Some interesting facts i learned

This is a short one today but here are a few interesting facts i learned while on the IFC.

#1. Even though on the ground the max taxi speed is 35kts airliners usually only taxi at a speed of 25kts (ground speed).
#2. Alot of people have an issue with the SR22 where after they rotate at rotate speed they have trouble gaining speed and climbing even at light weight. You can do one of two things Long Run or Ground Affect. Long run is where (if you have a long enough runway) stay on the runway till after rotation speed then rotate and you should be able to climb better. And finally Ground Affect. After rotating hold your altitude about 2-10ft above the runway until you have gained alot of speed to then continue to climb. Irl pilots do this all the time especially on short feild takeoffs.
#3. Another one about speed. Even though the speed restriction below 10,000ft is 260kts on IF its 250kts IRL and irl they usually dont go past 225kts under 10,000ft unless its a heavier aircraft.
#4. Another on about the troublesome ol’ Sr22. Probs one of the most complained about bugs in IF is the Sr22 spinning out when exessive rudder is used. The solution is simple. in the settings turn down on the slider the sensitivity of the rudder then when your in the air go and turn it back up. This isnt foolproof so still dont go places with strong crosswinds in the Sr22.
#5. Dont trust crosswind limits. With crosswind limits everything is relative to pilot skill. If its a direct crosswind at sea level and its at the limit of the aircraft im probs not gonna land. Id say take about 20% from the crosswind limit and make that your limit since the crosswind limits are just how much the aircraft can possibly land in (ive never sucessfully landed a C172 in a 15kt crosswind). It also depends on how much turbulence there is because that can kinda throw you off course. Since air gets thinner the higher you get you can subtract the percentage less of air from the crosswind. So lets say i had a 100kt crosswind at FL180 my plane would essentially act like i had a 50KT crosswind since theres half the air at FL180 than at sea lvl. Heres a site you can use to find oxygen differences [

air pressure | altitude.org

https://www.altitude.org › air-pressure
](https://www.altitude.org/air-pressure)

#5 The final one. When you are flying GA planes in IF using the mixture doesn’t really affect the engine unless you decrease your throttle or decrease the mixture too much and then your engine dies. Now if your on a really long flight you can use this to your advantage and possibly double your range. This is because you can take your mixture down to about 50% before the engine starts quiting, suprisingly reducing your mixture reduces your fuel flow so now you have 50% fuel flow but 100% power so you can save a hell-a-ton of fuel.

thanks for reading and happy flying- stormy.

ps click on the bottom most link.

Which fact was the most helpful to you?

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lol. id love to know.

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^ @StormyAviation

Good thread! Glad you leaned something!

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Thanks boss lol.

Neat topic!

I can tell you my 80,000lb jet and just about every other airliner rockets out at 250kts. If they don’t ATC will often get on them to pick their speed up as it helps get aircraft out and away from the airport as fast as possible. Its probably worth noting that some departures (SIDs) have speed restrictions on them just as you would find with an arrival (STARs). In IF we cannot see speed restrictions on procedures though it would be cool to see some day.

But given that the majority of your topic is dealing with GA, I wasn’t sure which group you were referring to. So I just wanted to throw that bit of a correction in there.


Just remember crosswinds are demonstrated. Not necessarily a full on limit. The 172 for example has a demonstrated crosswind component of either 15kts or 17kts. I can’t recall at the moment. But the highest I personally have landed one was in a 22kt crosswind and it handled just fine. Generally the prescribed numbers are what conditions were when the test pilots conducted these tests.

Even in IF when I’m testing out new aircraft, I research what their demonstrated crosswind components are and try to see how high I can take the winds before I can no longer maintain directional control. Something worth playing around with. Pretty fun stuff. 🙂

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Thanks for the feedback. I also enjoy experimenting with different things on IF

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