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Recommended videos that will enhance your sim experience. All are done by professional pilots with the IXEG 737. FOR ENTERTAINMENT PURPOSES ONLY! UPDATE AS OF JANUARAY 2022: Some of the tutorial videos were made private by YouTube...for reasons unknown. I have managed to reupload tutorial 1 and 2. Tutorials 3 and 4 will be made available when I redo all videos with X-Plane 12 and the latest IXEG versions. https://youtu.be/j95Bi8b7DvQ (IXEG tutorial 1) - Basic FMS and navigation Welcome to your first tutorial flight with IXEG's 737-300 classic aircraft simulation. We have created these tutorial flights to allow you to become familiar with the operation of this aircraft in a gradual manner that is fun and easy. We have created four tutorials for you, with each tutorial flight increasing in complexity of operation. We highly recommend that you repeat the tutorial flights as many times as necessary until you are familiar and comfortable with the concepts introduced in each tutorial. https://youtu.be/PJMsk43vACs - (IXEG tutorial 2) - Autopilot and flight director Our second tutorial flight will demonstrate the usage of the Autopilot / Flight Director System (APFDS ). We assume you have developed some familiarity and proficiency with manual flying, common 737 cockpit nomenclature and basic usage of the FMS from the Quick start and Tutorialflight 1 missions. If you have not worked through those flights, we highly recommend you do so before conducting this tutorial. (IXEG tutorial 3) In this tutorial, you will bring both the aircraft and dark cockpit to life in the same manner a 737- 300 crew does, minus a few checks and tests that do not apply for general flight simulation. Youwill fly from München, Germany EDDM to Salzburg, Austria LOWS and along the way, operate and become familiar with the Weather Radar, Anti-Ice and Ground Proximity Warning System, EGPWS. You will conclude the tutorial via a visual approach to LOWS runway 34, landing, taxi and shutdown. (IXEG tutorial 4) This tutorial will consist of a complete flight from Nice, France (LFMN) to Geneve, Switzerland (LSGG) and will utilize the full capabilities of the Flight Management Systems (FMS) for the entirety of the flight. This flight is particularly beautiful, being that it crosses the western Alps. During this flight, we will introduce you to the FMSÅLs lateral and vertical navigational features, commonly referred to as LNAV and VNAV. We will simulate a turnaround scenario where you are in the incoming captain, replacing the previous captain who had just arrived. EGPWS Jan explains how the EGPWS of the 737 works. TCAS Jan explains how the TCAS of the 737 works ================ Base Training (Reflected Reality Simulations) When new airline pilots first fly a jet transport they do what's called Base Training, essentially just learning how to land the aircraft after spending hours and hours in the simulator learning procedures. We're at Prestwick today for a couple of circuits. Normally done at 1500 ft, there's a bit of terrain under the downwind leg so 1600ft is used today. Circling Procedure (Reflected Reality Simulations) Pisa, Italy. Departing runway 22L then flying an ILS arrival to 04R then circling to land 22L. RNAV Arrival (Reflected Reality Simulations) This video looks at the RNAV 03 arrival at Rovaniemi using LNAV for the lateral track and speed/vs for the profile. The procedure shown in the video allows a sim pilot to fly an RNAV arrival simply. Real life procedures may be substantially different. Vectored ILS Autoland (Reflected Reality Simulations) Short video showing how to use the fix page to help you vector yourself onto an ILS approach. Not a procedure one would use in real life but useful for sim pilots who don't use VATSim or PilotEdge. Also shows an automatic landing. ILS Arrival (Reflected Reality Simulations) Landing at Barcelona runway 25R from the ILS approach with the IXEG 737-300. Flown from top of descent onwards. Unintended AP disconnect adds some minor drama! Groundschool: Descent Planning: (Reflected Reality Simulations) This is a short video on managing the descent path to aim for a continuous descent approach. I found this subject particularly tricky when I started flying, so I've tried to explain it as simply as possible. Descent Management and Go Around (Reflected Reality Simulations) Back in the IXEG 737 flying the profile I described in my "Groundschool: Descent Planning" video, finishing off with a missed approach. Starting from 10000ft we fly a 3 degree profile to be altitude 5000 20 miles from the runway, fly a 5nm / 1000 ft profile to be 180 Flaps 5 by 3000 ft and 10 miles. Autopilot Go Around LSGG (Reflected Reality Simulations) Flying into Geneva in the IXEG 737-300, we'll fly the missed approach with the autopilot, then pick up a VOR radial to complete the missed approach. Circling Approach LDDU (Reflected Reality Simulations) Flying the Dubrovnik circling procedure using the fix page to draw the prescribed tracks. The key to circling on the 737 is to use VOR/LOC for the ILS segment with VS to maintain the glideslope. The Pisa video (Part 6) shows this also with a more conventional timed circling approach. Innsbruck LOWI (Reflected Reality Simulations) Putting together everything we've discussed in the past few videos to fly a departure and arrival at Innsbruck, one of the most challenging airports in the world.Departing runway 08 for the KPT2J departure, before returning via TULSI and RTT for the LOC/DME East arrival for runway 26, before following a prescribed track circling procedure for runway 08. LFMN Vnav (Reflected Reality Simulations) Departing Bastia LFKB using the VNav functions to fly to Nice LFMN on the VOR-B arrival to runway 22R. We look at correct thrust reduction and acceleration procedures for the departure and explore how VNav can be used to manage an arrival. ================ Flightdeck Setup (Airline2sim part 2) Flight from Dublin to Manchester (Airline2sim part 3) In this video our real world 737 Classic pilot talks Ben through setting up the flightdeck for a flight from Dublin to Manchester in this wonderful new add-on aircraft. FOR ENTERTAINMENT PURPOSES ONLY!

