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About andreasxb

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  1. andreasxb

    Comments on the Flight Tutorial

    Not really a request for support, but I want to remark on a few things that came up in the tutorial flight that might be useful for improving the tutorial. Actually it's been a few weeks since I bought this and did the tutorial flight, I hope I remember everything. Configuring the CTOT wasn't mentioned, I guess in an earlier version it was already set to 108% in cold&dark. Similarly the nosewheel steering wasn't mentioned. page 11, Takeoff says to advance power levers with armed CTOT and leave it once CTOT takes over. Together with the later deactivation of CTOT and not moving the power lever, this implies that climb power is always 64%. This should be explicit if correct. On the other hand, I've seen a video where real world pilots first set climb power (presumably) and then activate CTOT for takeoff power. Same page, "engage the Autopilot, located on the center console." That switch isn't so obvious, the description should be better or there should be a picture. page 12, turning off CTOT. I have seen it described as turning down the CTOT selector to its lowest setting and only then switching it off. That should probably be mentioned as a smoother method of turning off CTOT. page 15, climbing and power. "Continue your climb to 21,000 feet adjusting power as you climb" but it doesn't say to what end power should be adjusted. Possibly to maintain constant climb rate, but can it maintain the same climb all throughout from ground to cruise? "If you find yourself climbing too slowly" but what exactly is too slowly for a turboprop? The lack of an explicit vertical profile is a general problem in the tutorial, nowhere does it say which altitude you are expected to be at at different stages. page 18, Descent says to descend at 1300 fpm to 3000 feet. So power levers left in cruise power? Reading would suggest that since "disengage the friction locks" only comes later. Should be explicit since it feels unusual. (Also again the lack of a vertical profile.) Also how to set the autopilot to a 1300 fpm descent isn't described and the knobs aren't obvious or intuitive (unless you have flown other planes with similar autopilot controls). page 20, turning off yaw damper for landing. Nowhere in the documentation, tutorial or otherwise, is the location of the yaw damper switch described. I figured it's next to the autopilot switch, but was it the left or the right one... Disconnecting the autopilot at 50 ft AGL seems rather late for clear day visual conditions.
  2. andreasxb

    Better pushback issues with Saab

    I just tried it once. Planned a pushback turning to one side and a short straight push, pushback guy ended up doing donuts with my plane.
  3. andreasxb

    Topcat profile

    I don't think you can extend TOPCAT with new profiles anyway, only the programmer can do that.
  4. It didn't fix it unfortunately, also it doesn't appear to log much more? The "firmware" version in the log doesn't match the version number on the package, don't know if it's supposed to. Logs are for default King Air -> IXEG -> reload IXEG. GizmoLog.txt Log.txt
  5. Well I was wrong, navdata has nothing to do with it. I completely removed and reinstalled the XP11 IXEG install and updated Gizmo, and I found that like the others, it works if I load IXEG first but it crashes if I load any other plane first (even default X-Plane aircraft) and after a crash, the reload aircraft command from the developer menu gives a working IXEG. GizmoLog.txt Log.txt
  6. Sorry about being unclear, but yes, as I remember it was the same at least in the respect of "OnKickstart" and "GateKeeper". I tried to reproduce it again but couldn't. The one thing I changed between then and now is that I installed current navdata (1802, before it might have been the navdata that comes with the installation), which I missed before since the FMS didn't work after all. That's all I have time for right this moment.
  7. Same for me, Gizmo update didn't fix the problem.
  8. andreasxb

    Battery switch in flight

    Forget pilots doing stupid things, are you serious about one single device failure being able to take down all of a 737's systems without backup or redundancy? I find it hard to believe that such a death trap would be permitted to fly much less carry passengers. I mean, I was able to divert to EDDF after I decided to treat this as an emergency rather than abort the flight, but after all I was able to just flip the battery switch back on which is not an option when it fails. Anyway, using this schematic as a reference, the generator power control should be on the hot battery bus. According to my reading, turning battery off should mainly lose reverser control on the switched battery bus, whereas the battery bus would continue to be powered by TR3.
  9. andreasxb

    Battery switch in flight

    Sooo I was in cruise and wanted to try out what happens if you switch the battery to off. I was thinking it would just disconnect the battery, disabling backup functions and charging. I figured out afterwards that I was wrong on the charging, that happens no matter what. Also it's not just backup, everything on the Switched Hot Battery Bus is then unpowered, if I read it right. In the IXEG however, all power was lost as the generators were also kicked off their buses. I could turn the switch back on and reconnect the generators, but I lost alignment on the INS units (as they lost both AC and DC) and I lost pressurization (that could have been me misinterpreting things and making it worse myself, so maybe ignore this). This also caused a huge speed to be displayed in the MCP speed window until I adjusted it, as seen in:
  10. andreasxb


    Use the AP disconnect button on the yoke. The IXEG manuals tell you how to do that.
  11. andreasxb

    Almost a perfect flight

    Once you lost AC power and have fuel only in the center tank you have lost already. Without AC for the center pumps they can't deliver fuel to either the engines or the APU, so you can't restore AC for those pumps either. This was the subject of another thread already:
  12. My situation is that I was trying to practice a RNAV approach at YBBN. I took off from YBBN and was approaching the first fix SORVA of the RNAV (RNP) P 01 to RW01 in HDG SEL and ALT HOLD modes. My route was YBBN to YBBN with just the mentioned arrival selected and executed before takeoff. Cruise altitude was not set. Approaching SORVA I saw that I forgot to make it the next waypoint, the route disconnect was still at the top of the legs list. I put it to the top and executed. I activated LNAV and I think at activating VNAV it crashed. MCP altitude was still 3000. Throttles and most instruments were frozen afterwards, after landing it in a field I resetted Gizmo so there's that part at the end of the log. GizmoLog.txt IXEG_FMS_debug.txt
  13. I remember I read somewhere, likely manuals for the 737-200, that you should turn the DC voltage indicator to a position other than BAT as part of the shutdown procedure to prevent battery drain through the indicator. Wait, I found it: http://www.b737.org.uk/electrics.htm So it says that BAT is connected to the hot battery bus and therefore would indicate even when the BAT switch is off. In the IXEG 733 it does not do that. So, is that a bug or a real world option or change?
  14. andreasxb

    Bendix King KX170B Vintage COMM/NAV

    Does that actually happen in the real one? As far as I can see pretty much everywhere a frequency is tuned the parts controlled by each wheel are entirely independent.
  15. Also make sure you close the SkyMaxx settings window before determining frame rate. The settings window eats a ridiculous amount of FPS.