Roadmap

The manager now sets a line's price exactly where the line earns the most per day, counting all of its departures rather than its weakest hour. Crews and travel money go first to the aircraft that earn the most, and he will not pay for a trip the seat cannot pay back within three days. Trips that pay for themselves no longer run into the daily travel limit.

World news now carries notes from the Air Virtua team announcing what is new in the game. A note sits on its own card above the front page, signed “From the team”, so it cannot be mistaken for a world event, and for its first day it stays at the top of the latest issue. Every note has its own page with the full text.

For aircraft SimBrief does not have (the Boeing 777-300, the A319neo, the A350-900ULR and others), the plan now gets empty, landing and zero-fuel weights and fuel capacity from the aircraft catalogue along with the takeoff weight, so fuel and payload are worked out for your aircraft rather than a neighbouring SimBrief profile.

The "Needs attention" block is back on the airline home page: maintenance checks, idle aircraft, departures without a pilot, missed slots, money, join requests, staff leaving and Ops Center events, one line per matter, urgent first. Every line leads to where the matter is fixed: a maintenance check opens that check's order on the aircraft card, an aircraft idle for lack of network opens its lines window, a departure without a pilot opens the assignment for it right on the home page. A pilot sees the departures without a pilot they can take. Management got the "Log" tab back in the home page history.

VATSIM network events for the week ahead in a Community tab — together with VATRUS online evenings and exams from vatrus.info, a line on your dashboard and a flight to the event in a couple of taps: the flight board opens with arrival at the event airport.

A flight to or from a VATSIM event in a couple of taps: your airline’s aircraft or your own is positioned for free and returned after the report. Landing at the event on VATSIM with ATC earns ×1.5 XP — on any flight, once per event.

On a zoomed-out map, fleet aircraft standing on the ground fold into a count under the airport code: how many are taxiing out and how many have landed. When only a few aircraft are on screen, they show their flight numbers, and the labels do not overlap.

The Live map has an ATC layer: which VATSIM areas, combined areas and approaches are staffed right now, position letters at airports and ATIS. Tapping a zone lists its stations with their frequencies and time on position.

ATC zones and positions on the Live map are coloured by level of control, as on VATSIM maps: areas, combined areas and approaches each in their own colour, and the D G T A letters at airports as coloured tiles. Hovering a letter shows a card for that position, and aircraft stand in tiers: yours and live pilots in front, VATSIM traffic in the background.

Link VATSIM and your profile shows your pilot rating and pilot hours online, next to your Air Virtua flights on the network: how many, what share and how many hours. Other pilots see the same on your page once at least one of your flights was flown online.

The airport page and the flight briefing show which network controllers are on position right now and who covers the airport from above, with radio names and frequencies, next to the live ATIS the briefing picks the runway from. VATRUS stations carry the radio names used on frequency: “Sheremetyevo-Tower”, “Moscow-Control”.

The booking briefing shows which VATSIM ATC positions will be on your route as you fly through: online now, booked in VATSIM ATC Bookings, or how it usually is at this hour. Times come from the SimBrief plan or from your “Planned departure” on the booking, which also goes into the SimBrief plan.

The Live map has a VATSIM layer: network pilots in the air worldwide, with Air Virtua players marked by a badge. Tapping an arrow shows the callsign, route and server, and for signed-in users the pilot’s name, rating and hours on the network. The selected pilot’s flown path and the plan ahead are drawn on the map.

Roads, built-up areas, regional borders and labels and small towns are gone from the base map, and country and city names are shown in one language. Aircraft stand out and grow as you zoom in: over an airport you see a large silhouette instead of a small icon.

The landing charts show the yoke or sidestick and the pedals: a solid line for what the pilot put in, a dashed one for where the control surfaces went. “Touchdown second by second” tells you whether you pushed the nose down yourself or it dropped on its own, and what the trim was; the top view shows how you worked the crosswind, with the path near touchdown taken from the touchdown recording rather than once-a-second track points. Tracker 1.29 and newer records this (1.29.1 for ToLiss in X-Plane); flights flown earlier stay without these traces. If an aircraft does not report its stick position, tracker 1.30 takes it from your joystick, yoke or pedals, working out during the flight which axis does what; if that does not work either (keyboard, mouse), the debrief says so, “not in the recording”, instead of drawing the stick in neutral.

Buying, leasing, buying out and insuring aircraft are priced four times higher than before: an aircraft used to cost twenty times less than the real one, a lease recovered its initial payment in a couple of days and a purchase paid for itself within weeks. Existing leases pay at the aircraft price on their signing day: the new price applies to new contracts only. The rate recalculation made on the first day has been cancelled and the overpayment for 2 October refunded. On 3 October the starting capital of a new airline followed the prices up — from ₽250 million to ₽1 billion — so a new airline can again start with about as many aircraft as before the increase. The base of the multiplier on a large leased fleet stays at 30 contracts: it was raised to 60 for the rate recalculation and returned together with its cancellation. The credit limit now values owned aircraft at their collateral value — the same valuation the bank uses when it sells an aircraft for debt: the market price, but no more than what has been put into the aircraft. A fleet bought at the old prices does not grow in value as collateral along with the catalogue.

The plan now gets your cabin's seat count and the booked cargo, so SimBrief no longer cuts passengers down to its typical cabin. The Superjet, Tu-204, Yak-40, L-410 and five more types now open with a profile, and aircraft SimBrief does not have (the Boeing 777-300, the A319neo) are planned on the closest profile with the real type code and that type's takeoff weight.

The whole site got a new look. Section tabs moved under the page title, and the world event ticker moved into the top bar. The airline home page was built around your role in it: pilot, dispatcher or management, with income and expenses by day for management. Figures and rows on the home page lead to the details: the balance opens the report, “3 in maintenance” the fleet filtered to those aircraft, “Delays” the departure board filtered to delayed flights, a flight its debrief; anything that leads on is marked with a › chevron. The pilot dashboard, fleet, flight board and flight debrief were rebuilt, and the dark theme gained three depths. The day it opened to everyone also brought a new home page for guests, the Glass theme for every player, and track and leg maps that follow the dark theme.

