus policy of having their pilots being CAPS-ready at 500ft AGL? It certainly doesn't sound like it. And finally "is that the level of MSFS pilots", you wrote. Do you mean they act accordingly to real manufacturer safety recommendations (it's not my "professional" hints FYI) and not what an XP-simmer on Avsim is trying to suggest? Or how should I interpret that?

loss of control surfaces is one of the instances where pulling the chute is validated. That and spatial desorientation. @snglecoil is dead on the money. I fly a plane with BRS IRL, we were drilled to not be heroes (or even test pilots). Yes we had scenario where jammed ailerons were discussed (incl the Electric tabs) and for most GA-flyers this is what would happen especially when flying IMC or at night. Ailerons gets jammed unexpectedly (key word) Bank is increasing and suddenly approaching 90 degrees lift vector is basically horisontal at this point, VSI is indicating a significant loss of lift for many a natural reaction is to prevent the altitude loss by raising the nose meaning yoke is pulled aft That is however a fatal move since the roles of aileron and elevators are now reversed by trying to raise the nose, the turn is getting steeper and steeper with greater wingload and increased sink rate Congratulations to a spectacular death by spiral dive! If you're lucky your name will be on a memory plaque next to the huge crater you made. And Hopefully you did not hit any houses or a shopping mall and avoided innocent people for your 15 mins of fame. Crashing a plane with an un-used chute is 1000 times dumber than crashing due to fuel starvation b/c of failure to switch tanks. Now, using the chute during loss of engine where suitable landing sites are within reach is a different story. We are all proficient (or should be at least) gliding safely to the designated touchdown point and in theory should not need it. Hence the word "consider using rescue chute" in our emergency checklists if engine fails to re-start.

double post

It's quite hard to find anything more relaxing than flying VFR-night under a full moon. Bodies of water and the clouds are lit up so beautifully and radiochatter is almost non-existant late at night around here. Which also contributes to the relaxed atmosphere. Like listening to your favorite radiohost while driving, but in this case the host is ATC and you know they are gently holding your hand while you continue the journey through the darkness.