Posts by Overloaded

A Garmin 55 AVD would be enough for me. Stored personal waypoints and even one saved route would be a godsend.

(Hi Jan, you had found the problem and it was noted for some future inclusion. I can’t really tell, it was always quite tricky to get working, the 0335 or 335 or 3350 or 33500 and multiple on/offs thing).

I got it working on about my 10th attempt. Thanks for fixing it. I will try to work out exactly what makes it work. Having ‘ADF’ displayed on the right seems important?

Would (trim tab movement ONLY) when stopped really be that important?

I only use my monitor's native screen rate (60 fps). It can be set in the graphics card's app, in windows and in Aerofly.

I stick to 60 for my basic monitor.

iPad pros come with different amounts of RAM depending on how much storage the buyer selects.

A flight path vector -o- symbol is present in the attitude display of many of the planes, an appropriate descent gradient (allowing for wind) could be followed for every approach. For published ILS glidepath examples in still air follow -2.75 degrees for Oakland 12 and -4.0 degrees for Berne 14. Use shallower gradients with a headwind.

Berne 4 degree gradient using the Flight Path Vector symbol.

A basic starting point 3 degree descent gradient for visual approaches would be about five times the ground speed, so for a fast large transport use -700 fpm for a 140 knots groundspeed.

For a light aircraft use eight times the groundspeed eg. for the Cessna calculate -520 fpm (use 500 fpm) for a 65 knots groundspeed (70 knots indicated airspeed with say 5 knots of headwind) would give about 4.5 degrees, a comfortable light plane descent gradient (well above any Aerofly PAPI angle).

Here the visual Baron with 95 knots of groundspeed (100 IAS with say 5 knots of headwind) would follow -760 (use 750) feet per minute.

Simplify any calculations in your head, for the Cessna example try 2/3 (from 65 knots) of 8 gives approximately 5. Flying consumes most of the brain power.

(Perhaps you mean that you would like an impact with the runway report?)

Selectable target wind direction and speed but with life-like direction backing and lower speed with reducing altitude and widely variable duration randomisation of the parameters should allow a properly unique environment with every route and every approach. Total calm could be dialed in if so desired.

Coping with the difference between a forecast wind and the actual wind is all part of the fun of the 'job'.

The sim could use the minimum visibility function. Breaking out of a solid layer in the descent is a pleasure, your navigation skill is revealed.

An opaque layer of stratus would be nice, only the top and bottom would need texture.

Why not now?

Were you well below the glidepath when the localiser came in?

Quote from Thekingbuji333

Entering an ILS frequency and moving it from standby to active flashes an error message.

Change the selector from VOR or GLS to ILS mode if necessary before selecting active.

The take off performance of category A large transports is part of a difficult and exceptionally involved subject. Some people sit the performance exam many, very many times. Everything is covered and there is a solution for every scenario to achieve absolute safety and at the same time make the plane give the maximum service to the operator and the passengers.
There is a case for flaps 1 (or 2), it is when the limiting factor is a high obstacle in the take off and climb path. The longer run reaching a higher speed with flaps 1 gets the plane over the obstacle with the highest payload weight. It gets the plane higher and faster sooner.
Giving concrete examples here with written data would be a lot of work but it would be done in minutes with the modern electronic computation.

Clearing a tower west of London City might be a mildly entertaining exercise in the sim, ten knot rotation speed changes could be matched with two stages of flap alterations. It is a pity that we cannot change weight and temperature so far in Aerofly.

The new mobile and the original (red Pitts) FS mobile screen thumbnails have the same Aerofly FS name on the iPad screen.

Not the end of the world.

Sorry, couldn’t edit the wrong post location.

Do you see glare at night from bright lights? I got cataract surgery and the synthetic lenses are super-human, best thing that ever happened to me.

I have a basic 28" 4k behind my keyboard. Nice IPS monitor colours to match the new eyes, their colour is ten times better too.

Transition altitude 19,500 feet😮 VOR approach minimum descent height 2,300 feet😲

Quote from biligo

the aircraft lost navigation in the last 1 nautical mile or so and went seriously off course.

The plane doesn’t have autoland. Even with the ILS coupled to the autopilot the final landing needs to be hand flown. Turn off the auto pilot (and the autothrottle for the best) at between one thousand and 500 feet and follow the ILS or visual cues to the runway.

You might have got a little closer with the autopilot following the ILS in the sim? but the autopilot will disconnect if you try to take it below 500 feet.

Accurate and sophisticated area navigation is possible with DME and VOR reception only, GPS and inertial navigation/inertial reference systems are not essential. The ‘-500’ in Aerofly seems to be a modified bought in program based on a -200 with the later -200’s current type autopilot system and a single FMS/CDU so it should be perfectly capable of doing automatic area navigation over populated land areas.
Aerofly doesn’t like sharp turns in its routes. Three legs with two 45 degree turns works much better than two legs with a single 90 degree turn.

Were many of these reported 'unfortunatenesses' absent in older versions?