The fleet no longer sends more freighters to a pair than its cargo can feed. Before, it saw how busy a pair was with a one-day delay and could send five aircraft where there was cargo for two, and all of them flew nearly empty.

If an aircraft has spent a day where every flight loses money, the fleet moves it once, at the smallest loss, to an airport with profitable work onward. Before, such aircraft stood until the owner opened a new route.

The lease block now has a search by registration and type and a row of type chips with counts. Contracts can be ticked, including all visible ones at once, and bought out with one button: the total shows at the bottom of the screen, and the confirmation window sums the selection by type and tells you in advance how many aircraft the account can cover. Anything not bought out stays selected for another try. The ban on buying out an aircraft in flight or on a ferry is gone too: a buyout only changes the owner, and the aircraft finishes its flight as usual.

The fleet no longer shuttles an aircraft empty between two airports where flights lose money anyway. It positions only to where a flight will pay back the leg, and among such airports it picks not the nearest but the one that leaves the most money after the leg.

You decide what managers do with crews on their own — seating, releasing, travel, how much to spend on it and how long to leave your seating alone; an aircraft marked «manual crew» they do not touch at all.

If the fleet flew empty on more than 15% of its flights in a day, the owner gets a notification: how many legs, what they cost and where the aircraft left empty from.

Jet fuel got more expensive, and the market responded: tickets, cargo and charter hire now carry a surcharge based on the fuel price at the departure airport, growing with the length of the leg. A fuel-efficient aircraft gains from it, a thirsty one does not.

The Medellin Agro Logistics order pays several times the usual rate, but after landing the cargo may be seized, the aircraft impounded and your company written up in the world news.

The tracker now installs with a setup program, no administrator rights needed: a Start menu shortcut, an entry in Settings → Apps and a proper uninstall. It removes autostart and the exe.xml entry and, if you choose, the Community module and your settings. The tracker still updates itself, and the ZIP is still there if you prefer not to install.

Each aircraft on the map is drawn as the silhouette of its type — airliner, business jet, turboprop, biplane, helicopter, some thirty in all — and sized by type: an A380 is clearly bigger than a Cessna.

On the flight page, a top view of the last kilometre and the rollout: runway pointing up, the aircraft at its true angle, the nose-to-centreline angle alongside. It shows how far off the centreline you touched down, how you held the crosswind and how many seconds it took to straighten the nose. The centreline comes from the real runway ends and the card works with any tracker version.

A message can carry a file, not just a screenshot: a PDF briefing, a ZIP of logs, JSON, TXT, CSV or LOG up to 5 MB. In the thread the file is a row with its name, size and a Download button.

A forum post, a suggestion and a comment can carry up to six attachments: screenshots are compressed right in the browser, files — PDF, ZIP, JSON, TXT, CSV or LOG — are sent as is. Images show as thumbnails, files download with one button.

Next to “Live map”, a green tag shows how many live pilots are flying right now — exactly as many as their dots on the map. Nobody up — no tag.

Your profile will list every browser where your account is open: the system, the address, when it signed in and when it was last active. Forgot to sign out on a club computer or lost your phone? End that session with one button, and it loses access at once rather than a day later. The sign-in key is also no longer stored where a stray script on the page could carry it off.

A board of the prices the game charges: jet fuel in Russia and in other countries, the subsidised price for old domestic types, and the Bank of Russia dollar rate. Next to it is the history over a month, a quarter and a year — when and by how much the price changed, and how the market moved alongside.

Fuel from Russia follows the Russian exchange index; everywhere else it follows the world price, updated daily. Where you base your fleet becomes a question of money.

Support is first in your chat list: a question, a complaint or an email that never arrived goes to all administrators at once, and the reply comes right there and in your notifications. You can write even without a confirmed email or while muted, and every “contact support” on the site opens this chat.

A new section in Community where pilots show where they fly from. Everyone has one cockpit: up to 12 photos, a passport with the sims, platform, computer, view and hardware, the story of the build, and the bottom line of the passport shows hours and flights from the tracker. Rating is applause, no stars and no minuses, and the cockpit of the week stands above the feed. Under a cockpit there are comments with replies, and the owner learns about questions from the notifications. It can be viewed without an account, a guest sees the callsign instead of the name. The server strips the geotag from photos, and reports are reviewed by a moderator.

Each airport page shows a picture of the airport: a photo from Wikimedia Commons with the author and licence, and where no photo exists, a satellite frame with a scale bar. The picture opens full screen, and a wrong one can be flagged with “Wrong photo?” for a moderator to replace.

The third stabilized-approach criterion next to configuration and speed: below 1,000 ft above the aerodrome, no steeper than 1,000 fpm. The server judges it from the flight recording, so it works on any tracker version, and “Why this” shows how many seconds, from what height and the peak.

We checked the scoring against ICAO and FAA rules. Below 10,000 ft on the altimeter there is now one rule for both the climb and the descent: up to 260 knots, the 250 limit plus a margin for the needle. The climb used to be checked only up to 3,000 ft above ground, and the descent allowed 280. Heavy aircraft (B777, B747, A380, An-124) get up to 290: FAA rules let them fly faster when slower is unsafe at their weight. Works from tracker 1.24.0.

In “Why this” for the landing there is a touchdown chart in the spirit of landing-stats: touchdown at zero, tabs for descent, load factor, nose and speed, lanes on a shared axis and every lane’s value under your finger. On the flight page, a “How the aircraft came down” card: the last 12 NM from the side, as if the line was drawn by hand on squared paper, with a 3° glide path and notes in plain words.

For a week after landing the album sits in the debrief right under the headline numbers instead of at the very bottom, and in Recent flights and the logbook a fresh flight without shots now carries a “+ photo” badge that leads straight to the album. The route in those tables is now a link to the debrief, on phones too.

