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I am really loving the xplane 12 beta , despite the bugs , glitches ( which of course is expected ) the lighting and atmosphere is really great , it is extremely immersive and incredible when you get stuck in a storm cell , Daniella has done a phernomal job on Audio . I think some people do not realise how much work and how complex it is redo the rendering pipeline , photometric lighting ect
Have you thought about versioning the flightmodel? That way we could simply enjoy the new engine of XP12 with the well known and tested FMs for existing planes.This may also give Austin more room to play around with experimental versions and would allow gradual improvements over the 12 run.
I noticed some plugins like AVITAB for Xplane 12 pop out window works sometimes when you click on the item in the plugin list. for me it does not pop out in full screen mode at all but does in window mode . It sometimes stop working in window mode as well. Same thing for Xchecklist (although this is from XP11 so that may be a version issue). Please advise what info should i send to you to help .System
I agree. The cockpits seem much too dark, making it almost impossible to read anything, even if it is bright outside. I never sat in the cockpit of an airplane, but if I sit in a car during a bright day, the interior is also quite bright. Therefore, the dark interior of the cockpit not only feels unrealistic but also bad from a usability point of view.
There is a topic on this in the org. Already addressed should be in next beta. In fact you can get the temp fix there too. Laminar and users working together.//forums.x-plane.org/index.php?/forums/topic/271911-a-couple-of-issues-on-the-citation-x-and-a330-300/
Hi,First congratulations on the X-Plane 12 early access publication.Although there are chalanges ahead, I think that the in plane textures, especially the gauges must be clear and with the highest quality possible.Currently xp11 produces sharper and clearer gauges textures vs xp12 (I already filed bug report).
Joysticks typically provide pitch, roll, and throttle control, as well as a few buttons that can be programmed to do different things. For example, you may program one button to raise and lower the landing gear, and two additional buttons to raise the flaps and lower them. Also, some joysticks can have their handle twisted left and right to control yaw movement. If the joystick being used does not offer yaw control, you will probably want a set of rudder pedals to provide realistic yaw control in the airplane. A joystick will be best for flying fighter or sport airplanes, or planes made by companies like Airbus, Cirrus, or Lancair, for the simple reason that those planes, in reality, are controlled with joysticks!
A yoke consists of a steering wheel-like control that rotates left and right and also slides back and forth. These are the best option for users primarily interested in flying older-style general aviation planes, business jets, and non-Airbus airliners, since these planes are flown with yokes in reality.
For added realism in certain situations, you may want an independent throttle quadrant. CH Products' Multi-Engine Throttle Quadrant is popular and offers independent and variable control of six different functions. Normally, this would be set up to control the throttle, propeller, and mixture controls for each engine on a twin-engine airplane. This controller can also be used to control throttle and condition (fuel cutoff) for jet engines, allowing independent control of jet aircraft with up to three engines. A multi-engine throttle quadrant is recommended for users interested in realistically flying airplanes with more than one engine.
When downloading a custom aircraft, it will typically be in a compressed folder (usually a ZIP file) that contains the airplane and all its various paint jobs, airfoils, custom sounds, and instrument panels. Once the compressed folder is downloaded, you should be able to double-click on it to open or expand it on Macintosh, Windows, or Linux computers.
Of course, users can also upload their own aircraft to X-Plane.org and similar sites, after creating a custom airplane per the Plane Maker manual. We place no copyright restrictions of any sort on aircraft made by users with Plane Maker, and these custom aircraft may be uploaded and shared (or sold) at will.
The precipitation slider sets the level of precipitation. Depending on the temperature around the airplane and in the clouds where it is formed, this will be in the form of rain, hail, or snow.
The storminess slider adjusts the tendency for convective activity. The weather radar map in the lower-right of the window shows where the cells are forming. Flying into these cells results in heavy precipitation and extreme turbulence. The turbulence is great enough that in reality, airplanes can fly into thunderstorms in one piece and come out in many smaller pieces.
