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Thanks for the inputs gentlemen, I fully understand everyones point of view and dont' disagree with folks feelings. The issues to bring the 733 up to speed are indeed challenging for sure, and there are several factors contributing to the complexity of the situation; however, the likelihood of us falling behind technologicially is not as great as it may seem....that's not the issue. The issue has always been stability for myself as I'm the one who needs to fix the glaring issues. Not an excuse, but an explanation....(followed by a course of action) As a self-employeed engineer, I'm always having to gauge project opportunities that can provide for me and my family and the 733 and customers have taken the hit over the last few years while I've committed to other work that has to be completed towards 'deliverables'. ...in particular, what I like to call, "the NASA gig"...which fortuantely is over....and took 4 years of my life at heavy cost....and why I got out. As that gig ended earlier this year, I begin looking for other work, while simultaneously working on the FMS again...and folks have seen those posts around that time frame I'm sure. For those who might say, "why not just work on the 733 full time".....the simple answer is that even with the X-Plane market at its best, it doesn't compare to what I make as an engineer...and it'd only be a matter of time before I went broke on 733 revenue alone (i.e. kids college tuitions, mortgage, etc). I have since secured new work (in the flight simulation industry no less.) and began in November. After much discussion with Cameron / X-Aviation.......the obvious course of action is for me to simply prioritize and focus all my available X-Plane time on bringing the 733 back up to speed. Whereas the NASA gig ate up nearly 50-60 hours week....this new job is more stabilized...and basically puts me back in the same situation I was in when originally working on the 733 years ago. That's the story and the plan moving forward. I need to get on it. -tkyler

Lets see how we go 1) Turning it off after takeoff, slowly rotate the setting knob anti-clockwise, then turn off the switch. 2) The auto-coarsen on the A model doesn't actually feather the propeller, just moves it to a minimum drag position. Theoretically if the condition that triggered the auto-coarsen event was to relieve itself, such as a momentary power interruption, the prop will go back to its set position. In order to feather it, the engine failure memory items need to be completed, i.e. power lever flight idle, condition lever fuel off. It's only designed to buy the crew time to deal with it at a safer height, a V1 cut where the prop stays at full fine (max rpm) is lethal if not dealt with immediately. 3) Yes, but safety departments would hunt you down. Always done with the control off a tug, but it is possible providing you don't touch the brakes, the inertia will cause a tail strike. 4) The tiller is connected to the nose wheel, the rudder pedals is connected to just the rudder. Below about 80 kts you won't have enough aerodynamic power from the rudder to turn. 5) You can use brakes, but typically not until reverse has brought the speed below 40kts. So much as breath on the brake pedal above 40 kts with anti-skid inoperative and saab suggests you will blow the main tyres. 6) Don't know, LES version doesn't have that info that I know of, never really looked for it. 7) Max on the ground, take-off and landing, 1230 RPM climb, cruise, descent. 8) Don't know where they are listed in LES stuff, but XP11 engine model was changed not long ago and v1.5.1 has the old XP engine data so half a chance you'll hit temperature limits anyway. Power circa 60-70% Trq / ITT below 850 on the climb/cruise seems to work, Descent, whatever is required to stop the overspeed buzzer annoying the crap out of you....