A second flight-of-the-day deck: the most beautiful places, routes and approaches on the planet, up to two hours and always with an ILS or GLS approach at the arrival airport. It comes up every day next to the CIS flight, and you can fly both: each has its own reward.

Anyone who supported Air Virtua and linked the donation to their account with the code from the Support page gets a badge — wings with a heart next to their callsign: on the profile, in rankings, crew lists and the forum. If that pilot leads an airline, the airline carries it too. No amounts anywhere: the badge thanks you for taking part, it does not measure the donation.

The sim crashed mid-flight and you reloaded it at the departure gate: now one button starts the flight from zero, right while it is recording. The track is deleted, the time, fuel and violations reset, the booking stays yours, and a new recording starts by itself once the aircraft moves. Before, the tracker carried on with the old recording, and getting a clean slate took two buttons in a row that nothing explained.

Closed the tracker without filing? On the next launch the tracker shows the flight and offers to file it straight away (if the landing is recorded), continue the recording, or discard it. Before, there was no way to file such a flight, and starting the same booking again wiped the track. The track also survives when the tracker or sim closed mid-flight and the server had already closed the silent session: after a restart the recording picks up where it left off. A flight starts from scratch only with the “Fly again” button.

If the tracker did not behave as expected, its journals travel to us on their own: no more hunting for the folder, picking the right file out of a dozen and uploading it to a file host. The tracker packs the recordings of your latest flights together with your description of what happened and hands you a short reference number — quote it in your forum topic and we will find the files by it.

The Yak-40 and Yak-42 were priced like new Western aircraft, and there was no reason to buy them: the 32-seat Yak-40 took ten times longer to pay for itself than an An-24 that carries fifty. Prices have been recalculated with the economy model and moved to roubles — both Yaks now sit in the same band as the Tu-134, Tu-154M and An-24. The line gains the cargo-convertible Yak-40K (3.2 tonnes and a large side door, for short and unpaved strips) and the four-seat Yak-18T trainer. Flights on a Yak are also finally checked against the booked type: the Yakovlev families were missing from that check entirely, even though the aircraft had been on sale from day one.

Every aircraft in the fleet can carry your own photograph — a screenshot from the simulator in the company livery. It replaces the stock photo of the type in the fleet list and in the aircraft record, so two identical A320s at different companies stop looking like the same machine. The photo is set by the airline management (and by the owner of a personal aircraft), replaced by uploading over it, and removed in one click — the stock photo of the type comes back.

The tracker did not pick your flight up by itself — the flight is no longer lost. On the “Flights” tab every flyable booking now carries a button: it arms the tracker with that booking without asking where the aircraft is parked, and recording begins at once. The button only appears while the tracker is connected and recording nothing. It is a safety net rather than the normal route: flights are still found on their own, but a miss now costs a minute on the stand instead of the whole flight.

The altitude in the window and in two rule thresholds — 10,500 feet for the landing lights and 10,000 for the speed limit — is now barometric, exactly what your altimeter reads. It used to be the true altitude, which differs from the instrument by 400–500 feet, so the threshold arrived somewhere other than where you flew it. Lights are now read two independent ways instead of one, too: payware aircraft in X-Plane often drive their own lighting, and the tracker simply did not see the lights you had switched on.

Airlines flying as one carrier come together in a group: a shared page, a roster, shared demand on shared routes, their own flight number blocks and a single row in the leaderboards — branches no longer take passengers from each other, and a pilot flies a sister branch's lines as their own. Different brands form an alliance and sell each other's flights under their own numbers, and how well the partner is known at the airports brings new passengers onto such a flight.

An accident report can now be answered with “Sad” or “In memory”, a pilot’s photo story with “Like”. You get one response per story and a second press withdraws it, while the number beside the symbol is visible to every reader, signed in or not. Records and newly opened routes carry no buttons: the newspaper stays a newspaper rather than an activity feed.

The aircraft is there and the work is not — a young airline has no lines of its own for an An-124 or an A380. Now the matcher lets you pick a type from your fleet and finds a flight in the directory of real routes: the ones this type actually flies in life. The aircraft is positioned free of charge and returns to its stand after the report. The route is drawn at random and pays a share of the revenue while the company covers all of the costs — a way to take an aircraft out of idleness, not a replacement for your own network. One charter per day. The draw can be narrowed to a single carrier — pick the airline next to the aircraft type — and the card shows its logo beside the badges.

The daily flight used to avoid repeating only the route itself, so a city could come back on a different route a couple of days later — Norilsk came up five times in September. Now neither the departure nor the arrival city returns for two weeks, and cities served by many routes, like Moscow, come up no more often than the rest.

Pick a real airline, an aircraft type and a flight length, and get a week of its actual flights with real numbers. Fly them in order as free flights: XP for every credited flight, a bonus and a badge for a closed week. It doesn't touch your airline's money or fleet.

If an aircraft works out of your base, its crew transfers there on its own, and you can allow any transfer at all. No more answering every request.

The more your fleet is worth and the more of it is leased, the more each extra aircraft costs: growth is not forbidden, but past a certain size it stops paying. Phased in over four weeks. The finance forecast tells you what to do — which leased aircraft to return, which leases to buy out and whether to keep growing — and what each step is worth in roubles.

Started the tracker already airborne and missed the “is this a booked flight?” question — the recording is no longer lost. The report form finds it and offers to file the flight from the track, with the full score. If the report was already filed by hand, its page shows an “Attach tracker recording” button: the breakdown is rescored and your hours are not counted twice.

Cargo demand used to grow with the tonnage the freighters themselves carried: the more of them joined a route, the more cargo “appeared”, so there was hardly ever anything to share. From 16 September a route’s tonnage stops following hold capacity — gradually, over two weeks. Where a pair has more hold space than cargo, freighters and airliner bellies alike will carry less; the rate per tonne is unchanged.

