Bugs in Aerofly 2

Pilot's hand and throttle knob animation are out of sync in the Cessna 172.

Flickering polygons on the P-38's cockpit.

DME not working in most IFR capable aircraft. Most aircraft don't display the selected ADF freq and some don't display nav 2. This makes most aircraft vfr only machines.

The RMI does not work correctly in any aircraft as the VOR needle points permanently to 090deg.

If you load a new aircraft during a flight then the controls do not calibrate properly and the aircraft pitches violently nose down and crashes.

The autopilot speed display bug was fixed on the 737 as part of the recent update but there is still no speed display on the 747 and A320. I will check the Learjet and king air tonight and edit my post.

It only works if you select that runway to land on the navigation.

True, they could do something to fix this

Could the P 38 seat position be raised slightly for a better view on landing. The gun sight blocks the view if flown at about 100 kt (115 mph) and if flown faster for a more nose down attitude the long nose gear touches down first generating a bounce. It is still a very nice plane.

What about an option to pan the view up, down, left and right as well as rotate it! You could set it up so if you use two fingers on the screen then the view pans rather than rotates.

Move your two fingers up the screen at the same time and the head position moves up, simple!

The gunsight could provide a good reference point to align the head back to a neutral position. The Aerofly 'head camera' is especially dynamic in the P 38 so a seat adjustment or cushion variation might be easier than in other plane models.
It is hard to get the speed down to authentic over the fence and flare values, the view at 110-100 mph is blind straight ahead and getting below 95 mph/83 knots for touch down is impossible with the throttle closed as the elevator runs out of authority. About a half needle width of manifold pressure below 10" is the minimum throttle setting to have some chance of getting the nose up when flaring that slow.

The P 38 training video on You tube claims that there is almost no wing drop tendancy in the stall but it seems pronounced in this sim. At very low speeds in the sim large rolling diversions are possible below 100 mph. Could low speed roll stability be adjusted or a little more control be available in elevator and aileron to help at the slow end?

A better view ahead in landing is available if some cross-wind is selected, the crab places the runway view to the side of the gunsight base.

The P 38 seat/cushion height is only a problem with the realistic cockpit view, the HUD view with it's invisible cockpit allows a good approach at realistic speeds and the HUD Flight Path Vector (FPV) allows the degree of realistic view, eye-point miss-placement to be shown. The FPV location placed onto the realistic views at different airspeeds shows how blind the approach becomes as speed is lost during landing.
The X in the cockpit images is where the FPV was displayed over the scenery in the HUD images at 120 mph (107 kt) -the approach speed, at 105 mph (91 kt) -the over the fence speed and at 97 mph (84 kt) -in the middle of the 100 to 95 mph flare speed range.

120 mph approach speed. A significant cross wind moves the runway away from the gun sight.

105 mph over the fence speed

97 mph flare speed
A modest eye point lift would allow the approach speed segment to have the ground point that the aeroplane is flying towards to be seen, at present it is below the outside view.
The loss of elevator effectiveness at flare speed with the throttle closed causes a long float if 9 inches of manifold pressure throttle setting needs to be maintained for lifting the nose at 97 mph.
Gary's head pan and lift suggestion would be like what a pilot would do to improve his/her view in real life. On a calm day that gun sight would really get in the way.

The Aerofly 2 P 38 landing gear has a fault which on landing causes the force from the compressing oleos to dip the tail instead of the nose. This is as if the main gear is forward of the aircraft centre of gravity as it is in a tail wheel aircraft. The dip of the tail increases the angle of attack and at a speed anything above the stall this extra lift is enough to cause a balloon and the P 38 is launched upwards in an incipient stall. The P 38 sits OK on the 3 wheels so this is a fault in the main gear landing reaction only.

The main gear is just touching and the torque links are fully wide.

The oleos have compressed to the maximum in absorbing the aircraft weight and (small) vertical speed, the torque links are narrowed.

The oleos have extended again to the approximate on-the-ground position having sent force into the airframe but strangely rotating the nose higher instead of the tail. The nose wheel had not contacted the ground. I had thought that the nose gear was causing the bounce but it happens even with the nose gear held off. This behaviour is impossible in a nose wheel aeroplane in real life.

Do you mean an aircraft within its COG envelope or one with some abnormal condition such as shifted cargo? There was a 747 that ripped off its rear 2 undercarriage legs on approach lights, was it at Laguardia?, it did a circuit and landed reasonably well only to tip onto its tail when stopped.
Specific to this case, the pitch up is very modest and this is a P 38 J which has the big intercooler radiators in the engine nacelle chins versus the leading edge ducting in earlier 38s. It would have more weight towards the front.

It was at San Francisco.
Yippee was a J, the Aerofly core model looks like a L.