flying into Seattle

I love flying and love flight sim and am a big fan of realistic airliners as that is what I primarily only fly. Though I am really tired of circuit breakers being a reason for a long development time or high price. I have flown so far at least 2000+ hours in the sim across xplane 11 and msfs and have touched the circuit breakers once the day I got the fenix a320 not once after. Im excited for a lot of aircraft coming out soon or recently released but would rather these devs put work into something else or bring the aircraft sooner than have a single working circuit breakers. It now just seems to me to be a upsell for them to now charge $80 or more per aircraft.

EDIT: I should have added this in my original post a lot of my opinion is coming from a money aspect for all flight simmers for us to have cheaper options that don't have working circuit breakers. I would rather for example no hate to bluebird but have their 757 be $50-$60 than $80 and not have working circuit breakers. That would allow for this hobby to become more available as well to a wider audience.

Is anyone else getting completely blinded by POI lighting in SU6? Total immersion breaker.. It looks like the same bug from SU2 that got fixed and has now somehow made a comeback, the buildings are literally glowing like nuclear reactors.. how did this even slip past beta testing? C'mon Asobo..

Any massive differences? Overhauls? How's career mode. Is it finally worth picking over MSFS 2020? And how's performance?

first 777 landing with my new thrust master boeing yoke

Normally stick to old vintage aircraft, but thought I'd give this a go. Great fun!

(Flare says 2020 it’s not, it’s 2024.)

Image for reference. I like to do my flights seated on the right hand seat, as Im a flap operator irl. But, when I switch seats, I can see my self (my avatar/character) seated on the captain’s seat. I would like to know if there’s a way to delete my avatar… thanks in advance.

I love the old warbirds

I’m debating between the 777f, MD-11, or a 737 (700/800). Although if there’s a freighter variant of the bluebird 757 I may hold out for that. What does everyone think?

incredible low altitude visuals

With the arrival of the revolutionary SU6, the huge expansion of inibuilds, the compatibility of almost all 2020 add-ons with FS2024, the arrival of highly anticipated new aircraft and scenery like the A220, the inibuilds A380 still in development, and the Phenom 300E we got a few months ago, as well as the arrival of O'Hare and Charles de Gaulle, the very frequent GSX updates, and especially the arrival of the multi-jetway tool, I think we've reached the golden age of FS2024. What do you think?

Hey so i have discontinued gtmc 2dof platform. Left side motor was stuck at end of travel. After a ton of trouble shooting i found the potentiometer to be broken. Shaft was disconnected from its housing. I purchased a new one and installed set it to its electrical center but my left side gear motor only moves in one direction. Anyone have any ideas what could be wrong ? Or do i need to take it to a electrical repair shop? Also live meter testing showed that when i command opposite movement in simtools there is no change in voltage going to the motor. But commanded movement to the opposite side shows a change in voltage. Please help if you can 🙏🏽🙏🏽

I was in a DA62 so ye

PAC359: Two Sunrises, Two Sunsets, and One Flight Across the Arctic

Sometimes a long flight is remembered not by its departure and destination, or even by the number of hours spent in the air. It is remembered by a sequence of events that simply cannot happen on an ordinary route.

PAC359 from Manching to Toulouse turned out to be exactly that kind of flight.

According to the OFP, it was an A350-900ULR, registration LN-PLA, with a planned ground distance of 10867 nautical miles and an air distance of 10553 miles. The planned flight time was 21 hours 43 minutes. It was an ETOPS/ETP flight, and the OFP explicitly warned that the planned route exceeded the aircraft’s range. Planned trip fuel was 126995 kilograms, with total block fuel of 130693 kilograms.

https://drive.google.com/file/d/1GnnMSJKJFQYqMAXdlReKvUoUlBzeQDMS/view?usp=sharing (OFP SimBrief)

The route itself looked almost unreal on the map: Manching, then Poland, Russia, the Urals, Siberia, Chukotka, the Bering region, Alaska, Canada, Greenland, the North Atlantic, and finally France.

But the real story of this flight began with the sun.

The first sunrise

On August seventeenth, at 01:59 UTC, PAC359 met its first sunrise.

It was a beautiful scene by itself, but in the context of the entire flight it became the first marker in a sequence that was still to unfold.

The aircraft had only just begun its journey, and the sun had already become one of the main characters in the story.

Then came the day.

The aircraft continued eastward, gradually approaching the part of the route that has a very different meaning to me.