The longer an aircraft flies without a D-check, the more hidden damage builds up inside: primary structure corrosion, skin fatigue, wiring, wing tank sealant. Each finding adds 0.5% to the fuel cost of every flight, and only a D-check clears them. The list and the hours left to the next finding are on the aircraft page, the surcharge is its own line in the flight breakdown.

The aircraft used to be checked only at booking. Now the tracker asks again when it starts recording the flight, and a contract retry asks when it creates the new booking. If a maintenance check ran out of interval in the meantime, the refusal names it. A recording already in progress is never cut off: an aircraft in the air flies on.

Landing gear inspection, avionics check, post-storage inspection and unscheduled work had no resource of their own: they restored nothing, yet cost as much as a check. They are no longer offered. Defects are cleared by line maintenance, defect repair and any scheduled check.

The “Where to?” block answers the question people open the dashboard with. It matches a pair — aircraft and flight: first the airline aircraft that are free and where they are parked, then the flights leaving from exactly those airports, so there is never a ferry leg. The pool holds scheduled lines, signed contracts nobody is flying, the flight of the day and the daily challenge; VFR missions are switched on separately and play by their own rules. Alongside the offer you see how much was searched and what the filters cut, and when nothing is found — one reason and one action, matched to what your role can actually do. Passengers and load are still revealed at booking, not before.

On the “Flights” screen a booking is no longer a single line: you see how many passengers or how much cargo you carry and at what load, the great-circle distance and roughly how long it takes, which aircraft is assigned and where it is parked right now, plus the callsign for the radio. Freight flights and bad-weather flights are marked separately. There is no scheduled departure time here and there will not be one — a booking simply does not have it, so the time en route is shown as an estimate.

The top bar carries a board of the world: departures and landings from everywhere run one after another, with newspaper headlines in a different typeface between them, and your own urgent matters if you are signed in. The world produces a flight event every eight seconds, and now you can see it without leaving the screen you are on. Configured where the theme and size live; switched off with one click.

Management and the dispatcher write to the pilot straight into the cockpit ACARS company mailbox and see the reply. Before sending, the platform checks whether the aircraft is reachable and names the reason when it is not.

Link your VATSIM account and we check that you were online while you flew: a network flight earns a revenue bonus, an XP multiplier and badges of its own.

Five European legs along the route of the movie backpackers: London — Paris — Amsterdam — the famous wrong train to Bratislava — Berlin — and the finale in Rome, 3,456 km in total. Any narrowbody will do: the longest leg is 1,178 km, and the platform still positions an aircraft for every leg free of charge. Tour legs also gained themed captions: a line under the route telling what makes the place memorable, in both the Russian and the English storefront.

The fastest piston twin ever put into production can now be bought: six seats, a 210-knot cruise, a range of 695 nautical miles. The type had been in the encyclopedia since the original import but was never for sale — and it carried the wrong numbers too: its takeoff weight belonged to the later 700P and its capacity read two seats instead of six. Both are corrected against sources: 2,495 kg, five passenger seats, and a cruise speed measured by owners rather than the brochure maximum. The Aerostar cannot be ordered new — production ended in 1981 — so there is one way in: the used listings and leasing someone else’s airframe. It opens with the MEP class rating, like every other light twin.

Every check in the debrief now has a button: the verdict in one sentence, the scale with your value and the price in points, a flare profile from the flight recording for the landing, and the tracker’s decision log under a disclosure.

Take a flight and eight photos walk you through your passengers, from buying a ticket to waiting at the gate.

Rotorcraft are no longer judged by airplane approach gates, and a helipad becomes a point where an aircraft parks and departs from. A hub still cannot be opened there — a terminal and a warehouse do not fit. Getting into the branch is free: light helicopters are covered by a single class rating from the starter set, so you no longer pay for every type separately. Work into a helipad — a one-off order or a months-long programme — is now offered to helicopters only. The airport charge at such a pad is a quarter of what an aerodrome with a terminal takes: it is worked out from what the catalogue knows the point has, not from its class label. And a rotorcraft leg you fly yourself pays half the cycle — a premium for flying it live, which an airline crew does not get. And the first real aerial work has arrived: a medevac order where you do not merely fly to the pad but hold a hover over it while the casualty is lifted aboard. The circle, the time and the height are stated as numbers on the card BEFORE you sign, repeated on the booking card before departure, and the flight debrief says how much was counted. Only the tracker can confirm such work: a manual report cannot close that order. Fall short and the order is not burnt: it waits until its deadline and can be flown again, while the flight you already made stays paid as an ordinary one.

Following a request in Suggestions, the catalogue now carries Concorde: 100 seats in a single cabin, Mach 2, a range of 3,360 nautical miles. It cannot be ordered new — only the used listings and leasing someone else's airframe. Teaching the model what supersonic flight costs came with it: cruise speed used to only divide fuel burn per kilometre, so an aircraft at Mach 2 came out twice as economical as a 767 of the same weight. Concorde now burns what it actually burned — which means it earns exactly where it earned in real life: the North Atlantic. On legs shorter than five thousand kilometres it loses money, and that is the aircraft itself, not a mispriced one.

Following a request on the forum, the catalogue now carries the cargo Pilatus PC-24, the Cessna 408F SkyCourier and the An-2T — the lightest end of the cargo ladder, which simply did not exist before: everything used to start with the five-tonne An-26B. Two things that made a light freighter impossible to run at a profit were straightened out along the way. The premium for carrying a small load no longer flattens out at eight tonnes and keeps growing below it, exactly as it already does for small passenger aircraft. And removing the seats no longer moves an aircraft into a more expensive fee class: the cargo and passenger versions of the same airframe now pay the same airport charges.

The daily flight deck has been rebuilt from scratch: instead of two-to-three-hour routes it holds 73 new ones between an hour and a half and two hours, and none goes over. Block time is now measured along the airway routing rather than the straight line — that is, along what you will actually fly.

