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Now that you've downloaded and installed the app, it's time to create an account. You'll need a Microsoft Account (MSA) to sign into AltspaceVR, so set up an MSA if you don't have one. Not only does this give you access to powerful features and functionality, but MSA integration also ensures unparalleled account security.

If you have a Hotmail or Outlook account, you already have an MSA. Feel free to use it, so long as it's a personal account and not associated with Work or School. Otherwise, you can sign up for an MSA using your email address of choice, or you can create a new Hotmail or Outlook account.

If you'd like to see another user's Nametag, select their avatar with your cursor/trigger, and it will display above their head. Here's a quick rundown of the tag's buttons and functions:

Everyone deserves a place to be themselves, free from bullying, hatred, and harassment. And since every avatar represents a living, breathing human with real feelings and emotions, we are committed to creating an environment guided by the values we hold dear: kindness, inclusivity, compassion, and respect.

If someone manages to steal your product key, piracy is prevented by fraud detection; our servers will see your key being used in a pattern that looks like multiple people (e.g. your key used from two continents at the same time) and it will be locked. Downloading the product repeatedly may appear to be piracy and may also cause your key to be locked. You can contact X-Plane customer support if you experience problems with your digital download product key.

Perhaps the easiest place to find new aircraft is on X-Plane.org. X-Plane.org has models for sale (some of which are very, very good) as well as free models. Other noted sources of high-quality, payware aircraft are the folks at X-Aviation.

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.

To modify the order of scenery packs, open the scenery_packs.ini file with a text editor of your choice, and simply move the scenery pack line to a different location in the list (i.e., higher for those packs you most want to see and lower for those it is less important to see). Additionally, the XAddonManager utility may be helpful for managing a large amount of custom scenery or downloaded objects.

Or you can simply add up to six cloud and/or wind layers (3 each) by clicking on their respective buttons. Note that each layer you add will be placed above any existing layers of the same type, so it will be most efficient to design your weather from the bottom up.

Cloud layers can be set to cirrus, various amounts of cumulus, and stratus. You can adjust the heights of the clouds by using the sliders, or typing in the boxes for the most precision. These heights are measured in feet above mean sea level (MSL).

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.

Your movie file can be played back on virtually any computer. If the appropriate software is not installed on the computer you want to play the file on, you can get a free cross-platform multimedia player from the VideoLAN Organization.

If you prefer to see the text file all at once (rather than line-by-line as in the checklist view), you can select Open Text File from the File menu and then load a file in the manner discussed above.

The VFR Sectional map is designed for use under visual flight rules. The IFR Low Enroute map is used as a low altitude Instrument Flight Rules navigation chart by piston (propeller) aircraft pilots. The IFR High Enroute map is essentially the same as the IFR Low Enroute view, but it displays the medium and high level airways instead of low level ones. It only shows the information of interest to pilots flying above 18,000 feet and making use of victor airways that are much longer, based on larger VORs with longer ranges.

Additionally, the glide slope indicator will begin to move. This line functions like the vertical one: If its needles are above the center of the instrument then the craft needs to fly up to get back on track, and if they are below the center of the instrument, it needs to fly down to intercept the glide slope. However, the glide slope is (in most cases) a downward slope at three degrees, so you should never need to climb to intercept it, just adjust the rate of descent. The horizontal line is above us when we start the approach, since we started 10 nm out from the runway. Continue flying the same altitude, and the line will slowly come down to the center, and from there you should control the descent to keep it there. The goal is to keep the vertical line centered to stay on the localizer, and the horizontal line centered to stay on the glide slope.

Follow the guidance of the localizer and glide slope until the craft reaches an altitude of about 300 feet above the runway. At this point, if everything was done correctly, the runway will be right in front of the aircraft. If the landing itself was managed properly, the aircraft will be at its stalling speed plus 30% with the gear and flaps down as it comes in for a landing. In the Cessna, this is about 65 knots.

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.

The key thing to realize is that the vertical speed, flight level change, and heading modes are all modes that command the plane the moment they are engaged. Altitude, glide slope, and localizer, on the other hand, are all armed (in standby) until one of the modes above intercepts the altitude, glide slope, localizer, or GPS course.

An exception to the above rule is altitude. If you hit the altitude button, the autopilot will be set to the current altitude. This is not the way a smart pilot flies, though. A smart pilot with a good airplane, a good autopilot, and good planning will dial in the assigned altitude long before he or she gets there (including the initial altitude before take off) and then use vertical speed, flight level change, or even pitch sync to reach that altitude.

These are the options that are most difficult to figure out, partially because the right frequencies and HSI mode must be selected to use them, and partially because they will do nothing until they capture the approach path they are looking for. For that to happen, some other mode (any of the ones discussed above) must be engaged to do that.

If you come in above the glide slope, cross the localizer at a wide angle, or intercept the localizer too close to the airport, the autopilot will not be able to maneuver the airplane for landing (again, just as in a real plane).

Once you master hovering in place, push the nose down to tilt the rotor forwards. The lift from the rotor acting above the center of gravity of the aircraft will lower the nose of the helicopter, and the forward component of lift from the rotor will drag the craft forward as it flies along.

The towplane, once in flight, will take the glider as high as you like. Pressing the space bar will release the line between the aircraft, allowing you to soar freely. While being carried up to altitude, though, you must keep your glider in formation behind the towplane.

A glider pilot must watch the wind and the slope of the terrain carefully to hold inside the upward-moving currents of air, using the lift of the air flowing up the mountain slope to hold the craft aloft. With a good 25-knot wind set in the simulator, you can get a nice, free elevator ride to 10,000 feet when flying along the windward side of a nice, steep mountain. This is called ridge lift.

Now, sometimes people sit on the ground and see the horizon does not line up, so they enter vertical offsets on some of the display machines only in order to get the horizons to line up. They quickly become confused when everything breaks down as they pitch and especially roll. If vertical offsets are used, they must be used on all networked machines in your simulator, unless you have one monitor physically above another. If some but not all of your computers have vertical offsets, things start getting messed up. What often happens is that a user will fly with a cockpit in the center screen, which shifts the center of that screen as far as scenery is concerned to be around 75% of the way up the monitor; this is done in order to leave room for the instruments. The external visuals, on the other hand, have screen centers in the center of the monitor, since they do not have to reserve space for the instrument panel. In this case, you need to do the following:

Go to the Settings and click Joystick. In that dialog box, select the Axis tab. Click the button labeled Calibrate. Follow the directions to calibrate the controls. Go back to the cockpit and check to see if the data output (which should still be on the screen from the pre-test in the above instructions) is around 0.000 when the controls are centered. If it is, then the hardware works fine and the center point was set successfully.

If you have to contact Laminar Research customer support, we will only require the last eight digits of your digital download product key; you do not need to send your full digital download product key to anyone, including Laminar Research. 2b1af7f3a8