X Flight Planner Serial 69
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Information on aircraft gives the type, and if available, the serial number of the operator in italics, the constructors number, also known as the manufacturer's serial number (c/n), exterior codes in apostrophes, nicknames (if any) in quotation marks, flight callsign in italics, and operating units.
Immensely popular, this familiar looking twin evokes the classic grace of the most popular light aircraft, embodying all the style and class you would hope to find in your simulated skies, along with unrivalled flight dynamics, exquisite attention to detail, and a whole host of immersive features.
Do you want the responsibilities of owning your own aircraft, taking care to fly it correctly, recognizing that everything you do has potential consequences Or would you rather recreate the experience of a rental or a club aircraft, where it's a necessity to check things over carefully before your flight - there's no telling what might have been turned on, or off Or would you prefer the ease of sliding behind the yoke of a perfectly pristine aircraft, engines purring away, ready to leap into the air at your command
Imagine you have just acquired the aircraft; on first load, click the 'Individualize' button on the EFB, and the wear and tear each component will be randomly set, providing a realistic start to your new life together. Choosing the ownership experience means that every time you get in to the cockpit, all the controls will be exactly how you left them, and the aircraft condition, (the wear and tear on all the components), will be exactly as it was when you ended your last flight. With 236 persistently saved points of wear in the engines, systems, and instrumentation, this mode rewards proper care and attention!
For each individual livery and custom tail number, all your custom settings, including maintenance state, will persist from flight to flight, allowing you to build up a long term realistic rapport with your plane(s). Treat you plane with consideration, and your maintenance cycles will be longer; handle roughly and the abused parts will wear out sooner!
Now imagine that this is not your aircraft, but one that you have rented. In that case, who knows how it was left The state of the controls, switches, knobs and dials - it will all be randomly set and will probably require some attention. The rental option adds some variety to your flight experience with random state settings for everything. Make sure you carefully work through your checklists! And realistically, although the state of the aircraft may change each time you get in, persistence from flight to flight means that it's still the same aircraft; the hours sill still work their way upwards on the hobbs meter, with hours also accruing in your absence. Some wear might be present, but the rental agency is in generally in charge of fixing things before you get in!
Too much like hard work Do you just want to have some relaxing fun Or maybe you just want to get down to the exploring the beautiful world this simulator presents from the air Then select the 'default' option and everything will be as if brand new, every flight!
All of that accuracy and realism we've built into the MV310R requires consequences - the ability for components or systems to fail is what gives depth and meaning to taking care of your simulated aircraft. But we also recognize that the very existence of failures can make things frustrating for those of you who are wanting to have fun and relax, or can make things inaccessible to those just starting their journey in flight simulation. Which is why we've tailored our simulation of the 310R to be customizable exactly to your liking.
There are four levels of failure probability, which allow for flights from the ideal, completely trouble-free jaunt, through to the most perilous journey, expressly designed to test your mettle in emergency situations. In between, there are the more realistic levels where failures rarely, or occasionally crop up.
With a testing team that includes real life pilots with tons of experience across a variety of types, including the 310R, we've worked tirelessly under their direction to finesse the flight model to a state where it represents completely accurate and realistic characteristics that match the real world aircraft. Not content with attention only on the normal flight envelope, the MV310R also excels in presenting realistic (and hard to handle!) behavior in tricky emergency situations, including difficult single engine operations.
Our motto is, and has always been, quality or why bother. We pride ourselves on the accuracy and detail of what we do, not just in modelling and painting but also in gauge and systems code as well as true-to-life flight dynamics.
July 1970, around the 9th. The airplane was 212, the lead the force airplane. I had flown that morning and was at the barracks on Herky Hill when I heard it coming and went out and watched it come over, then I went down to the flight line and went out and talked to the crew. There is a story that it broke and was there for several days but this is a typical barracks rumor lie. We were scheduled for four-hour ground times when there was loading and offloading involved so some people may have thought it was broke. To the best of my knowledge, no C-5 ever spent more than a few hours in Vietnam. I made a number of trips to Cam Ranh and a few to Tan Son Nhut from the late fall of 1970 to sometime in early 1974 after the squadron moved to Dover.