Rank used to be computed from XP alone, and XP does not come from flights only — Operations Room situations, tours, the season and community goals all feed the same counter. That is how a pilot with a single flight could end up a Captain while someone with a dozen stayed a First Officer. Every step now carries a flying minimum as well: flights OR hours, whichever closes first. Ranks already awarded under the old rule stay with the pilot — nobody is demoted. The Career screen shows which of the two lines is holding the next step.

The used market now keeps around five hundred listings instead of a hundred and twenty-eight, and part of the shelf is reserved for freighters: twenty freighter types used to share two or three slots, so a player shopping for a cargo aircraft usually saw none at all. Types missing from the shelf go up first, and so do the ones that are not sold new at all — for them the used market is the only door. A separate "Freighters" filter sits next to the categories: a freighter matches none of the size categories, and until now it had to be spotted by eye.

Aircraft up to forty seats are no longer a guaranteed loss for the fleet. The thin-route premium no longer flattens out: the smaller the aircraft the higher it goes, reaching threefold the mainline rate at nine seats. Airport charges stopped treating a nineteen-seater as an airliner — the tariff class now follows the size of the aircraft rather than its weight alone, and such an aircraft pays half of what it used to per cycle. Both rules look at the whole aircraft: a business jet whose seat count is low only because the seats are wide got neither the premium nor the discount. Nothing at forty seats and above moved by a single ruble.

Attach your own screenshots to a flight debrief and send them to World News in one click. The story writes itself, with an angle the server takes from the facts of the flight. Any story in the paper can be reported: a person reads every report, and nothing disappears from a counter of complaints.

Following a request on the forum, the store now carries the Boeing 727-200F, Boeing 747-400F, DC-9-33F, Embraer E190F and E195F, and the Il-18 freighter. The cargo rate was straightened out along the way: carrying a hundred kilograms more than eight tonnes used to turn a flight from profit into loss, and mid-size freighters earned nothing at all. The rate now changes smoothly, and the cargo ladder no longer breaks between the An-26B and the 737-800BCF.

Notifications are split into “Needs you” and “Digest”, and the red count now covers only the first. Repeats collapse into a single counted row in the Digest, while tasks stay apart: five aircraft grounded for maintenance are five aircraft. Hub managers no longer report their own routine at all — every move already goes into the company log line by line, with the aircraft, the person, the reason and the cost.

Attach a screenshot to a message — with the paperclip, by dragging it in, or with Ctrl+V. The image is compressed right in the browser, so it uploads fast and takes little space.

You can now write to anyone — search by callsign or last name right inside Messages, not only from a profile page. Group chats arrived with a name and a roster, along with deleting a chat or your own message, a chime on incoming mail, and notifications you can pause, switch off by topic or mute in a single chat.

Is the catalogue leg far from where your aircraft stands? It can be positioned to the departure point at once, for money: the price is an ordinary ferry plus a premium for not waiting. It does not fly back — that leg home is yours.

Enrol in a tour and the next leg gets a «Take the flight» button: the aircraft is positioned to the departure airport for free and returns to its previous stand after the report.

A section of its own with a route catalogue: open a route, take a leg, fly the chain of points in order — the condition is judged from your track. Pay is per hour of hand-flying rather than per size of aircraft, so a Cessna earns just as well as a big machine. The route travels into your simulator as a plan file: .PLN for MSFS, .fms for X-Plane.

The game world has a newspaper: hull losses with casualty figures, records of the month and the week, an airport’s first arrival ever, new airlines and newly opened routes. A story earns its page by rank within the day rather than by a fixed threshold, so a quiet day still has a front page and a busy one is not drowned in trivia.

A hired manager can be handed the prices of his hub's lines: once a day he moves each one towards the line's highest profit, up or down, in small steps. The control stays yours: anything you set by hand holds until his next round.

One hard-to-reach airfield every day: Madeira, Lukla, Courchevel, Easter Island. The day carries a level from 1 to 4 and tags for what earned it — short runway, slope, high altitude, wind shear. The level pays a cash bonus and an experience multiplier; the aircraft type is not restricted and nobody measures it against the runway — that is your risk. The card shows the actual and the effective runway length, and recalculates the time in the air for the aircraft you pick. The cabin goes out full, just as on the flight of the day.

An airline is no longer nailed to the airport it was founded in: management can move the headquarters to any base of theirs that is up and running, and with it goes the airline's registered home plus the default place a bought aircraft is delivered to and parked at. Free upkeep stays with the founding base, and a move is possible once a month at most.

The one cost line that was still billed along the straight line between airports is now billed from your track: fly the airways and go around a storm, and you pay for what you covered rather than for a ruler laid on the map. Revenue stays on the credited distance — a passenger pays to be carried from A to B, not for detours — so an efficient flight is now worth more than circling the field. The charge has a floor and a ceiling: it never drops below the straight line (otherwise a broken recording would be a way to save) and never rises above a little over twice it (otherwise one jump in the recording would cost you a hundred thousand). In the flight report the line states its kilometres and explains them whenever a limit kicked in. A report with no track has nothing to measure, so there the straight line gains the detour typical for that distance.

The selected aircraft on the live map now shows its real flown path from telemetry and the planned route drawn through the flight plan waypoints instead of a computed arc. The flight debrief shows how far the aircraft actually flew next to the credited distance: crediting always uses the straight line between airports, while real routes follow airways and are longer.

Routes by waypoints used to be a live pilot's privilege: fleet aircraft and ferry flights still showed a computed arc on the map. Now a selected one draws its line through navigation waypoints, and the aircraft icon travels ALONG that line instead of beside it. Where there are no airways under the route — over oceans — the great circle arc stays, which is more honest than a polyline halfway around the world. Money and credited distance are unaffected: both still use the straight line between airports.

