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...and for updating the 'last working XP11 version to similar behavior in XP12?....neither will we....we've said it many times and this is not in debate. It is a bit more of a process because XP12 has changed quite a bit with regards to engine and systems, which means we have to audit everything and surgicaly remove code that clashes with XP12 functionality...and we put in a LOT of customization. As far as a discussion of charging a fee relative to "when its finished"., too subjective......I have enough statistical evidence that says to me that a lot of folks have really enjoyed the 737 for a lot longer than the price of a 2 hour anniversary dinner...(for newlyweds anyhow). To those who would argue about 'unsimulated things', all I'm going to say is Pffff. I've been a software 'consumer' for over 40 years, and not casually, I make my living from using software, 100s of titles over the years....and this stuff is always evolving, always changing...LOTS of software is missing things. I use what I can, enjoy the good parts, don't buy what I don't like and everybody has the same choice here...we're not hiding anything. I could easily argue that a lot of products lack "immersion", realistic lighting....or decent sounds. The flight sim dev community isn't like it was. Its more saturated, the bar is higher and the detail we have to put in is a heck of a lot more than PMDG had to in its early days when it had a monopoly on the airliner market. So what would we charge for? ...I can't say, but its true we have no incentive to keep on working for free in perpetuity. Have you noticed how everything is moving to the subscription model? There's a reason for that...and guess what, I have at least 8 software subscriptions...every month/quarter....how would you guys like that? (hint, you wouldn't). If we charge for any update, its fair to say that it would have to justify the deliverable for a majority of customers (cause it'll never be all). Probably....thinking off the top of my head...., includes more variants, the FMS more complete, animated everything, more robust failure interactions, etc...stuff like that. AND it wouldn't be a full price upgrade either, I never like that idea. So...feel free to discuss as much as you like, but I just wanted to throw out some of my thoughts for folks who haven't gotten to know me over the years through other posts. TK

I do not agree to pay for an upgrade because during the lifetime of XP11 the IXEG 737 was abandoned. Even the doors of the aircraft do not open to this day. If it was a product that had received a lot of updates in the XP11 period I wouldn't bother paying for an XP12 upgrade. The right thing would be to upgrade the 737-300 free of charge and then sell the 400 and 500 versions as DLC. Or raise the value of the 737 package for new buyers with the 400 and 500 variants. I don't want to fight. I just want to demonstrate my point of view. I wish you success.

The boys sent me some more today

If this is such a huge focus for you (you've mentioned doors multiple times now), you were never really the target customer for IXEG anyhow. Hate to say that, but it's true.

In general, if it means the difference between an indie developer continually investing in their products or not, I would definitely take the subscription. But it seems I may be in the minority there.

I assume you havnt watched all the interviews, The biggest thing is lighting and every plane addon will need that upgraded, Not so simple, than there is the N1 N2 on jets, thats changes an engine rewrite. Would you upgrade someone 20 year old car for free. Happy at any price.

Guys I updated with new AMD driver release (ver. 22.8.2) and the problem is resolved !!

