lnuss

Another possible cause is a fuel imbalance. If the left and right fuel tanks have unequal quantities when you start your flight, that may cause a slight turning tendency.

Which is rather informative.

Were you asking me, or the OP? I've never used a client, always direct IP connection.

When did that change? I bought FSX when it came out (box, not steam), have mostly flown MP over the years, and I've never seen MP traffic -- I thought the docs said AI (and boats) doesn't work in MP, and never has for me or a friend.

You say you figured out the PAPI and other things on your own, which is great, but if you go to the FAA publications web site you can read/download the Aeronautical Information Manual (AIM), which has a lot of that information in it (plus MUCH more), and such others as the Instrument Flying Handbook, the Pilot's Handbook of Aeronautical Knowledge, the Airplane Flying Handbook and more. These are official FAA publications that pilots (and student pilots, or most anyone else) can download and read/study to really learn about flying, with no cost for these. Sure, there are many ground school packages you can find out there, and they cost some bucks, but this gets you essentially the same information just for the downloading. You might be surprised to learn how many fine details there are which have never been apparent to you in the sim, even with the sim's lessons. Look'em over.

Yup! The Sporty's Electronic E6B Allows a lot of calculations like density altitude, true airspeed, time/speed/distance and so many more things that pilots need to figure. The older non-electronic E6B is essentially a circular slide rule with specialized scales and has been around since before WW II. The back of it calculates the wind triangles. And Sporty's now has an Android app to do these calculations.

https://edwilliams.org/avform.htm has formulas for most anything aviation. Since the dewpoint/humidity relationship also is dependent on current temperature, it's not such a simple thing. From the formulary: The relative humidity, f (as a fraction) is related to the temperature, T and dewpoint Td by: f= exp(17.27(Td/(Td+237.3)-T/(T+237.3))) and to the frostpoint temperature Tf by: f= exp(21.87(Tf/(Tf+265.5)-T/(T+265.5))) Temperatures are in Celsius. Multiply f by 100 if you want a percentage. The above are based on an empirical fit to the saturation vapor pressure of water due to O. Tetens in Zeitschrift fur Geophysik, Vol VI (1930), quoted in "Principles of Meteorological Analysis" by W. J. Saucier (Dover NY 1983). To keep it simple, the problem is that dewpoint represents the moisture available in the air mass, and the percentage figure for relative humidity varies with the actual air temperature, even though the moisture content (thus dew point) remains the same for the air mass. And note the text I changed to red. There's more on the website. And you can rearrange the formula to solve for TD or T, if you desire.

It should on all the default aircraft, Kirk, but there are some add-ons where the developer elected to not have that work, instead requiring more complication.

To expand a bit on Brian's real life comments, in the U.S. there are a number of different restrictive airspace types, included Prohibited (stay out), Restricted (check with the controlling agency, or often with ATC, to see if it's active), and MOA (Military Operating Area), where you can go there anytime you like, but be prepared to encounter military aircraft training and maneuvering, which might be tough to avoid. There are other types, too, but you'll find them depicted on charts, usually with contact information. Other countries have their own versions of this stuff, most being similar but they may not be identical, and the appropriate charts should help you find where they are and who to talk to. That being said, I've never heard of a "Dangerous" airspace, but then I don't fly around India or the mid-East either. And I don't know what the sim might show you in those areas.

I expect that works at sea level, with just a somewhat reduced climb rate, but you may not GET 120 KIAS in cruise at 5000 and up (maybe not 120 MPH, depending on model), let alone climb, and on a hot day your climb rate with two people aboard might only be 100-200 fpm at 85 kts, perhaps requiring you to go to Vy, which puts you back in the low 70s for IAS. So the idea of a cruise climb is a good one, but the details will vary depending on density altitude, which in Denver on a hot day can be over 9,000 feet.