The Routes chip used to draw computed arcs rather than routes: straight-ish lines between airports that nobody actually flies. It now draws the same real polylines through navigation waypoints, dotted and dimmed. A clicked aircraft stands out with a solid line, so you can read both the overall picture of the sky and the one flight you picked. Measurement showed honest routes are also LIGHTER than the old arcs: 18.5 thousand points against 28.5 for seven hundred aircraft.

The flight information panel was empty almost everywhere: departure, arrival and approach procedures were on file for nineteen airports out of nineteen thousand, and an ILS frequency for a hundred and thirty-seven runway ends. There are now over a hundred thousand procedures across seven thousand airports, and four thousand ILS entries, each with a frequency, a magnetic course and a category. Nothing entered by hand from the official AIP was touched: it is more precise — it tells CAT IIIA from IIIB where the database only knows «III» — so airports read by hand were skipped by the import. The line at the bottom of the card says plainly what you are looking at: a cross-checked AIP, or a navigation database worth checking against your own chart.

See who completed each tour, with completion dates and links to pilot profiles.

An aircraft reserved for live pilots can now be tied to one person: only they can take it, and everyone else is refused by their name.

Your airline's whole day on one page: what departed, what is airborne, what is selling — and, above all, what never left, with its scheduled time and the reason.

A pair’s tonnage is shared between everyone offering hold space on it — freighters and passenger bellies alike. Until now only passenger demand was shared and cargo was endless: a hundred freighters on one pair each carried a full hold. The stated 60 % of an airliner’s hold and 65–100 % of a freighter’s capacity remain ceilings, not promises.

A single fpm no longer costs you a grade, the thresholds now match real aviation, and a bounce is scored on the first touchdown — the one your counter shows.

My Hangar now has a «Service the aircraft» button: an hour of work and the airframe, primary structure, engines and cabin are back at 100%, accumulated wear snags are cleared and every scheduled-check countdown starts over. Owners no longer need to learn the check tiers: the price is fixed, and the aircraft's own maintenance fund, built up from charters, pays it first.

The store now carries the An-26B, An-12, Tu-204S, Il-76MD, Il-76MD-90A, An-124 Ruslan and the passenger Tu-214. The An-12, Il-76, An-124 and Tu-214 were already in the encyclopedia but could not be bought — they now have real specifications, photographs and a price computed by the economy model. The cargo ladder now runs from 5.5 to 120 tonnes.

The cabin condition bar affected nothing at all: it simply went down, and a cabin refurbishment at 5.55M and a day of downtime bought exactly its way back up. Passengers now pay for what they sit in: a worn cabin brings in less ticket revenue on every flight — up to 6% less at its worst. The flight report explains the shortfall in its own callout, with the percentage and the amount, and the aircraft card gained a line under the condition bars saying what wear actually costs. A shabby cabin will still never stop you flying: it lowers the price, it does not ground the aircraft.

Engine condition used to mean nothing at all until you hit the airworthiness limit: an aircraft with 30% life left flew just as cheaply as a new one. Every flight now carries a surcharge on its fuel bill that grows with wear — up to 10% for an aircraft right at the limit. The flight report gives it its own line, naming both the percentage and the engine condition, so it is clear how much and what for. The surcharge deliberately does not pay for the engine inspection: the airworthiness limit is what makes that inspection unavoidable, while the surcharge prices the delay.

The premium is a percentage of market value, and market value falls with wear — so until now an unmaintained airframe was noticeably cheaper to insure than a sound one. That was a discount for skipping maintenance. The underwriter now adds a condition surcharge, and a neglected aircraft pays roughly what a healthy one of the same type and age pays, instead of half. The surcharge is not buried in the total: it has its own line on the insurance policy under the Documents tab, and in the charge itself.

The "A-check due" warning goes quiet as soon as that check is ordered — a line naming the booked work takes its place. An overdue check stays loud: the aircraft is grounded until the work starts. On a narrow screen every aircraft also gained two bars for its most worn figures, where condition was not shown at all before. No more scrolling a hundred aircraft trying to remember which ones you have already handled.

The A319, A320neo and A220-100 now have business variants: an 18-25 seat cabin, up to 11,100 km of range and money made by chartering the whole aircraft. The twenty-five seats of the ACJ320neo are the largest business cabin in the game.

Checkboxes in the line list: select as much of the network as you like and remove it in one action. A line with active bookings is kept and named explicitly — instead of being skipped silently, you see exactly what stayed and why.

A line open to several aircraft types is judged one-way per type: if a return exists only for part of the fleet, the schedule and the line card say exactly which type cannot leave. Aircraft with no pinned lines also warn about network dead ends — airports their type is flown into with nothing to fly it back out.

The owner and executives can pay any of their pilots a one-off bonus from the airline account — on the Personnel tab, with an amount and a reason. The pilot gets a notification, and the airline sees the payout in its finances.

Build the layout yourself — when ordering an aircraft and when reconfiguring one, within what the type can lift and evacuate through its exits. Name a layout you like and it stays in your list.

The profit curve of a single flight across the whole price range, the mark up to which the cabin stays full, a breakdown of who will fly and what is left, your neighbours' prices by name, and departure-hour advice you can act on from the table.

Every passenger line now carries its own ticket price — a multiplier on the market rate, from ×0.50 to ×2.00. Cheaper takes passengers from your neighbours on the route, dearer hands them over and keeps some people home altogether. Tickets for upcoming departures start selling in advance, and the price applies to unsold seats only: the line screen shows «N of M sold».

The schedule list now has an "Actual" column for the last 30 days: load factor, passengers and losses per leg. It used to show only the per-hour estimate, so a green number could sit happily above a line that had been flying empty for a month. On the line screen every block now shares one window with an "All time" switch, joined by a breakdown of the result (legs in the black, in the red and carrying nobody) and a "What flew it" card by aircraft type.

How many passengers a day are ready to fly A to B. Demand is visible on the line screen, in the form that creates a line, in the slot editor and on the airport card — and it now caps the load: the passengers of a direction are shared between every flight on the pair, by departure hour.