2019-08-02: An update for SmartCo 3.0.0 2017/08/25 A little update for BetterPushback 0.44 and above 2017/07/22 skiselkov did a hard work to give us his BetterPushback smartcopilot compatible. Please, read the readme. Tested with X Plane 11 and the 1.2 release. It's here as usual: https://sky4crew.com/download/ 2017/07/01 Only tested with X Plane 10, and the new plugin (2.07) https://sky4crew.com/download/ Fixed a bug with throttle. Tfc buttons synchronized. seats are synch. We can go to the toilets. A new one, cabin door, (but no joy with cargo), Winglets, gauges, eyebrow Master only: Ground Services tab, can (and must) set fuel, payload and CG. No more flicker with buttons and knobs spring loaded (APU switch, rudder trim knob, fire test ...........) standby altimeter As before, nothing to do with the guards, Init Pos by captain only). Waiting for a fix, you can use EZ Pushback (By master) If you are newbie with smartco, read the readme.

This must reflect some of the success of the IXEG's B733 CL. And maybe a small milestone ? Dont know exact what date this happend, but have been checking regularly. Thanks again for this wonderful aircraft. From "Bestsellers" aircrafts on www.x-aviation.com 23. April 9. June

The MU-2 developer must be pissed -tkyler

To make you buy the plane so you can watch my great videos!

I don´t think there is any rule agains using it for situational awareness - but if you set it to "200" and use it to alert you of the MDA you might bust your limit if there is a valley or gorge in front of the runway. To use the DH for a minimum you need to have the ground charted and measured - thats why the 100 feet for a CAT II is often stated as a slightly different value. The mapping team will take the highest spot within a certain perimeter of where the plane is when it is 100 feet above the runway threshhold. If that is a small mound of say 5 feet, the resultant DH will be 95. The CAT IIIa is always 50 because you will be over the runway when it sounds - and that is usually flat. You can set the DH for anything else you like (although I would consider it bad airmanship - don´t use an alert for anything else, it will loose it´s significance in your mind). Jan

I had removed both SMP and RWC some time ago by removing folders from <xplane>\resources\plugins. Today I downloaded and installed SMP 3.2. It did an uninstall and installed itself ok. I then tried to install RWC, but it says it needs SMP 3.1.1 or greater and refuses to install. Any suggestions?

