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Hello Lude2Envy, first off, let me say that I am always very pleased to meet a fellow airline pilot. I just came back from a four-day rotation, and wasn´t able to chime in earlier (like I usually do) because my laptop is in the shop for a broken graphics adapter. Great. Being an airline pilot you probably had your share of CRM training - and if remember that, you may have an idea why our communication didn´t go into a very productive direction initially. We are just humans, too - and it rubs us in a bad way if we are being mocked about claiming to be a "study sim", but then alluding that we are not due to some real or perceived fault on our part. I see that you are from the Philly area and probably had to deal with all the snow and cold which can be a real hassle when flying - so I write our bad start off to that causing a lot of stress for you . Fortunately our winter here is pretty mild, so far. But - as we airline pilots are trained to do - lets put our initial rough start behind us and concentrate on the facts at hand, so we can get to the best possible outcome for everyone. Anyway, here we go. Much of this may not be new to you, being a certified airline pilot, but I explain it anyway for the benefit of other users that may read here. 1.) The weights When a manufacturer puts an airplane out on the market, he usually publishes limiting weights for it - most notably the structural weights, like maximum landing, zero-fuel, taxi and take-off weights. There is also an "empty weight", or a "dry-operating-weight", but these are dependent on the configuration the airline chooses (more seats + equipment + crew -> more DOW...). The maximum landing and takeoff weights can also differ, some airlines choose to limit these artifcially, because they can save on landing/handling fees that way. Our plane won´t break its gear or wings - I can guarantee that! Thats why we as IXEG don´t publish maximum weights - you can load the aircraft to 100.000kgs and it will still fly, take-off and land. We model our plane to fly CORRECTLY at every weight, though - so it will fly just like the real 737-300 would, if you load it to 100.000kgs. Hence our claim that you can "make up" your own weights - the plane will simply fly like the real one would. That being said, the "lightest" our plane will be (empty weight) is 32.831kgs, this is set in the aircraft model file. The maximum fuel it can load is 16.000kgs, this is also limited. There are usually two different weight sets published when looking for weights of the 737-300, the standard and the increased gross weight set (Boeing offered those later). Both planes will fly exactly the same at the same weight, though - so the question "which one do we model" is moot. Here are the weights my airline went by: Max Taxiweight: 57830 Max Takeoffweight: 57600 Max Landingweight: 52600 Max Zerofuelweight: 49450 So if you want to operate our aircraft "realistically", heed those values - or other ones you can find on other manuals or airline specifications. Our plane will fly correctly for all of them (the aerodynamics don´t change!). You can fill up the aircraft (using the IXEG menu) to a MZFW of 55.830kgs and then add 16.000kgs of fuel to that (total of 71.830kgs). This is a lot heavier than the highest maximum takeoff weight that I could find for the 737-300 (63276kgs from http://www.b737.org.uk/techspecsdetailed.htm) 2.) The engine We may not specifically point to the correct engine specification (we should, thanks for pointing that out!), but if you look at the IDENT page of the FMS, you can see the engine rating being specified as 20k. The only CFM56-3 engine that puts out 20k rated is the B1 variant (B2 = C1 = 23.500 and B1 = 18.500). The C1 was used on the 737-400, the B1 on the 737-500. https://en.wikipedia.org/wiki/CFM_International_CFM56#CFM56-3_series 3.) The video We generally like it better if users can post a short video here as a youtube link. All you need is a youtube account, upload the vid and make it so that you can only see it with the link (if you don´t want it to be public). The big benefit is that other users can also see it, and if they have the same problem - learn from this thread. If you absolutely can´t do that, PM the link to your download site to me and I will take a look at it that way. Oh, another CRM hint: Claiming "your airplane is doing it wrong" isn´t likely to assure a receptive and open attitude on the receiver of the communication, either . 4.) The flaps I will take a look at the "trigger" for the flap placard speed - which also drives the VNAV limit speeds again. If we can improve tolerance to spikey or imprecise hardware for flap lever axes, we will. 5.) The refund X-Aviation does not have a "try before you buy" policy. You can certainly try to cancel or revert the payment with your credit card company, but I think you may be up for a disappointment. At any rate, I would invite you to maybe fly the plane for another few days and we can try to get over our bad start and then you can still decide if you want to go down that route. I hope this helps you to get started with our 737, Cheers, Jan

We have - and are still - here to help you with any problem you might have. However for this to work it also requires some usefull information from YOU, like you are trying to make a pfpx file (that someone probably already made), what kind of throttle you have (there are plugins and 3rd party software that might help you with your axis problem as I suggested). Further instead of repeatedly insulting us and trying to send insane big files via email, try atleast FIRST to give us a hint (chain of events) of what this "erratic" behavior is about, we just *might* know what it is and a screenshot is often plenty. If we need the video, we will sort that out then.

