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So....good example of why this port to XP12 is a pain. ..and this is just one of a lot. Went over this for a long while yesterday and just had trouble trying to code around it. Took it directly to Laminar and sure enough, the acceleration ramp between lightoff and idle is simply inaccurate. The acceleration curve shape between lightoff and idle is hard coded and not tweakable via PM. Below is the N2 ramp for the default 738 (which has the same problem). This is Laminar's own data of N2 vs. time (but my overlay comments). You can see the very rapid rise of N2 after lightoff...getting to within 80% of idle in a few seconds. So you may ask, "well why don't you custom code it"...and we do to some extent, but there is a limit. Some parameters, if we decide to override, means its all or nothing. So if we "override the engines" for example..then we have to write the entire engine model for all regimes and that is almost a product in and of itself. Besides, Laminar's model is mature and pretty good...no need to reinvent the wheel.....to me this is simply a "plane-maker design issue" oversight. A 'coefficient' should have been provided (and is what I'm lobbying for) to shape this curve...like a lot of curves in PM can be shaped. The good news is its official, we're filing a ticket to Austin. Also good news (but not perfect) is I've coded a workaround for the next patch to get us through.....because I'm sure it'll be some time before the next update to XP comes out with this fix. The limitation on my patch will be "don't mess with a running engine while the other one is starting". If you do, then the starting engine will exhibit this "rapid rise" behavior somewhat. ...but many folks may not notice it. and these kinds of sweeping modeling changes are all over the place, and have really wreaked havoc with the accuracy of our performance. BUT....we're working on that too now. TK

This isnt' the kind of thing I'd normally throw out there....I don't like excuses, but there is some behind the scenes info on whats going on time wise. ...and I know how hard the team is working despite the circumstances. We had planned the release earlier, when everyone was avail to support, but my elderly mother had a AAA (Aortic aneurism) a short while ago and I had to bolt out of town for the emergency, and this delayed the release. I don't want sympathies or well wishes here or in PMs, please keep those to yourself.....that's not what this post is for. This delay pushed the release back a bit.....to this weekend where some of our team are out of town (one out of country) for events with their families they scheduled months ago...and unable to work efficiently as they'd like. They're trying the best they can..and we're trying to get back together as fast as possible so we can get on with the business of improving the IXEG. We'll be hitting this hard tomorrow as well. We are fully committed to getting everyone up and running. This post is simply to let folks know that "life happened" to us these past few weeks and we're not just ignoring folks or don't care, or have lowered our standards. With all that said, I'll be hammering away all week on the things I can control. The other team members will continue as well and we'll be running on all cylinders again very shortly. TomK

This is a new feature to improve airflow in the cabin on flights where they serve beans or peas!

Thanks for the update. Some wear-in is expected with every release. No worries. Appreciate that you guys have been on here, keeping us updated. For me that is the most important. Bugs will sort themselves eventually. IXEG was my first payware back in 2017 and I'm grateful that it is being given a new lease on life in XP12

Please do so - it is what I have used to tune performance ;-) I agree on the ground effect thing - it does strike us seemingly more than the default 737-800, might be a geometry thing. If I make the nose more "heavy" on rotation you would be unable to pull it past 10 degrees until out of the ground effect - the landings one can get used to, but you need to be ready for the nose wanting to drop (more than on the real aircraft). I might take this up with Austin, but got him busy on the N2 acceleration during engine start for now ;-) Try taxiing again on a verifiably flat area - I find that even a bit of slope plays a huge role. The 737 starts rolling on my side at idle power up to 50 tons of weight, as it should. Cheers, Jan

I understand and respect your perspective. Pricing and upgrade strategies are always a challenging balance between covering development costs and keeping customers satisfied. We’ve based our decisions on years of data and experience in the market. There will always be a range of opinions, but we feel we’ve struck a reasonable balance. We believe in maintaining transparency and good intentions with our customer base, but our stance on this matter remains unchanged. Thank you for your feedback and for being a valued customer. We're more than confident the updates ahead will get much love, and for that we're excited to have you on the journey with us.

The installer not that simple, it uninstalls the previous ver than installs the newer one, i assume that is to ensure a clean update.