That video is exactly what my friend and I experienced with what we called "scenery pauses," where we'd both hit it in exactly the same spot (not same time, but same spot*). Using SSD, going to Win 10, sim "repair," reformatting and other such things won't fix that (don't waste your time and trouble). Nor will the "tweaking mentioned above. We looked for the cause for quite some time, (including all the above except Win 10), eventually just concluding that there must be something in the scenery (especially ORBX, which is where we saw most of it -- also where we usually flew#) that creates those pauses at certain spots. Every time we'd hit such a spot, we'd get the pause (it was quite repeatable, that is, location dependent), and otherwise (anywhere else) had nice smooth operation. And this was both when we had physical, spinning hard disks AND after we got SSDs where both the OS AND the sim were on SSD. Oh, yes -- this was in both P3D V2.4 and 2.5. I don't specifically recall whether it did this in FSX or not (I THINK so, not sure), though we ran that for several years (with ORBX) before our upgrade to P3D V2. So the cause of that particular happening is not the usual suspects that people on the forums are always recommending. * If he was half a second ahead of me, I hit it half a second after he did, but if I was 30 seconds ahead of him, he hit it 30 seconds after me. But note that we might go hours without seeing these pauses, or might find a couple of them a couple of minutes apart, ALWAYS at the same location for both of us, even though we were in multiplayer (he in Dallas, me in Denver). During our troubleshooting, we also checked these out in single player (free flight) mode, talking to each other, and we each still hit them at exactly the same spot. # From Southern Cal to Southern Alaska, from Pacific coast to the easternmost extent of ORBX in the U.S., we still occasionally got these "scenery pauses." And we both were computer guys, too, having flown MS sims since 1998 (he, even earlier).

Actually, it IS a "a generic term for an aborted" landing. The first half is right, but no approach procedure included.

To add a bit to Mallcott's description, the missed approach is actually part of the instrument approach procedure, and is spelled out on the approach plates, and even the criteria for doing a missed approach is on that plate. The go around, whether called for by ATC or initiated by the pilot, is just aborting the landing (maybe a runway obstruction or the aircraft is not in a good position for a landing), so has no "published" procedure, but is practiced under the supervision of a flight instructor (CFI) before a student pilot even solos, plus at many other times, so that a pilot's training tells him what/how to do it, and just as important, when. I might also note that even if you're on an IFR approach and get past the missed approach point, you still could have to do a go around, perhaps a deer strayed onto the runway, but there IS no missed approach for a VFR approach, just a go around if you decide it's necessary.

Microsoft has never updated any airports, navaids or communications frequencies. So the sim is frozen in time back around 2005, unless you download one or more third party files that actually include updates (most don't, just nicer scenery). Or you can get ADE, do the research, and update airports yourself.

Nope, though he wasn't a lousy pilot -- his "wrong way" was, of course, intentional -- but I don't really think there was anything outstanding about him, either.

Curiously, a friend and I used to experience this in multiplayer (I rarely flew single player) in P3D V2. 4 & 5. Everything was smooth running, decent frame rate, then a pause at a specific location -- whichever of us was in the lead hit it first, then the other would at the same spot. His system was faster than mine, so paused for a bit shorter time than mine, but both at the same spot. We never found a solution, just calling it a scenery pause. But it didn't happen everywhere, and we might go two or three sessions (or more) without an occurrence, then hit it twice in another session. We generally just considered it a minor nuisance and, since we really had little clue we just accepted it. Had it been all the time, we might have looked further, but it wasn't worth the effort. Oh, yes, we were both running SSDs, so that's unlikely to be a solution, if I understand your description properly. It does sound as if you're hitting it more frequently than we did, though.

Mallcott make a good point, that in real life the C-182 would be a desired, almost mandatory intermediate step between the C-172 and the C-210. There you'd learn about handling the constant speed prop and diving power indication between two gauges, the extra weight and speed, and the cowl flaps before going to the extra complexity of the retractable gear and turbocharging (requires extra care to not damage the engine, among other things). But in the sim you can get away with most anything, which is why I didn't point you that way. And the more complex the aircraft, the more essential the checklists become, so check out his link, too.