This can be used to force an action on flight termination. Normally this is handled by an external failsafe board, but you can setup ArduPilot to handle it here. Please consult the wiki for more information on the possible values of the parameter
This sets the AMSL (above mean sea level) altitude limit. If the pressure altitude determined by QNH exceeds this limit then flight termination will be forced. Note that this limit is in meters, whereas pressure altitude limits are often quoted in feet. A value of zero disables the pressure altitude limit.
This controls whether to use dead-reckoning or GPS based navigation. If set to 0 then the GPS won't be used for navigation, and only dead reckoning will be used. A value of zero should never be used for normal flight. Currently this affects only the DCM-based AHRS: the EKF uses GPS according to its own parameters. A value of 2 means to use GPS for height as well as position - both in DCM estimation and when determining altitude-above-home.
Enables automatic adjustment of airspeed ratio during a calibration flight based on estimation of ground speed and true airspeed. New ratio saved every 2 minutes if change is > 5%. Should not be left enabled.
This parameter allows you to skip airspeed offset calibration on startup, instead using the offset from the last calibration. This may be desirable if the offset variance between flights for your sensor is low and you want to avoid having to cover the pitot tube on each boot.
altitude offset in meters added to barometric altitude. This is used to allow for automatic adjustment of the base barometric altitude by a ground station equipped with a barometer. The value is added to the barometric altitude read by the aircraft. It is automatically reset to 0 when the barometer is calibrated on each reboot or when a preflight calibration is performed.
This is the ratio of static pressure error to dynamic pressure generated by a positive wind relative velocity along the X body axis. If the baro height estimate rises during forwards flight, then this will be a negative number. Multirotors can use this feature only if using EKF3 and if the EK3_DRAG_BCOEF_X and EK3_DRAG_BCOEF_Y parameters have been tuned.
This is the ratio of static pressure error to dynamic pressure generated by a negative wind relative velocity along the X body axis. If the baro height estimate rises during backwards flight, then this will be a negative number. Multirotors can use this feature only if using EKF3 and if the EK3_DRAG_BCOEF_X and EK3_DRAG_BCOEF_Y parameters have been tuned.
This is the ratio of static pressure error to dynamic pressure generated by a positive wind relative velocity along the Y body axis. If the baro height estimate rises during sideways flight to the right, then this should be a negative number. Multirotors can use this feature only if using EKF3 and if the EK3_DRAG_BCOEF_X and EK3_DRAG_BCOEF_Y parameters have been tuned.
This is the ratio of static pressure error to dynamic pressure generated by a negative wind relative velocity along the Y body axis. If the baro height estimate rises during sideways flight to the left, then this should be a negative number. Multirotors can use this feature only if using EKF3 and if the EK3_DRAG_BCOEF_X and EK3_DRAG_BCOEF_Y parameters have been tuned.
This is the ratio of static pressure error to dynamic pressure generated by a positive wind relative velocity along the Z body axis. If the baro height estimate rises above truth height during climbing flight (or forward flight with a high forwards lean angle), then this should be a negative number. Multirotors can use this feature only if using EKF3 and if the EK3_DRAG_BCOEF_X and EK3_DRAG_BCOEF_Y parameters have been tuned.
This is the ratio of static pressure error to dynamic pressure generated by a negative wind relative velocity along the Z body axis. If the baro height estimate rises above truth height during descending flight (or forward flight with a high backwards lean angle, eg braking manoeuvre), then this should be a negative number. Multirotors can use this feature only if using EKF3 and if the EK3_DRAG_BCOEF_X and EK3_DRAG_BCOEF_Y parameters have been tuned. 153554b96e
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