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mfor last won the day on September 3 2017

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About mfor

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  1. Unfortunately the current implementation of the editing the route causes rapid creation and execution of new code which any anti virus program will check before execution and this is slowing down the whole sim. As of now the only workaround is to exempt the x-plane folder from live scans in the settings of your AV program. For Windows Defender you can find instructions on how to set up an exclusion at https://support.microsoft.com/en-us/help/4028485/windows-10-add-an-exclusion-to-windows-defender-antivirus
  2. mfor

    LNAV and Direct to

    Thank you - a few follow up questions if I may. Does that mean whenever there is a previous way point in the flight plan the plane will try to return to the path otherwise use the shortest path (unless an inbound track is set ofc)? Is the plotted line attached to the aircraft in the latter case?
  3. mfor

    LNAV and Direct to

    I don't know what a real 733 does but I think that's the way it should work. After all you command a certain path/track from your current location to the destination. Now due to limitations of how fast the aircraft can turn you end up outside of that track. So the FMC has two choices Fly the shortest way to the destination (green) but depending on how far off track you are, you may fly into areas you're not supposed to - imagine an obstacle on the green line Return to the commanded track on the shortest route (red) - that way you "overshoot" your heading temporarily but after that you fly on the commanded track (gray) Now obviously during normal flight the offset from the commanded track will be minimal, so 1) is the less confusing option but I think if you are serious about following the commanded flight path 2) is the correct choice. Similar to following the localizer or glide slope where you absolutely DO want to return to the correct path instead of aiming for the shortest path to the target. Activating the route twice helps in that case, because you basically set a new commanded path - ideally at the point where red and green diverge with the green path becoming the new path the aircraft will follow.
  4. mfor

    need help

    IIRC the version is displayed at the bottom of the window that slides in when you move your cursor to the left of the screen. If you've just downloaded it you should have the latest version and you usually get an email if an update is available.
  5. mfor

    need help

    Well it's modeling the real world behavior where the spot lights to illuminate the logo are situated in the little tails at the end of the wing. Since the winglets replace those you cannot have both logo lights and winglets at the same time (IRL and IXEG). Also 737-300s leaving the factory did not have winglets and when retrofitting them they (usually?) keep the switches as they were and just stick an INOP sticker on them. So IXEG is following real world practice here.
  6. mfor

    Strange buzzer at startup

    Do you have the IRS systems turned on by chance - that causes a buzzing sound for me. FWIIW you can turn on standby ac power which will feed AC to the left IRS (but drain the battery) and allow you to align it without the buzzer. The right IRS will turn itself off after 5? minutes without AC anyway.
  7. mfor

    FMC-Freezing Bug

    It's not about defender: any anti virus program would have to check the executable code the FMC is generating rapidly - so pretty much any virus program should trigger this. For some reason the forums here are moderated in a way to make it look like it's a problem specific to defender, when it really is about how the FMC calculates the routes on the fly, as all virus programs have to check those newly created files for viruses (how else would they know it's safe). So you need to make an exception for this in pretty much any AV program to prevent those freezes from happening, until IXEG can fix things on their end.
  8. The pressurization system has 2 (semi) automatic modes of operation: 1) Automatic - you set the FL and the destination altitude and the system will capture the take-off altitude and return to that level on a aborted climb and target the destination altitude for a normal descend. 2) Standby - you set the desired cabin altitude and can also make manual adjustments - this is useful for non standard flights, e.g. touch and go training. There are also two manual modes (AC and DC powered) where you control the opening of the outflow valve manually - this is for emergencies only (e.g. when ditching you'd close the valve manually to prevent flooding and turn off the bleeds to still allow de-pressurization) The flight/ground switch will activate/deactivate the system, however it will also automatically engage when there's no load on the wheels. For normal flights you would use automatic entering FL and destination altitude. I think it's also part of the procedure (may depend on operator) to set the cabin altitude to 200 below field elevation, so in case you quickly need to switch to Standby the plane will be fully de-pressurized when landed (the auto system handles that automatically afaik). As for the bank angle I think I remember someone (Litjan?) saying it should be lower at high speeds, however IIRC LNAV will disregard any limitations to follow the route.
  9. mfor

    Take-Off Flaps setting

    On Sunday evening it landed at the small Taney County airport, seven miles (11km) away from Branson, Missouri. Passengers on board the Boeing 737-700 reported an abrupt landing as the large plane touched down on the 3,738ft (1,140m) runway. http://www.bbc.com/news/world-us-canada-25717016 Well, they probably needed flaps 15 for takeoff - and a new pair of pants
  10. Well they kind of have - not on a 737-300 though, I suppose. SCNR
  11. mfor

    Anti Ice

    What you can do though is put the switch in the ground test mode for some time. This will operate the wing anti-ice on the ground. If you do that right before takeoff you can free your wings of ice just long enough for a takeoff and let the normal operation take over once airborne - in heavy icing conditions you might have to go twice through the maximum operating time or even press it while accelerating down the runway. As for running it on the ground - ours is apparently an early model: "Note that on early systems, i.e. those with a GND TEST position, with the WAI switch ON on the ground, the WAI is inhibited until lift-off i.e. 'armed', This is opposite to the present system." http://www.b737.org.uk/iceandrain.htm
  12. AFAIK it was accidentally not included in 1.2 and will hopefully be back with 1.2.1.
  13. mfor

    Speed/LVL CHG Problem

    Have you tried disabling the axis and using key binds instead? That would at least confirm that it is a problem with the axis jittering above 0. My guess is that the other planes use different way of handling the axis, e.g. only consider the flaps set if the axis values is greater than say 5% of its value, while IXEG might be using >0. That's just a wild guess though, since I don't know how either product handles this. If that is indeed the problem then maybe you can cheat a bit when calibrating that axis, so that 0 is not fully pulled up - or try one of the tools mentioned in this thread
  14. mfor

    Speed/LVL CHG Problem

    Couldn't you base the trigger for "flaps set" on a different value (if it is currently based on ">0".) for 1.21?
  15. mfor


    Well VNAV is part of the package even though it may get confused at times, which apparently is time consuming to fix (i.e. rewrite) It works well enough for me and I definitely wouldn't want to give up the failure system, immersive sounds, EWGPS/TCAS or the refined flight model for a more feature complete FMC - YMMV of course. Do I wish the update(s) wouldn't take so long? Sure, but as far as I understand it the IXEG team all have "proper" jobs and cannot commit full time to the development. I still feel I got my money's worth out of it, after all it is the aircraft I fly most in XP.