I’ve noticed that some parts of Switzerland have been substituted by the darker scenery of the rest of Europe, rather than the bright green that it used to be. Was this intentional?
Beiträge von Zihan374
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On both Airbus and Boeing, the yoyo/V/DEV indicator profile is always lower than that of the VSD. This results in confusion and the VSD being made slightly redundant.
Another behaviour that I have noticed is that prior to the nose pitching up to lose airspeed, eg 250/10000, the plane goes a few thousand feet below the profile, or rather the profile suddenly jumps up a few thousand feet, so I guess the plane can re-intercept it. However, in real life, these level-offs are accommodated by the VNAV profile itself, so the plane can slow down while staying exactly on profile.
I am also curious about how you have programmed the VNAV to calculate its path. In real life on Airbus and most Boeings, the plane will descend in idle thrust to the first restriction, and thereafter maintain a so-called ‘geometric path descent,’ meaning that it will aim for a continuous descent between any two constraints, without levelling off. This may not necessarily result in engines being at idle thrust if the path is shallow.
In aerofly, I’ve noticed that the plane typically levels off at a constraint, and wait until the point where it can reach the next constraint in an idle descent, but this often results in an unreasonably high V/S.
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Any weights were just double clicking and inserting the automatically generated value.
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Thanks for the quick reply. That makes sense. I was just surprised that the plane went into A.FLOOR when only around 10kts below the green dot speed in clean configuration. The appr phase was active and speed in managed. Looking back on it I probably just forgot to retract the speed brake.
Quick question: If there is a speed constraint below the green dot speed, e.g. 180kts, will the plane just activate the appr phase and it’s up to the pilot to maintain it by using selected speed? If so, will the locations of the flap 1 and 2 extension marker change to accommodate this?
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Something that I’ve noticed about the A350 on approach is that the VLS in clean configuration is too high. The top of the amber strip on the speed tape is above the S-speed, which shouldn’t be possible since the S-speed is the minimum speed in clean configuration; in clean configuration the VLS should be equal to this speed.
This means that there is a high risk of A.FLOOR triggering if the plane is slightly below green dot speed with no flaps extended.
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Ipad pro 2020 12.9 inch. The version is the same that Old-timer provided above.
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When the screenshot of the blank SCEL map was taken other airports such as EGLL still had their proper taxiway maps; this was before the update. Just rechecked after the update: now no airports have taxiway markings.
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The RNAV 34 at KRDD (Redding Rgnl)
You may have to tune a random frequency in the rad nav page otherwise the plane will fly the ILS.
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When an RNAV approach is programmed in the A32Xs, the V/DEV scale is shown for the whole flight; it should only show when the APPR phase is activated.
For runways with ILS approaches, the plane tunes the ILS frequency no matter the approach coded in the fplan. If this is meant to simulate FLS for the time being, then perhaps make an option in the APPR PERF page to choose whether we want FINAL APP/FLS, like the real world.
When the plane is in FINAL APP mode, there are two main problems: The FMA displays CAT 1, and the vertical path drops down suddenly from the FAF, leading to excessive descent rates, not the constant angle (e.g 3 degrees) as it should. Most of the time I have to just stick to TRK/FPA.
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For VOR patterns, first set the desired inbound course on the cdi. You first have to master your holding entries: direct, teardrop, or parallel. Once you are in the hold, once you have passed the station that it is based on, make a 180 degree turn. Once you are abeam the station/fix, time for 1 minute (normally). Then make another 180 degree turn to intercept the inbound course, tracking the needle on the cdi. Never try and track a radial on the outbound; leave the cdi on the inbound course.
Ideally the inbound course should be 1 minute, so you may have to make the outbound leg longer/shorter depending on wind.
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On the 777 the VNAV CRZ page will tell you the time that you will reach the TOD and the time that you will reach the destination. Just calculate the time between the current time in the sim and the predicted time and you’re all set.
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It’s the RNAV 25L to Phoenix Deer Valley (KDVT).
It does have LPV in real life.
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I was flying an RNAV approach in the King Air when the plane suddenly generated a glidepath, albeit very faulty and too low. Pressing APPR resulted in the plane trying to follow it, which almost made me think that this was an LPV indication, made even more so by the fact that pressing APPR resulted in the plane trying to follow the glidepath in VGP mode but staying in LNAV (as it should), even though a defective localiser was also generated.
Is this really LPV in aerofly or is this just a sort of importation of the FINAL APP mode in Airbus?
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Ah ok. But sometimes I find that VNAV on the boeings doesnt compute a constant glidepath from the descent point/faf to the threshold, or rather pitches up and down to lose airspeed, while in real life it will prioritise the profile on approach, not the speed.
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I’m not sure how much this has been coded into aerofly already, but it would be nice to see the Baro-VNAV function that most airliners have when it comes to flying a non precision approach. It basically involves the fms using the barometric altitude based off the altimeter to calculate a vertical glide path down the approach, whether by computing a path between two waypoints or an angle from a single waypoint. This allows the aircraft to fly down to LNAV/VNAV minima, which is just a little higher than LPV or Cat 1 ILS minima. Examples of this include the FINAL APP function in Airbus, which seems quite rudimentary in Aerofly, although it does just about work.
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In V/S, the plane will prioritise the rate of climb and not the speed, so it will not correct the pitch if the plane starts losing speed (at higher altitudes there is less lift so the plane needs to pitch down to maintain the TAS). Some pilots even like to call this mode the ‘very stupid’ mode, and it is rarely ever used for climb. Try to stick with FLCH or VNAV, which will prioritise airspeed.
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On the LEGs pages in Boeing aircraft the first purple waypoint on the first page should be the next waypoint of the flight plan, with the previous waypoints being cleared. However, this isnt the case in aerofly. This means on long flights I might have to go through several pages to find the purple ‘to’ waypoint.
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Apparently its because the longer fuselage of these variants made them more prone to a momentary nose-down pitch (caused by airflow disturbances around the closed gear doors), which could affect rotation and increase tail-strike risk. The 787-8, being shorter and more aerodynamically stable during takeoff, didn’t experience this issue, so the function wasn’t included.