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About Aleksandar

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  1. Actually for me, even though I have buttons for toe brakes, my rudder pedals still work on the ground for steering, though they behave like toe brakes.
  2. Start to slowly rotate just before reaching 70 and the climb out will be smooth. Banking slightly left is normal, especially on a high-torque engine. When you use rudder to accellerate down the runway, you may find that just a bit MORE rudder is used when you rotate due to gyroscopic precesssion. This is a well balanced behavior compared to many addon models I have. Also, don't forget to consider wind effects.
  3. From what I have read, this is something that will be adjusted on the next update and I too believe it is just a little too agressive. My compensation is to take off without flap (not normal procedure, but approved), and on approach lower flap only when 90-100 kts instead of the placarded 119. That being said, aggressive pitch when lowering flaps is perfectly normal. I had to do the same when I was flying a DA40 last year; first time it surprised me because it has a larger effect than a 172 (probably due to the shorter chord line).
  4. What are your autopilot modes set to? My altitude capture is perfect, even if the altimeter setting isn't
  5. I mentioned it in another forum post, but unless the difference is massive, there will be a difference between the standby altimeter and the pfd one. That is normal (don't be surprised by a 200 foot difference, as that is maximum for an RVSM flight even on an airliner; 75 on the ground).
  6. I don't think the prime/boost switch on the TN should be spring loaded, as that switch will only ever actually be used in flight at high altitude or to clear vapor lock. For persistence, the only thing I noticed was the tiedowns and cover.
  7. I would use a GPS waypoint in it's place for now. You could set it to OBS mode at the same time.
  8. I second that....also the leading edges due to the TKS system is also reflecting light in an ugly way.
  9. This is a normal thing to have and should not be changed. The altimeter setting and altitude reporting on the G1000 is computed by an ADC (air data computer) versus a mechanical aneroid on the standby altimeter that can have error. Same can be seen even on a big jet, where captain and first officer altimeters can be slightly off as they get data from different pressure ports (PFD vs standby as well). The maximum difference on an RVSM equipped airliner is within 75 feet of field elevation while on the ground and within 200 feet in flight. Any more, and it is defective.
  10. Hey there. Not sure why this isn't addressed in the manual, but what are we supposed to use the "Manifold Pressure Target" and "Fuel Flow at Manifold Pressure Target" features for on the General tab? Also not addressed is the difference between the Iskra Starter (always selected by default) and the C24ST5? Thanks. p.s. for minor update - the tiedowns and fuselage cover are not persistent between flights.
  11. Vr in this plane is 70-75 knots. Crap...wrong VR! LOL (bump your post up!)
  12. So far, I've only encountered one hold as part of an instrument approach procedure turn. I'd set up an OBS at a waypoint and fly it manually by heading control for now.
  13. Funny, that happened twice to me. But since I've left the bosst pump on and leaned on the ground, no issues.
  14. I didn't really notice the power issue (I fly by speed), but definitely looking for a bit of refinement to the effect of flaps....seems quite agressive, such that I takeoff with full flaps, and don't drop flaps until I'm below 100kts on arrival.
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