Used-market listings now carry a second column next to the price: the aircraft can be leased instead of bought. A leasing company buys the machine from the seller and leases it to you — it pays for the airframe, you pay the deposit, the first payment and the ferry. The monthly payment is calculated from what this aircraft is worth second-hand, not from the list price of a new one, so an old machine costs a fraction of a fresh one. Discontinued types can be leased again this way. The deposit refund is measured against the wear the aircraft picked up with you, not its absolute condition. Leases start at a list price of 10 million ₽ for the type: small aircraft are easier to buy outright.

The catalogue stopped selling 191 types brand-new whose production ended long ago in the real world: the Tu-134, the 727, the DC-9, the MD-80, the A340 and others. They cannot be ordered from the factory or leased new, but they are still on the used market — that is where you both buy and lease them now. A type whose production ended no earlier than 2010 is still sold new: aircraft like these are young, and thousands of them are in the sky. They keep the mark showing the year production ended — the factory is closed, and the catalogue will not pretend otherwise. Aircraft you already own and leases already running are untouched. Every type now shows the year production ended and the source.

An hour of business charter is now priced by the number of premium seats: a big cabin is worth more than a small one, even when both have already hit the weight ceiling.

The E190 now has a business variant: nineteen seats, twice the range, and money earned by chartering the whole aircraft instead of selling tickets.

Debt no longer dismantles an airline piece by piece: a watch phase, administration with a clear deadline, and — if that fails — an honest liquidation that pays the remainder to your personal account.

Every line in the schedule now has a screen of its own: what it returned this month, the load below which it runs at a loss, and who else took its hour on that direction.

A new "Aircraft types" tab in the Network section: the whole route network as rows, types as columns, a cell is a clearance. Brought a new type into the fleet? Open it on every line in a couple of clicks instead of editing each line separately. Edits accumulate and save in a single request; a line with a live booking on a removed type refuses by name without blocking the rest.

Rows about flights, charters and ferries in the operations journal (Finance → Report) now carry the aircraft type code. Live pilot flights are labeled across all history, fleet flights from the release onward.

Scheduled maintenance has stopped being a badge in a list. While the interval still has life in it the call is yours; once it is exceeded the aircraft is not airworthy, and the refusal names that very check instead of saying "maintenance required". The counting got fairer too: a heavy check covers the lighter scope (a C-check covers the A-check, a D-check covers both plus the engine inspection), and a second-hand aircraft counts from the hours it arrived with, so it is not overdue on the day you buy it. The base mechanic is the backstop: an overdue check nobody ordered he books himself — out of the aircraft maintenance fund, at most one per hour.

A C-check has stopped being an expensive A-check. The airframe now has a surface condition, restored by a light A-check, and a primary-structure life that accrues per CYCLE rather than per hour and is restored only by a C-check or a D-check. An aircraft on short legs wears faster than one on long legs for the same hours, a heavy landing bites the structure separately, below 25% the aircraft is not released for flight, and resale value counts both numbers. Landing-gear, avionics, storage and unscheduled jobs no longer quietly restore the airframe to 100 — they clear defects, and the order dialog says plainly what a job will NOT fix.

The An-225 Mriya and aircraft like it now exist in a single copy: you cannot buy one new or lease it, an airline may hold only one, upkeep grows faster than their number, and selling returns exactly what you paid — there is no profit in trading them.

Trading aircraft is no longer a source of money: whatever the market promises, the proceeds never exceed the purchase price plus the work put into that aircraft. The sale dialog spells out how the ceiling adds up, and selling for less is always allowed.

The World page has a new Fleet button: what every airline's owned fleet is worth and how much it grew over the selected period — visible to everyone.

The legend became a filter — keep just the live pilots or just your own AI fleet; the tangle of route arcs gave way to short trails, airports are labelled, and aircraft now glide instead of jumping.

The aircraft card now has a “Dispatcher” tab: the next twenty-four hours with the holder named and the time it frees up, and beside it everyone who claimed the aircraft, each with a reason. Until now the engine decided this in silence, and a standing aircraft looked like a fault.

Every aircraft now has a calendar: scheduled charter-programme legs and crew-assigned contracts are visible to every service in the company. Maintenance, ferries and the fleet dispatcher ask it for permission — and only take the aircraft if it can be back in time. A refusal names who it was made for.

If an aircraft already serves a line to the maintenance centre, the queue waits for that flight and the dispatcher schedules it next: an empty ferry at the airline’s expense is only used where the aircraft would never get there on its own.

An airline that does not fly under someone else’s livery no longer gets a grey monogram: upload your mark and it appears in the catalogue, in the world feed and in your page header.

The Tu-154, Tu-134, Il-62, Il-86 and Yak-40 buy jet fuel at a state-subsidised price: their burn is now modelled honestly by engine generation, and without the subsidy legacy aircraft did not pay for themselves.

A contract for a series of ROUND TRIPS instead of a standing line: the aircraft takes the customer out and comes back under the same contract, with the return leg always paid. A customer with a story, a term, a rate per round trip and a penalty for a missed leg. Rotation work is its own layer: contracts are tied to fields, mines and polar stations, the customer names the aircraft types its runway will accept, and pays a premium for domestic-built machines. The exchange shows a board of offers; a signed contract shows its ribbon of flights and a way out at a named price.

With more than one hub, a new, leased or used aircraft arrives where you need it — the delivery price for each hub is shown before the deal.

The manager works from each aircraft’s real need instead of empty seats: crewing the ones that cannot fly, standing down the surplus, and sending people on paid trips to reach aircraft in other cities. Travel costs money and time — for you as well.

See what the manager and dispatcher did — and why the automated fleet sent an aircraft there. Ground staff work has its own lens: who was put on which aircraft, who was stood down, why, and what the travel cost.

Every job on the aircraft: when, at what airframe hours, who ordered it and what it cost.

