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I think this is an issue with xplane that the cabin is lighting the cockpit as if no cockpit door were present. Try to change the seatbelt position to turn off the cabin light and see if this cure the problem for now

Wow! Finally It is fully clear for me. Many thanks for detailed and simple explaination as usual!

The placard speed is the maximum speed for the flap setting - there is a placard near the landing gear handle for that. Obviously you must not fly faster than that, so the Vtgt will be limited to that placard speed - 5. Flap placard for landing flap 30 is 185kts, so the Vtgt for that may never be more than 180kts. Flap placard for landing flap 40 is 158, so the Vtgt for that may never be more than 153kts. Cheers, Jan

Thank you John for your prompt reply. As soon as I can do what you have told me and I hope everything will be ok. Many greetings.

Thanks for the heads-up, stolowski! I am in contact with Ben Supnik about this one. But if I could get the video of it happening with the IXEG so I can reliably reproduce it, that would be awesome! Jan

Great music, very well done as always! I loved the intro going from sound to sound. That was fun!

Hi, Vref never changes with wind. It is 1.3 x stalling speed 1G at the current weight. There is a placard for Vref above the pilot´s windows. You have to add speed increments to Vref to get the Vtgt (Vtarget), wich is the speed you want to fly during your approach. The formula is: Vtgt = Vref + 1/2 steady headwind component + total gust factor. (The minimum increment is 5kts, the maximum 20kts). Example: Landing runway 18, wind is 270/20G30, Vref is 130 kts Vtgt = 130 + 1/2x0 + 10 = 140 You should fly Vtgt until passing the threshhold, then reduce to Vref+total gust factor. Jan

Just to clarify a bit more as this is a bit confusing to many. The new downwash model and other new planemaker stuff inn XP v11.10 is OPTIONAL for the designer (atleast for the time being). This is something new that I cannot remember Austin did before. The reason is that LR does not want to "break" any aircraft as always happened before in a new version. What this means is that many designers *probably* will not update their aircraft for a while, since the aircraft will need a recalibration, updated airfoils etc. so you will be flying with "old" model on those. But sooner or later those will have to be converted to take advantage of new stuff and Austin probably will soon get tired of maintaining "two" flight models. However, we at IXEG have already converted so you will be flying the new model as of IXEG v1.21 (and old model on current v1.2), Hope that makes sense.

OK. time for a heads up. I'll start by quoting myself from almost a year ago; So, things are developing as we expected Those of you that are following the 11.10 beta know that Austin now has implemented DOWNWASH. Downwash is simply put air that is deflected downwards behind the wing and is one of the factors that produce lift. So behind the wing, the air flows at a downwards angle. HOWEVER, the downwash area is not just limited to the area just behind and above the wing, and I bet most of you do not know the magnitude and forces that are in play. Have a look at this photo (Below) I took a while back. You can see (on the very dirty A321) how the air moves around the wing, puts things in perspective. Upwash (in front) and downwash (behind). So if you thought the air just rushes by your passenger window horizontally, you were wrong. As you can see, the direction of the air even far above and away from the wing is not horizontal. This downwash area also extends all the way back to the tail and (can) hit the horizontal stabilizer. And this is where things get complicated. The downwash hitting the tail will cause an UP pitching moment. How much depends on the aircraft geometry. An aircraft with a high tail like an MD80 will hardly notice this, while a 737 will notice some even though the tail is 2-3 meters above the wing. So this affects normal flight. ALSO, when an aircraft is landing, it enters what we call ground effect (GE). Many believe GE is one effect, but there are atleast 3 that we need to take into account. One of them is affected by downwash and change in pitching moment. When an aircraft approaches ground (less than 1 span) altitude, the downwash angle will get more shallow. This causes less downforce on the tail and you will get a nose DOWN tendency which will affect your landing. Also, it will affect your takeoff where the opposite happens. This is very complex stuff to put it mildly. So what is going on right now? We are working with Austin providing documentation and tests to get the magnitude of these effects right. It also means that we will need to recalibrate the 737 to get it back to where it was. The good news is that Austin now has implemented the designers need to save the aircraft for the new effects to take effect. In other words the 737 will perform as expected until we release an update with the recalibration. So nothing for you guy's to worry about. We do NOT recommend you open the aircraft and save it yourself. Most likely you will be out of trim in cruise and overpitch on takeoff etc. M