Kipe98ab

Try reading this guide on how to fill in a flight plan and then you should be able to read this flight plan: UK flight plan guide/Kim.....

I bought the gold edition three weeks ago on Amazone UK./Kim Pedersen.....

A Cessna 172 is easily flown and it has gentle stall characteristics. It normally shakes a bit and then the nose drops down. It will recover itself without doing much for it yourself. The flaps are electronic and you can adjust them precisely to the situation (without notches/10,20,30%). This means that landing is very easy. The same goes for take-off. So I would say that it is fairly realistic.To compare with a Piper Tomahawk would in real life stall on one wing first giving a steep bank which you need to recover by keeping the ailerons neutral and use rudder to the upper wing, press down the nose and apply full power. I Piper 140/180/Six are more forgiving but still demand corrective action from the pilot. Cessna 206/210 are easy to recover, but the 172 is by far the easiest plane to recover.When I make stalls in FSX I do not experience hard stall characteristics on any light aircraft and I miss that.I hope this is the reply that you are looking for.

A quick load feature that sets up frequencies for IFR/VFR approaches etc. automatically would be great.If it would also be possible to autoload an approach-chart in a separate window and with a print feature then it would be luxury.

The 3D instrument panel should be fixed. The panel moves on accelleration/decelleration and on climp/level/descent, i.e. changes of attitude. I prefer the 3D panel as it has a nicer look, but only the 2D panel gives me a static/fixed cockpit.

I once had the same experience - same Satek controller. I found the I had damaged the aircraft during a rapid descent so the flaps could not change settings. After going trough the menu I found that the flaps were actually damaged so after the landing I removed the marking that it was damaged and then the plane worked fine again. If you are having the same issue then it is ok, this must be configurable through reality settings.

I do not agree. If you increase your descent rate by higher speed you will end up with high-speed descents which you should only use in emergency descents, e.g. when your cabin pressure drops and you need to get below 10.000' fast. You can of course use descent rates as you please within some limits. But when you use high descent rates then your passengers will fell uncomfortable as the ear pressure increases. So therefore you should keep your descent rate around 500 ft/min.If you are flying with pressurised cabin then you can descent more rapidly as the cabin pressure will align with the sea level pressure gradually.But all-in-all I would say that you should stick to a planned descent rate of 500 ft / min.

Hi Ernie,The 3 to 1 is quite easy to remember, but this means an airspeed (or groundspeed) of 90 knots, perhaps in a Cessna. So it depends on the aircraft that you are flying. A 4 to 1 would fit most small piston engined aircrafts the most as this is equivalent to 120 knots. When I descent I trim down the nose and more or less keep my power settings. This means that the airspeed increases somewhat.Anyway, you just have to take your airspeed into account when calculating the miles used to descent. But I like the idea about the 3 to 1 or 4 to 1 rule of thumb. It is a very easy way to quickly calculate when to descent./Kim......

Hi Toni,There is a shortcut. As you can figure out you will have to take your airspeed and descent rate into account. But if you assume that you always descent by 500' / min. and you descent by 120 knots = SF 2 (Speed factor) then you can do like this:From 10.000' to 3.000' = descent 7.000'. Now remove the zeroes and multiply by four = 7 * 4 = 28 nm before the target position.If you are flying 180 knots, then you are flying SF 3. Now the calculation is 7 * 6 = 42 nm.This is so because it takes you 2 minutes to descent 1.000' with a descent rate of 500' / min. and therefore I multiply the SF by two. SF 2 * 2 = 4.I hope that this makes it easier./Kim....

Take your current altitude and subtract your target altiditude, i.e. the altitude that you want to descent to. Then divide it with your planned descent rate which is typically 500'/minute.For example if your altitude is 10.000' (FL100) and you want to descent to 3000' with 500' per minute, you want to descent 10.000' - 3.000' = 7.000' and if you descent by 500'/min. then 7.000' / 500' = 14 minutes. So calculate 14 minutes to descent.Now take your descent speed, e.g. 120 knots and find out how far you will fly in 14 minutes (= 14 * 2 = 28 nm). So descent 28 miles before the position where you want to be in 3.000'.There are several ways to calculate the distance flown in 14 minutes. I use speed factors or sixty factors. 120 knots is speed factor 2 = 2 * 60 nm. Therefore you fly two miles per minutes and thus you fly 28 miles in 14 minutes.It may sound complicated but when your getting used to it you can use this method to calculate your descent point by head - no calculators needed.Cheers, Kim Pedersen

Hi Eric,Numpad 7 is Trim down, ie. Nose DownNumpad 1 is Trim up = Nose UpIs found this reference sheet which is quite good: http://www.mutleyshangar.com/downloads/FSX...%20Pamphlet.pdfBrKim.....