That extra control is for the constant speed prop, and it should be all the way in for takeoff. I don't know what vintage* your 210 is, but after takeoff, gear up and established in the climb, bring the throttle back to about 25" of manifold pressure (yes, there's a new gauge for you) then bring the prop back to 2500 RPM. If you wish you can bring the power back further for cruise, but when landing, and going through the last GUMPF** check on downwind, the prop should go back to full forward again, so that you'll have full power available if you need it (perhaps for a go around). * Some newer aircraft may max at 2400 RPM -- if so, you can just leave it there for climb. ** GUMPF: Gas Undercarriage (gear) Mixture Prop Flaps

Over a large area I expect you're right, Chuck, but the anemometer in my back yard will sometimes stand still -- literally no movement -- for a little while, from time to time, so in a given spot there can be complete calm for short periods, and it can be under two or three knots/mph/kph for longer periods. But I can't recall, in all the years I've had it, that the high wind gusts for the day were less than 6-8 kts. Of course I expect there may be some mild vertical movement of the air during that time, but an anemometer doesn't register that.

When you rotate the nose will come up and, at least partially, block your forward view of the runway, but it shouldn't be so high as to totally block the horizon -- if it is then you need to lower your nose. But you can see very well out the sides of the aircraft and off at 30º to 40º to either side over the nose, which is adequate for proper aircraft control. Don't EVER depend solely on staring straight ahead for aircraft control (how do you think we fly a Cub from the back seat or a Stearman from either seat?) -- you can use peripheral vision and the things you CAN see for proper control and navigation. So as long as you can see the runway ahead (in a tri-gear) and the horizon once established in a climb attitude, you are properly situated vertically in your seat and will do fine. Part of your flight training is to learn the various reference points you need for different parts of the flight, for different situations and (aircraft) attitudes. BTW, in a Cub, Stearman, et al, you'll learn to do S-turns while taxiing and clear the runway ahead (visually) before getting lined up on the runway, then will use peripheral vision, looking a little to the side, angles of part of the aircraft with runway edge, etc. etc. for takeoff until the tail is up -- similar for landing once the tail is down. So unless you're unusually short you probably won't need cushions -- the flight school may have some loaners anyway.

Nope. The "pitch" of the aircraft is level during takeoff untill you rotate, so that shouldn't be much of an issue. Are you using the "2D" cockpit? That could be the source of your problem. Using the "virtual" cockpit (VC) you should be able to adjust your view in the sim to see the ground ahead. If that doesn't work, you can edit the aircraft.cfg file to change the "eyepoint." In a real world C-172, it's a bit more like sitting in a car, as far as visibility, though the panel may seem a little high. The pilot seat is adjustable fore and aft, as well as vertically, so that only the very shortest people (I've known a few) need cushions (they may need them in a car, too). So if you're 4' 10" you may need a cushion or two, but not otherwise.

I bet it was zero in the altitude range you changed to zero, perhaps just in the default zero to 6,000 feet. You'll need multiple altitude ranges set to zero (probably at least three) or one set at the altitude(s) your AI fly at, in order to get it to zero.

Go to the menu World/Weather. On the page that comes up click on User Defined Weather, then Customize. On the page that comes up click on Advanced Weather. Click on the Wind tab. Now you can set wind speed and direction.Now you'll need to create whatever wind layers you want and set speed and direction, turbulence or not, etc.

You don't have to read this thread. With an attitude like that, go 'way.

Thanks, Bean -- I'd not come across that one. Don Sheldon is another pioneer worth reading about in Wager with the Wind. And here is a site listing 33 potentially interesting books on Alaska, including that of Don Sheldon and Bob Reeve. For anyone having trouble finding these (and other) books (many may be out of print), or if you just want to read but not buy, don't forget that physical libraries still exist, and many of the larger (and some smaller) ones will have some of these books for your perusal.