Hiya's, SMP 3.2 and RWC Heck here's a pic of settings ......... and some quick pics i took, will add a link to a quick vid too, i'm no YT Vid Guru lol Short vid

Checked! Thanks Jan for staying open minded. Flieger grüss' mir die Sonne, -Michael

Hi Michael! Finally managed to get what you are reporting, no more need for a video! I guess you have to do a full flight (coming off of another mode), so thats a point to start with... Thanks for being persistent, we will get this one!! Danke, Jan

So i have been having problems with my callouts not working since day 1 of the release. The 2500, 1000, 500 ect., also my ground proximity test was inoperable as well. But for some reason i would still get a glide slope or sink rate callout every now and again (when i was testing it while flying) and I was puzzled. So today i dug through the forum and read that the JAR design ground handling plug in was causing interference with the IXEG sounds. So i uninstalled that as well as xpassenger and did a test flight and what do you know it worked. Just putting this out there if any of my fellow pilots are having the same issue. Thank you to the whole IXEG team for making such an amazing plane. Keep up the fantastic work guys.

Yeah. Of course. From the first day for use MU-2, SAAB or IXEG, I had to remove TugMaster and GroundHandling from JAR. For example on the MU-2 missing most of the sounds and at every take-off froze simulator and went into window mode. After pressing any keyboard simulator again continue and go back to full screen.

New files available in the first post.

You don't need to do any programming. A rotary encoder basically works like two buttons. One is triggered in every detent when turning clockwise, the other one when turning counter-clockwise. They are also used in real cockpits. The only thing you need is a standard USB-Joystick-Interface (which you might already have), which translates the encoders output to two joystick-buttons. I use Leo Bodnar's interfaces for all axis, buttons and encoders: http://www.leobodnar.com/shop/index.php?main_page=product_info&cPath=94&products_id=204

These Video's along with Jan's Videos should be pinned as both gentlemen are great instructors

Last one for today LOWI again, with this old bird (and i didn't crash hehe)

No problem - they do change these things all the time, too. One example is the fuel pumps. On the Airbus I fly they recently decided to turn those OFF during transit - because they draw a lot of power and accumulate wear as well - so they figured they can save some lifetime and also gas (if the APU powers the airplane). Another example is the window heat. It might be feasible to simply let it run - however it adds to the heat in the cockpit, and especially in the summer, every little bit helps (you will find pilots who craft makeshift sunshades out of weight-control folder, magazines, clipboards, etc. to keep as much sun out as possible). There are no chocks - yet. It is on the list, though - then again, I can see the bug reports from failing to remove them, already . The isolation valve is possible different on the NG - where the APU might be strong enough to supply two packs at once - you would need the valve in OPEN for this to work. On the 737 this is not allowed (except when heating, but then its not necessary as the packs are VERY good at heating). Please keep the feedback and questions coming! Viele Grüße nach München, Jan

Hi Jan, thanks for your reply. I have 4 videos on youtube that show that the FD master light stays illuminated. Here you go: https://www.youtube.com/watch?v=1eVzGIAU8Gk&t=1683s (watch from 29:15) https://www.youtube.com/watch?v=9PYo9FmkW6E (watch 1:26:25) https://www.youtube.com/watch?v=8u7-FOan5Wk (watch 34:59) https://www.youtube.com/watch?v=glsd_lf65RA (watch 2:50) I think the reason for this is that so it is obviusly who is PF and who PM. If you change AP from A to B then the light is illuminated on the FO side. As far as I know it is a common procedure that if the FO is PF he engages AP B and vice versa. Thank you very much for looking after this! Julian

Hello.. Since I dont know if it is a smal bug or my lack of knowledge Ill try here first. When I have engaged VOR LOC for ILS approach. And push APP before localizer is captured, it will not engage APP mode. But disenge VOR LOC and not engage APP mode. Ill have to press APP twice to engage it. Is that normal ? you can see it here.

I can't fly anything else anymore, I've got all the other best/better planes in my hanger Jar320/330, flight factor 757/777 etc etc, I've got the bloody lot and none of them compare whatsoever, in 20 years of flight simulation I have never know anything like this aircraft what ixeg have come up with. Just think.....all them guys over at fsx and prep3d don't know what they are missing do they, and yes I have all them too planes too pmdg etc etc...god I've spent a lot of money and none of them come close to this baby. Thank you IXEG SOOOOOOOO VERY MUCH!!! Regards Paul EGCC