Crew work is measured in duty hours, and the adviser names how many people to add across the fleet and who is hired beyond the work — instead of "fill every seat".

Accelerating time in the simulator is still fine, but the multiplier is now measured from your track instead of being taken on trust from the tracker: a flight at 2.5× logs 2.5 hours and costs what a real one would. The rule works the same in MSFS and X-Plane and on any tracker version; free flights are not affected.

The schedule and the flight board show a there-and-back pair as one rotation: half as many rows, and it is visible where the aircraft comes back empty.

The owner can close their airline from its settings — confirmed by code, with the consequences spelled out; lines, bookings, crews and leases wind down on their own.

The form stays a fallback for flying without the tracker: a flight brings money, costs and XP once its estimated block time has passed since booking, and one filed sooner stays in your history with zero economics.

Fly it home yourself for free, let the automatic ferry do it, or have it at your hub right away for a premium.

A tab of its own: one map shows the flights in the air and the airports where the rest of the fleet is parked.

Importing real routes now creates the return leg too, one-way lines are flagged right in the schedule, and their return lines can be built with one button. When picking a flight, the AI fleet accounts for having to come back empty from a dead end.

One rating opens the whole family: A320 means the A321 and the neo too, and light aircraft fly on a class rating.

One type, several factory variants: a Tu-154B-2 and a Tu-154M, a 767-200 and a 767-200ER, the A321neo, LR and XLR all fly differently, and you pick which one you buy. The A321ceo variants differ by their additional centre tanks: none, one or two — farther, but with less cargo. On business aircraft a whole family lives under one ICAO code — from the Challenger 601 to the 650.

An order taken on the exchange can be flown by you, handed to a hired crew or assigned to a pilot — and reassigned until departure.

The worldwide import archive now includes historical schedules: routes, aircraft types and real flight numbers from 1950–2026.

Any aircraft can be taken out of the AI fleet: no AI crew is assigned to it, so it stays free for people.

The Fleet tab now names the airport and city, marks the hub, shows how long a jet has been parked and where it is heading right now.

“Your assessment” explains the facts and risks before a choice; success earns a reward, while a wrong or missed call no longer deducts money.

Ask at booking time to return the aircraft to its previous stand — the ferry leaves on its own once you file the report.

A summary of how many aircraft await a crew, staff search, an unhappy-crew filter and one-click seating of idle employees.

Transfer, leave and anniversary requests explain their outcomes up front; a transfer changes the assignment and morale, but teleports neither crew nor aircraft.

After three months a pilot may ask for a 5–10% rise once every six months; granting it sharply improves their flights for a month.

A contented crew flies more economically and earns more; one left without an aircraft eventually hands in notice.

Hours flown add consistency and smoothness, and rank climbs with them — though every pilot has their own ceiling.

Pick the cabin layout right in the shop; a used aircraft arrives with the previous operator’s cabin.

The shop now carries the A350-900ULR, A350-1000ULR and the A350F freighter — range and cabin instead of one generic widebody.

An airline nobody signs into for two weeks goes into storage: charges stop, and one button brings it back with every deadline moved by the time it stood still.

A board of jobs around your parking stands: customer, route and aircraft already picked, one click to take it. Next to it — demand your fleet doesn't cover, with an honest count of what flying it on what you own would cost.

A hundred honours for what was actually flown: traffic, network, fleet, safety, hubs, crew, money. The shelf is public, and each honour shows how rare it is.

Why an aircraft is idle, where to put it and which lines are losing money — instead of piecing it together across four screens.

Service frequency, fleet age, landing quality and a hub of your own add up to a reputation at the airport — and that reputation now sets the load on flights through it. The flat hub bonus is gone: what pays is how you serve the airport.

Pay up front and for a week or two the airport takes your flights more readily. It is a bet, not an earn button: where you already fly often there is nothing to top up, and the forecast screen says so before you pay.

Where this aircraft has flown and how it was landed — a tab on its own card. Management also sees what every leg brought in and what the aircraft has earned all told.

VIP, special operations and one-off cargo on request: you ask about a route and get an offer with a fixed payout and deadline.

Passenger, cargo, VIP and charter are priced differently: a freighter has its own rate and its own costs.

Management can hand a flight to a specific pilot, and an aircraft can be tied to a line so the AI fleet stops taking it away.

A one-day line for live pilots — put a flight together for tonight without keeping it in the schedule forever.

Where the money went: line items, activity sections and a comparison with the previous period instead of a raw ledger feed.

Every aircraft saves up for its own maintenance as it flies, so a scheduled check is no longer a sudden hit to the balance.

The fleet is limited by the size of your hubs: surplus aircraft park elsewhere for a fee, and a hub can be frozen instead of demolished.

Two reasons to log in today: a shared flight with bonus XP and a full cabin, and an airport picked from the forecast for your arrival window — and a flight for the next four hours starts right from it, before the weather clears.

You can see who is airborne right now and what happened in the world over the past few hours.

Land somewhere other than planned and the flight still counts: costs are charged for what you actually flew, and a justified diversion is not punished.

The aircraft type sets the minimum crew: two for transport aircraft, one for light aviation, three for classics with a flight engineer. Work is counted in duty hours rather than in legs: a leg longer than the shift needs a third pilot in the cockpit. Each of them has a biography, eight-hour rest and a personal flight history.

A size setting for low-vision players, and tables and dialogs that no longer fall apart on a 390-pixel screen.

No type rating, no aircraft at the departure airport and the wrong rank are now separate messages instead of one catch-all.

Your own hub and a single-type fleet cut maintenance costs — running a network now beats ferrying aircraft across the world for a check.

A line can be corrected instead of recreated; the route is locked only where bookings already exist.

Apron, hangar and office as separate buildings with their own prices, plus a visual hub card instead of a line with a number.

The track on a map, altitude and speed graphs and a breakdown of every touchdown — you can see what actually happened on landing.