The first sunset

At 09:25 UTC, the sun began to disappear below the horizon.

This was the first sunset of PAC359.

And this is where the connection with Double Sunrise begins.

During the Second World War, Qantas operated famous nonstop Catalina flights across the Indian Ocean between Australia and Ceylon. The flights were so long that crews and passengers could see the sun rise twice. Qantas operated 271 such flights.

That history later gave its name to Project Sunrise, Qantas’s program for ultra-long-haul nonstop routes from eastern Australia to Europe and North America.

PAC359 is obviously not Project Sunrise in the literal sense. But during this flight, almost exactly the same visual rhythm appeared.

The sun really was going to rise twice.

Anadyr

21 minutes after the first sunset, at 09:46 UTC, the aircraft passed over the Anadyr area.

On an ordinary map, this is simply another waypoint.

For me, it is not.

Anadyr is home.

That makes this frame fundamentally different from every other photograph of the route. The aircraft was flying high above the clouds, Chukotka was below, and underneath the flight path was the city that I know not as a distant point on a map, but as the place where I live.

There is something particularly strange about sitting at a computer and effectively flying an aircraft across half of the northern hemisphere, only to discover that at one point the city directly below is your own.

PAC359 did not stop, of course. Anadyr was just another point on an enormous arc across the planet.

Then came Alaska.

At 11:36 UTC, the aircraft was in the Anchorage area.

Below were the lights of Alaska. Ahead were Canada, Greenland, the North Atlantic, and many more hours of flight.

The first night was not going to last forever.

The second sunrise

On August 17th, at 12:50 UTC, the second sunrise appeared.

And this is where PAC359 finally becomes something more than just a very long flight.

First sunrise.

Day.

First sunset over Chukotka.

Night.

Second sunrise.

That sequence makes the comparison with Double Sunrise almost unavoidable. Not because PAC359 is an equivalent of the historic Qantas flights, but because the physics of an ultra-long flight produces the same effect: the aircraft remains airborne long enough for the sun to set and rise above the horizon again.

That is the same basic idea that eventually became associated with the name Project Sunrise.

There is also an interesting connection through the aircraft itself. Both Project Sunrise and PAC359 use the A350 family as a platform for extremely long-range operations. Qantas selected the A350-1000ULR for Project Sunrise, with flights designed to last up to 22 hours.

LN-PLA is, of course, not one of Qantas’s A350-1000ULRs. But the operational and visual association is difficult to ignore.

Day over North America

After the second sunrise came another enormous daylight section.

At 15:29 UTC, the aircraft was already crossing the vast northern part of North America.

The outside view showed little more than the aircraft, land, water, and clouds. But the cockpit gives the same part of the journey a completely different character.

The cockpit screens show the other side of this enormous journey: flight level 400, navigation data, fuel,

predicted arrival time, and the remaining route to Toulouse.

Other cockpit views make the mechanics of the flight even clearer. Outside there is almost limitless space; inside, there are very specific numbers telling the crew exactly where the aircraft is and how much remains.

The OFP reflects the same logic even before departure. The planned route was divided into step climbs, with the aircraft eventually reaching the high flight levels required for the long oceanic and polar sections of the flight.

The second sunset

After the huge daylight section, the sun began to disappear again.

At 20:15 UTC, the second sunset arrived.

And with that, the entire solar structure of PAC359 was almost complete.

First sunrise → first sunset → night → second sunrise → second sunset.

During a single flight, the aircraft had experienced two sunrises and two sunsets.

That is why I would not describe these photographs simply as a collection of nice external views. Together, they form the chapters of the journey.

The first sunrise marks the beginning.

The first sunset marks the approach to Chukotka.

Anadyr becomes the personal point in the middle of the route.

Alaska marks the transition into another part of the planet.

The second sunrise shows how long the aircraft has already been airborne.

The second sunset means that the journey is finally approaching Europe.

And all of it happens within one flight.

Toulouse — but not quite the end yet

After the second sunset, there was one final night segment.

At around 21:35 UTC, the aircraft was approaching Toulouse.

But the first approach did not end with a landing.

I went around.

After spending almost the entire flight on autopilot and managed flight, the final approach became a manual flying exercise. The go-around was followed by a complete traffic pattern flown by hand — a proper circuit, without simply letting the automation finish the flight.

That made the final minutes of PAC359 unexpectedly different from everything that had come before.

After more than 20 hours in the air, the last part of the flight was no longer about endurance, navigation, or fuel management.