Just a quick note about the update to XP11. The update is done, but as with most add ons, some final testing remains to be done. Just last night, I got some feedback that the aircraft is oscillating at higher altitudes under autopilot control, so that will need to be looked at. This shouldn't take very long. Some small details will always be looked at prior to release, because we want it to be as complete, and bug free as possible. I'm working on it today (Christmas Eve), and I'll try to get it all done and dusted as quickly as I can. Hopefully today. All that is left, as far as we can tell, are flight model adjustments (if there are any more after this autopilot oscillation issue). I was also working on the glass yesterday, trying to get it looking more "PBR"ish. Took a few tries, but I got it to how I wanted it. Old XP10 glass was looking very frosty in XP11, and it had to be fixed. That's all for now. I'll do what I can to get the flight model fixed before tonight. Then Cameron will get it out to you all as soon as he can, so we can move forward onto the DC3 and Saab V2. Here's a few screen grabs of the cockpit showing the new glass

Hi all.. Today I decided to do a long haul with the lovely 737-300. I dont do long haul that often since I prefer shorter flights, but wanted to push the limits with this bird. The flight was from Las Vegas (KLAS) to Honolulu (PHNL). Route distance is 2469nm and the flight was estimated to take 6h25min, with a average headwind of 34knots. I really had to kick out some passengers to be able to do this flight. So the ZFW was only 38.4 tons and with 16 tons of fuel. Flightplan: As you can see I planned with CI 0 to get the max range. The cruise level was FL360. (Step climb at HEC) Planning tool is PFPX. 4h30m into the flight. Soon top of descent. Finally see some land And at the gate. I landed safely on 08L PHNL after 6h30m with 2.4 tons of fuel left. Just as planned. The fuel usage was spot on all the flight. Always interesting to see for every waypoint you pass if you are ahead or behind on fuel. But no supprises today From vataware: https://vataware.com/flight/59883dfd5352336271000002 What is your longest flight with this bird ?

Simbrief works well, you could copy paste your route from PFPX into it and then save it as IXEG format. About 20% of Simbrief routes give an error on loading, but it's a very simple fix, before you even try and load it, open the route with wordpad (or actually, I think you can edit it in simbrief), check that the route has not put the word "SID" after the ICAO code of the dep airport, if it has, just delete it. ie. EGPH SID TLA6A UN864 DCS will post an error in the FMC so it should read EGPH TLA6A UN864 DC

Not as should work. Will engage the autothrottles (which is not realistic...I'm getting ready a report on that). You might use it if you want, but first make sure that you have entered in the FMC (VNAV) logical values for the Avanti, otherwise will try to accelerate to 300KIAS! You can use FLC or VS modes, and I have added an Altitude Intercept Arc in the MFD map, to show you where you are going to reach your target altitude, so you can adjust your rate of descent.

I'm not sure I like the quality of support I've received from you thus far. All I asked for was some aircraft specifics about your "study-level" aircraft so I can put together an accurate PFPX profile. You advertise this plane as "study-level" on X-Aviation and so far it's far from it. Flight Factor and PMDG both have accurate W&B management for their aircraft so don't blame your limits on X-Plane or your sub-par documentation. Secondly, I can't even fly this aircraft because of some problems that I've already posted about in another thread, and I've received nothing but short, unhelpful responses from you. All I asked was to be able to send you a video so I can specifically show you the erratic behavior I'm getting from this plane, and you can't even accomodate me there. So I'll tell you what, tomorrow morning I will call my CC company, dispute the charge for this aircraft with them, and get my money back since you don't want to man up and offer the kind of support that one would expect to come with a $75 "study-level" aircraft. Rotate Sim was more than helpful when I asked for similar information to build a PFPX profile, and they also ask for videos so they can see the problems users were having first hand. Maybe you should take some customer support tips from them. It's a shame that such a beautifully modeled 737 is backed by such terrible support staff.