![]() ![]() –Auto-calibrated elevator allows you comfortable tilt-operation. –Releasing off the slider disables the motion sensor and maintains trimmed-neutral. –Controlling the rudder by the slider for taxiing and crosswind takeoff/landing. –Controlling the aileron and the elevator by the tilt of your device or dragging the cursor. As well, dragging the white cross on the Yoke Pad allows control without the motion sensor. Touching and holding on the white slider activates motion sensor that allows you to control your aircraft like as 3-axis joystick. You can, however, make them hide, reshow or reset as your preference. Flight paths for your past flights also remain on the map in dimmed color. The flight path of the simulated aircraft is drawn on the map as orange lines. Also, you can setup the autobrake even if omitted in some cockpit panels. It is useful especially for IFR operations that was bothering the pilot in busy. The full-equipped avionics panel allows you to operate various radio and autopilot equipment sets in simulated aircrafts. You may use this feature FOR FREE WITHOUT THE PAID UPGRADE. ![]() The location and the heading of the simulated aircraft will be displayed in the map with an orange icon when network connection established. CANNOT be used with X-Plane Mobile for iPhone/iPad. ↑ 8.0 8.1 Free Form Friday: Lights, Water, Frost.By doing so, the plugin gains access to flight model data such as propwash, jetwash, downwash, and windshadow which it can then natively use to increase performance and simulate accurate refractions in each droplet. Noting the popularity of the third-party librain plugin to simulate rainfall on aircraft windscreens, the developers have implemented the plugin into the simulation engine. Scenery authors will be able to specify desired locations for both puddles and snow banks/drifts by defining weather masks within their packages. The scenery engine has been upgraded to dynamically display water and snow coverage on ground surfaces. X-Plane 12 will instead feature volumetric clouds using raymarching to render cloud boundaries and calculate the position/effect of individual water droplet clusters. In previous versions of the sim, clouds were rendered as 2D objects and to simulate 3D effects many of these objects would be drawn simultaneously at the cost of simulator performance. This change is expected to greatly decrease the granularity of data, improve real-time meteorological information in less traditionally underserved areas, and allowing for smoother real-time weather transitions in-flight. This change will transition the simulator from a current slice-of-time approach using hourly reports to a forward-looking method based on algorithmic predictions. Instead of downloading a large number of METARs local to airports, this version of the simulator will use centrally-processed NOAA GLIB files from a Laminar Research central server which span the globe. The weather system has been overhauled from the ground up. The main landing gear received special attention in that the non-linear strut compression has been modeled to account for the additional downforce which occurs during early takeoff due to the "eagle claw's" rotation. The secondary display page (central bottom display unit) will automatically display the appropriate page for the current phase of flight such as APU start, engine start, cruise, and landing. The Electronic Centralized Aircraft Monitor (ECAM) warning guidance system will recognize failures and provide the crew checklists to remedy the issue. Failure in any primary loop will cause realistic reversion to the backup loop loss of pressure in both primary and secondary loops will cause control system losses. The hydraulic system will simulate all of the components installed in the real aircraft to include the 7 pumps fitted across 3 hydraulic loops - green, blue, yellow. The model features extensive detail to the exterior and a fully-detailed cabin. The aircraft also includes an auto-throttle system complete with the expected thrust modes such as Take-Off/Go-Around (TOGA), Flexible Temperature (FLEX), Maximum Continuous Thrust (MCT), and Maximum Climb Thrust (MCL). Instead adopting a full fly-by-wire architecture, the A330 will respect all of the normal law limitations inherent to Airbus design and intervene to preventing excessing G-loading, overbank, pitch outside of design parameters, and overspeed conditions just as the real aircraft would. It will no longer use crank-and-pulley flight systems which allowed for extreme maneuvers with direct, unfiltered input from the user. The Airbus A330 will be the first included heavy aircraft in many years. ![]()
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