Every operation will be somewhat different of course.... Once we complete the last leg of the day and the shutdown check is complete, one of us is immediately getting up out of the seat to open the cabin door and go verify chocks are in place, the nose doors are opened, and 5 pins are inserted. Of course if our last leg is a passenger leg - they are disembarked first. One pilot typically stays with them for the walk to the vehicles or the FBO - while the other pilot heads to the interior of the baggage compartment to pass the bags to line crew. That pilot then comes through the cabin to check for forgotten personal items - concluding with a thumbs up to the pilot adjacent the vehicles. If they walked inside - typically a text is sent between pilots that the cabin is clear (or isn't). At this point the pilot with the airplane will coordinate with the line crew re: required services - verifying chocks are in place - then retrieving the pins and inserting them. Different operations have different philosophies/standards regarding nose doors opened or closed. At our home base - we will always open the doors and insert 5 pins. Away from home while on the road we can exercise discretion to leave them closed. In a location with security concerns, or if there are any concerns regarding tugs, line crew, etc - we may elect to go with 3 pins and leave the doors closed. I'd say in our operation the doors are left open with 5 pins the majority of the time. Under no circumstance will we leave the nose doors open without inserting the 2 additional pins. Once pins are inserted and we're both back on the jet - it's time to start cleaning up and preparing for the next flight. Garbage is gathered, old coffee is dumped, drinks in the drawer with paper labels are removed from the ice bins - leftover catering is emptied from the chiller and either given to line crew as trash, as a gift, or to be stored in the FBO fridge. If the cabin needs to be vacuumed - we vacuum while power is still on. Tables and surfaces are cleaned at this point, seatbelts are cleaned and put back into presentation , the sinks and lav are cleaned and while this is happening - line crew is probably performing the lav service. Dishes and linens are given to line service as well. We like to keep power on until all of that is finished so we can check the lav - that enough (hopefully clean) water has been put back in and its back to smelling/looking fresh. We also have to restock from the storage drawers in back. Things like snacks, drinks, chips etc - all have to be replenished. If 15 minutes has gone by - one pilot is checking/servicing the oils in the utility bay. If temps will dip towards or below freezing - we purge the potable water system. This is often done at TOD depending on circumstances to avoid dumping 10 gallons of potable water on an FBO ramp which will turn into an iceberg. Water lines must be purged on the ground which is similar to prepping a recreational vehicle or boat for winter storage , minus the antifreeze, although there's different techniques there too. Sometimes during all of this we may also fuel for the next day's flight - circumstances of course dictate when we would do this as there are considerations to keep in mind leaving the jet with a lot of fuel. We also will consolidate crew baggage and put it in the baggage door opening in preps for offloading. We ensure the garbage, catering, fridge items, etc - are indeed all off. The parking brake at this point has probably long been released since chocks were verified - and the signs put in the cockpit windows indicating the jet is safe to tow. We verify one of us has recorded the 'numbers' from the FMS for the trip paperwork. (OFF/ON/FLIGHT times and OUT/IN Fuel) Suction cupped iPad mounts are removed from the windows, the Sentry is verified as off and packed up so it can be charged at the hotel if needed. If it was a night flight and next flight is day, and we're about to secure the airplane - lights will be brought back to a daytime config (full bright). If it's a hot and sunny location - cabin window shades are closed and cockpit reflective covers are put in place. We also have a pin to secure the emergency exit in the cabin that gets inserted. At this point we verify requested services have been received/completed and we check with the other crewmember or crewmembers that they are done with cabin power. From here one of us typically runs the securing checklist and shuts down the APU. But we aren't done yet. Our bags get unloaded at this point and we build our 'pile'. All external panels are locked. A thorough post flight walk-around is completed, typically by both of us. Covers are put on all 3 pitots, both ice detectors, the AOA cone and both AOA vanes. Both batteries are disconnected. Whichever pilot didn't do the cockpit securing - must 'check switches' to make sure all is where it should be. Now it is finally time to make sure everyone is 'done inside' and the door gets closed/locked - and now - we can walk into the FBO, or to our rental car which has been brought planeside. We check in at the CSR desk regardless - providing contact info, verifying the schedule and services requested. This is a great time to make sure we go over the 'stuff in the fridge, the lav service, hangar arrangements, etc etc'. Only after this is all done do we leave the airport and head to the hotel where the trip PIC does 'the paperwork' which in our operation is electronic and must be submitted in a reasonable amount of time after the flight. At home base our operation has a cleaning service that will take care of many of the above tasks, and since another leg often isn't happening the next day - we're off the airplane pretty quickly. Hope this helps understand some of the things that go into this side of the business. On an international arrival after a long day mid-trip- it wouldn't be uncommon for the crew to take 30-45 minutes to do all of the above correctly.

A few more for today

I don't know if this has been reported as a "wishlist" item. When the FO states Flaps.... (brief pause) 20... but the flaps are still coming down. Ideally, in the real world, it's a 2 pilot verification procedure-, FO calls flaps XX (selected)..... when it indicates 20, the CA states: "20 set/checked" Can we have our Hot Start automated FO wait for the flaps to reach 20 before stating 20? And/or add the ability to manually "check" the item like other checklist items?