Herman

All, I believe the idea is to use the "How Fast is your internet speed?" voting window above Mathijs' message instead of responding with individual messages. The voting window provides a roll-up of responses that's much easier to grasp than a series of posts.

Glad to hear you were able to resolve this yourself. Because we believe this topic has been answered we have closed it. If you have any more questions feel free to open a new topic.

Nosferatu, thanks for posting your suggested adjustments in the Orbx site. For those that would like to check it out, here's a link.

The indicated airspeed (IAS) you fly at sea level for a given weight and flap setting (with everything else such as turbulence constant) is what you use at higher altitude, even Lukla. Indicated stall speed for a given loading and configuration is constant regardless of altitude (density altitude, actually), therefore, so is approach IAS. However, while you'd use the same IAS at Lukla as at sea level, the true airspeed (TAS) is considerably higher. TAS is directly related to ground speed, in fact they're essentially the same in a no-wind situation. So the ground speed and and landing distance required at Lukla is more than at sea level. See the FAA Pilot's Handbook of Aeronautical Knowledge (link here), since you requested a reference. Chapter 11 is the most relevant. You might also find the FAA's Airplane Flying Handbook helpful too (link here). For other handbooks that add to this topic, see the list at this link. IRL, in a transport category aircraft, one might use a different flap setting in an approach with obstacles in the departure path than without, especially in the event of an engine failure, to facilitate a go-around. But that's probably outside what I think you're asking about.

Please take a few minutes to familiarize yourself with the forum layout so you can post in the correct section. Where you first posted notes there is no support offered in that section. Also, when you re-post in the correct section, please state which version of P3Dv4 you have by stating the specific version. For example, for the Airbus A320 Professional, the version must be at least 4.5. This helps us to help you by eliminating product/P3D version mismatches.

Because we believe this topic has been answered we have closed it. If you have any more questions feel free to open a new topic.

From the product pages: Daytona Beach (KDAB) - Stairport Sceneries, Jo Erlend Sund Southwest Florida International (KRSW) - Omar Masroor A simple web search will get you to the respective developer sites and Facebook pages.

Because we believe this topic has been answered we have closed it. If you have any more questions feel free to open a new topic.

Hello, Mikoul, You may post here in the General Discussion area of the forum as long as you don't charge for your work. Please do not post in the dedicated support areas, as they're exclusively for support of Aerosoft developed or sold products. Best wishes for your support of the sim community.

Thanks for sharing what you found, jonesrob. Because we believe this topic has been answered we have closed it. If you have any more questions feel free to open a new topic.

Glad to hear this is resolved for you. Because we believe this topic has been answered we have closed it. If you have any more questions feel free to open a new topic.

If it's there, I didn't see a specific response to Otto's "Did you unzip the downloaded file to a temporary folder and run the setup from within that folder?" (emphasis added).

He might have changed the title, Dave, but at present it notes the A320/321 Pro. The open question is which version of P3D. skykng08, please check the version of your Prepar3D.exe by right clicking and looking at the Details tab. It should look like this, with version 4.5.13.32097 (If it doesn't, you need to update P3D to the current version, since that's a system requirement for the A320/321):

For something like the G-II, it sure was. It was the FO that forgot the AFM, so he got to babysit the fax machine in the hotel and scrounge up the fax paper while we checked out the sights. I heard he literally bought every roll in the city, which of course is also the capital, so created a temporarily shortage until more could be shipped in. Anyway, back on topic. You've raised a great point here Rob. Sometimes you get so close to something that you don't think about the customer experience, especially for new folks. Thanks for raising this question.

My only time there (but hopefully not my last) was a short turn but in much more pleasant circumstances. When I was active as an FAA inspector in the Gulfstream, an operator in Cleveland wanted European operating authority from the FAA for a G-II and so needed what's called a proving flight to demonstrate to us they could safely operate it in the North Atlantic tracks with a different nav system than they previously demonstrated. Since they had already done a proving flight to Scotland in some lessor aircraft, we decided that if they could find Iceland, that would suffice instead of going all the way over and back. For a challenge, I tasked them to go into Reykjavik (BIKF) instead of Kef. Great trip, albeit with some adventure along the way, like the flaps freezing in the up position and requiring the whole runway and overrun to stop with max braking, landing 5 minutes after curfew and talking the tower out of a fine, and forgetting the AFM back at home plate and so faxing the whole thing to the hotel in BIKF. The weather was good, though, and the day we spent waiting for the AFM to be printed out on that slick fax paper everyone used to use gave us a chance to see the city. I asked for the faxes to be left on the many rolls instead of cut page by page to make it easier to find pages we needed. Paging through piles of that slick paper to find a particular page would have used another day. I and the other inspector on the trip were willing to wait, but the operator didn't want to. Pity.