I dont hink you could land at OpaLocka though, you are required to first land at a designated port of entry for a customs "inspection" when coming in from out side of US airspace.

edit: I stand corrected and educated, I learned something today!Thanks for the info.
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Flown a few times from/to the Bahamas to Fla
and Iknow the regs

Miami’s radar coverage extends to about Hispaniola, where you’re usually picked up by Santo Domingo and then San Juan. In a radar environment, "direct to’s" are common. However, over the Caribbean Sea there is no radar coverage . Therefore to ensure adequate traffic separation, aircraft stick to the airways and periodically report their position, altitude, mach number and estimates for the next fix.

It is common to be in and out of radar coverage through much of Central and South America. Hopefully satellite based radar will eventually allow us to fly direct anywhere in the world.

EDIT: Cherokee, I clear customs at Opa Locka routinely
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99.9999% of people are not pilots, and never have and never will fly a plane in their life.

ask an airtraffic controller instead, or another experience pilots.

From what i hear, air traffic controllers are the one’s that give clearance to which routes can be flown.

and if you do fly a route, that another faster plane is flying, you will end up getting too close, and could possibly cause an accident, like what happened to me earlier this year on a flight from boston to atlanta.

it wasn’t on the news, but a plane flew directly beneath us, no more than 300 yards away. (it sounds like a good distance, but when you see another 747, cross paths beneath you , its pretty scary.
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But if planes follow general "corrodors" then it is much easier for air traffic to keep them apart (and organized).
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But I used to fly small private plane and were were mostly free to fly direct line of sight paths (unless there were restricted air space).

Small planes are too slow to go miles off course and make it worth flying.

Good Luck.
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FSX automatically programs your IFR flight plan into the GPS when you file a flight plan. You cannot program it manually. In addition to the GPS 500 display, you will now see your desired course as a pink line on the multi-function display.

To use the autopilot with the GPS, set the NAV/GPS switch above the primary flight display (A321) or among the autopilot controls (B737) to GPS, then hit the LOC (A321) or VOR LOC (B737) button. Your autopilot will then control your lateral position according to the flight plan in your GPS.

Though I’m not an expert, I believe the GPS 500 is not the most realistic system for the A321 or B737. But that’s what we’ve got in FSX.
References :
flight simmer

In the A321 my auto break does not work and where are the HDG, NAV buttons to track a heading, vor or GPS flt. some things seem to be missing here.

I’m looking along the top AP panel. I think it is in between course and speed, but I could be wrong. There is a switch there for GPS/Nav. You’ll also see two buttons one is app (approach) and the other is loc (nav/gps). You have to click on the loc button as well for the AP to follow either the VOR or GPS.

I don’t think the Airbus fleet as an autobrake – at least I have yet to find it. The trust reverser and auto spoiler (shift + ‘/’) works well enough to slow you down on landing.

The 321′s engine position means a safe water landing would be very difficult. They will act like giant scoops and will tear that airframe to bits. A ditching in water is not recommended but if it’s your only alternative, approach at a low speed and gently let the plane descend.

2- OAT is usually given by a gauge inside the aircraft. But in ISA(International Standard Athmposphere conditions) temp will decrease 2C for every 1,000ft gain.

3-Nothing as long as it’s not below 10-5C. Antiice uses warm air from the engines and reroutes them to critical parts of the aircraft like the leading edges.

4- A pin is inserted into the nose gear as to prevent it form. This prevents the aircraft from going to one side during pushback.It’s like pushing your bike from the front. You dont have an idea where the hell it’s gonna go. You can tell the tug which way to push you by pressing either 1(left) or 2(right) shortly after you press Shift+P

5- Bring up the GPS, press the direct to button, press the arrow key and entre the airport identifier. Press enter.

If you have any more questions email me.

One of the first things that confuses people when it comes to any form of
navigation is that there are in fact two norths. There is True North, which
all lines of latitude and logitude are based on and which runs through the
earths axis from north to south pole, this is the measuring system that GPS
use. Then there is Magnetic North, which obvioulsy, all magnetic compass
point to.The problem is, Magnetic North isn’t actually at the North Pole,
it’s somewhere under Greenland.

All navigational charts will carry information on the magnetic variation for
the area that chart covers, that is the difference between True North and
Magnetic North. Basically the rule of thumb is, the further north you are,
the bigger the the difference between what your GPS tells you is north, and
what your magnetic compass thinks is north. If you go far enough north in
Greenland and get between the two poles, it is possible to get a difference
of 180deg, that is GPS pointing one way and your magnetic compass pointing
in exactly the opposite direction.

MSFS models the difference quite well, so if you are flying mainly in the
northern hemisphere you will see this difference quite a lot. One point to
remember. All ATC directions and runway headings are given in ‘Magnetic’ not
‘True’, so when flying IFR, apply directional instructions to your compass,
and not your GPS.
References :
valleyoftheson.com