Taking helicopters into these icing and thunderstorm situations is interesting because their very high wing-loading on their rotor and the fact that the rotor is free teetering causes them to have a pretty smooth ride in turbulence. They are still not indestructible, though, and they are subject to icing on their blades just like an airplane.
If you are not familiar with flying an airplane or using X-Plane, check out Flight School for tutorials on many basic aviation concepts. Tutorials range from how to take off and land in the default Cessna 172 SP, to how to use a VOR to navigate. To access Flight School, go to the main menu (found under the File menu) and click the button for Flight School.
If the impact is only hard enough to damage the airplane without necessarily destroying it, the aircraft will just sit there and smoke. If this happens, you will need to open the Flight Configuration screen and start a new flight. If only it were so easy in the real world!
To operate a button, just click it and release. To operate a switch, do the same to change its position. For example, to bring the landing gear down (on planes that are able to), click with the landing gear switch. Of course, this control will look different in different aircraft. Keep in mind that the g key could also be used or a joystick button could be assigned to toggle the gear.
The vector popping out of each point around the airplane shows if the air is being pushed up, down, fore, or aft (or, for that matter, side to side by the rudder or vertical stabilizer) compared to the speed and direction of the center of gravity of the airplane. The color of the vectors represent airspeed, where yellow is the middle of the spectrum, and a 10% speed change takes us to red (10% lower) or green (10% higher) vector color.
The World section of the Failures window controls things outside of the airplane, such as bird strikes and airport equipment failures. The other categories and subcategories in this window let the user set the frequency of specific failures for hundreds of different aircraft systems. Many of the options allow you to specify a time, speed, or other condition at which they will fail.
The altimeter looks somewhat like the face of a clock and serves to display altitude. This is measured by the expansion or contraction of a fixed amount of air acting on a set of springs. As the airplane climbs or descends, the relative air pressure outside the aircraft changes and the altimeter reports the difference between the outside air pressure and a reference, contained in a set of airtight bellows.
The FLCH button controls the flight-level change function. This will hold the pre-selected airspeed by pitching the nose up or down, adding or taking away power automatically. This is commonly used to change altitude in airliners, as it allows the pilot add or take away power while the airplane pitches the nose to hold the most efficient airspeed. If the pilot adds power, the plane climbs. If they take it away, the plane descends.
The BC button controls the back course function. Every ILS on the planet has a little-known second localizer that goes in the opposite direction as the inbound localizer. This is used for the missed approach, allowing you to continue flying along the extended centerline of the runway, even after passing over and beyond the runway. To save money, some airports will not bother to install a new ILS at the airport to land on the same runway going the other direction, but instead let you fly this second localizer backwards to come into the runway from the opposite direction of the regular ILS! This is called a back course ILS.
If the flight director is OFF, nothing will happen when you try to use the autopilot. If it is ON, then the autopilot will not physically move the airplane controls, but will rather move little target wings on your artificial horizon that you can try to mimic as you fly. If you do this, you will be following the guidance that the autopilot is giving you, even though you are the one actually flying. The flight director, then, is following whatever autopilot mode you selected, and you, in turn, are following the flight director to actually fly the plane. If the flight director is set to AUTO, then the autopilot servos will actually fly the airplane according to the autopilot mode you have selected.
In other words, turning the flight director ON turns on the brains of the autopilot, displaying the commands from the modes above on the horizon as little magenta wings you can follow. Turning the Flight Director switch to AUTO turns on the servos of the autopilot, so the plane follows the little magenta wings for you without you touching the stick.
If you want the autopilot to guide the aircraft to a new altitude, you have to ask yourself: Do you want the airplane to hold a constant vertical speed to reach that new altitude, or a constant airspeed to reach it? Since airplanes are most efficient at some constant indicated airspeed, climbing by holding a constant airspeed is usually most efficient. 2b1af7f3a8