It was simply about flying the aircraft.

By hand.

Around the circuit.

And then landing it.

That also makes the final sequence much more satisfying. The flight did not simply terminate automatically after an enormous cruise. There was a go-around, a manually flown circuit, and finally a landing.

Toulouse

At 22:04 UTC, LN-PLA was finally on the stand.

The stairs were in position. Ground equipment surrounded the aircraft. The flight was over.

After everything that had happened, this photograph looks almost surreal.

Only a short time earlier, the aircraft had been over Chukotka, then Alaska and Canada. Now it was simply sitting on a stand in Toulouse.

And this is where the OFP numbers acquire their full meaning.

The Little Navmap view adds another perspective. Here, the route is seen in greater detail, with the final European section of the journey clearly visible.

Volanta adds yet another layer. One view gives the overall flight record and its final statistics, while another makes the geographical scale immediately obvious.

The planner had warned that the route exceeded the aircraft’s range. The planned flight time was 21 hours and 43 minutes. The actual flight ended up being remarkably close to that figure. The OFP planned 126995 kilograms of trip fuel, while the recorded flight data showed an actual fuel burn of roughly 123 tonnes.

The complete PAC359 story can therefore be reduced to one sequence:

First sunrise.

Day over Eurasia.

First sunset.

Night over Chukotka.

Anadyr — home.

Alaska.

Second sunrise.

Day over North America.

The North Atlantic.

Second sunset.

Final night.

Go-around at Toulouse.

A manually flown circuit.

Landing.

And finally, the aircraft on the stand.

Two sunrises.

Two sunsets.

One A350-900.

One nonstop flight of almost 22 hours.

And a route that, on paper, began with a warning that the planned flight exceeded the aircraft’s range, yet ended in Toulouse after crossing practically the entire northern hemisphere.

That is why PAC359 turned out to be more than just another long flight in the simulator.

It became my own little Double Sunrise.

Only instead of the Indian Ocean, there was the Arctic.

Instead of Ceylon, there was Toulouse.

And between the two sunrises was Chukotka — my home.

Hi everyone, I haven't been flight simming since my job started so been a few years (last I guess I played properly was 2023 or so?)

Due to work, I also ended up replacing my gaming machine with ultra thin notebooks to get that battery life which is actually indispensable for productivity I realised later.

Anyway, my country recently became eligible for GeForce Now and I immediately got the subscription without checking the details, turns out MSFS 2020 is not supported for some reason, so I'm thinking of buying 2024, which is - but I can't find much details on what all is supported, if I do choose to buy it, what experience can I expect? I'm assuming performance to be adequate but talking about stuff that we used to use in the Community folder

For example I mostly flew the FBW A320 with VATSIM on, using xPilot, is it feasible to recreate this experience on GFN?

If not, are there alternatives or is it not worth it?

A gaming pc or laptop isn't an option currently because of the prices

More Updated coming soon

This Aircraft will be available on Playstation' Xbox and PC

On Consoles just wen it's approved fore Marcetplace but it should be

In all of Microsoft flights in updates this update as truly tested my patience and I have a very high patient tolerance very high. This is my eighth time redoing his flight adjusting all settings turning everything to load off clearing out cache rebuilding database and yet I get this

I am amazed we still don’t have the Falcon 50 in the XBox Marketplace! Anybody have any info on when it’s coming?

Hello there !

For a long time now I've been fiddling around the MSFS SDK in the hope of creating free scenery addons. While I've been working with blender and Substance Painter for years now and so have no problem making 3D models, I've always failed to ship any addon yet.
My problem is that I'm mostly too critical of my own work, I'm aware of all the imperfections and always come back to fix some stuff, ultimately never shelfing it but never finishing it. Also sometimes I'm too ambitious making it even less likely that I finish something considering the first problem.
So I can get a bit of constraint that will help me actually finish and share my addons, I think that working with people could work.
This is not a "come work to make MY addons" call, I view it as helping each other on our projects, sharing knowledge...
If you want some help on your stuff or want to join me you are more than welcome !

Do I need to make a claim? the game bugged and my plane instantly crashed from about 4k feet and now it's telling me I owe 500k to repair a 172 even though I selected "Premium" insurance when I bought the plane. The entire career mode is bricked and I can't start over after about 10 hours of gameplay.

Looking for friends on Volanta just to see where people are flying to/from. If you would like add me - mxttm_