FYI @Pils....this release really is 'foundational' with an eye on moving forward. Indeed we've had to strip out a few things to make way for more remodeling. Part of our roadmap is to not only focus on the aircraft proper, but also develop more informational resources, i.e. a web-based documentation system to augment the written stuff, similar to the MU2....so there will be an 'IXEG website' where we can put out this kind of information, documentation and other value added content for users to access. NOW...will folks read the stuff we provide then? who knows but we're going to be putting it out there anyhow. TomK

A link for those who many not have seen it. http://togasim.com/ixeg_15_whatsnew/

Hi All - after 2 full flights, I have encountered the problem both times of extreme porpoising when engaging either VS or FLCH during descent. VNAV descent is still not what it should be. Has anyone else encountered this problem? That is the main problem I'm having....other than that, it's good to have her in XP12. Also, looking forward to improvements/bug fixes listed, and being able to load the plane and get CG from the menu, and NOT to have to use XP's W&B menu! Thanks for bringing this bird to XP12! Jim

Folder name is different. You must install it in a folder that is labeled plus.

You are suffering from the Level-2 check failed syndrome. We are working on a fix, stay tuned for further news (hopefully soon!).

Not yet. Some of the team are currently traveling home today. For those wondering why they're out of town on a release weekend, please see the follow....and accept our apologies while we work to correct this asap.

Hello Jan! I pretty sure I'm in this case, thank's a lot for your answer! Cheers Pat

I can not WAIT to get there! Me and the wife used to live in a seaside town with lots of "snowbirds", folks who'd come down for the winter and drive horribly slow. I said then, " I can't wait till I can do that and enjoy it" TK

Hi, yes I have found the email and used it to receive my discount code, thanks...

This one. And a bit of (c). Technically it’s a new purchase of the “Plus” product, with a substantial discount. If you didn’t receive a discount code in your email (check spam/junk), then you can email x-aviation support to obtain it.

OK. I'll wait. "pensioners got lots of time" . Old saying in South Africa: "Pensioners are not necessarily bad drivers. They just got lots of time". At 74 started way back in the 1990's on flight sim. A 7" floppy disk back then.

Yes it will, though we will probably continue to provide the one avail now in parallel. So you'd have two ACF files...where the only difference will be the exterior objects. I expect we'll paint up the same liveries we do now, in high rez form, but of course new ones will have to be created for other liveries. This is probably annoying for "livery consumers" and great news for "livery painters" -Tom

Ah, forget the scenery plugins, I'll test these later, now in a flight

Yes, you are - I heard that 99% of all people that did not get an email have unsubscribed from getting emails from X-Aviation, in that case you will have to file a support ticket to trigger sending of the email. Cheers, Jan

Here is my log without other plugins, still see the M on wrong side LogIXEGM.txt

X-Aviation have their own ways of doing things. The developers won’t be getting involved with SkunksCrafts to use theirs.

https://www.x-plane.com/kb/using-x-plane-11-addons-with-x-plane-12-on-mac-systems/

Thx for posting. Sorry that happend to you! I've logged this. These errors get the highest priority so I'll be looking at it quick. We're going to be working towards a quick first patch. TomK

Indeed! Thx for sharing. Tom

This really does pain all of us and we are anxious to get you and everyone else going. I hope you can take heart that we plan to keep working on the classic for a long while. -TK

Currently, there seems to be a Level 2 failure affecting a small portion of our users. We’re actively investigating the root cause and are committed to resolving it as soon as possible. Your patience is appreciated, and we will keep our users updated with any developments on this issue. There is nothing you can personally do to fix this. We apologize and thank you for your understanding.

It's quite intriguing to observe the range of opinions and interpretations surrounding the release and uptake of X-Plane versions. To set the record straight, X-Plane 12 has seen the most substantial sales of any X-Plane release that Laminar has ever put out. Although I'm unable to share specific numbers, it's essential to base opinions on factual data. Contrary to some perceptions, X-Plane 11 is largely considered by many in the industry as a platform that has seen its prime. The vast majority of the market has transitioned to X-Plane 12.

Funny thing other 737 pilot didnt draw all the same conclusions, as for q8 pilot, he didnt bother to read anything if he had, he would have given better review knowing where it was at. I like his videos but he is consistent in his lack of research.

I believe so - I always have it on "Engines running", just to make sure ;-)

Closing this topic. Starting to spend too much time reading the same reports. We have a good idea what the issue is. thank you all for your reports. -Tom

You guys ARE using the IXEG preferences menu to set up the sounds, right?

Hi John, we are in the transition to a better load&trim page - for now please use the default X-Plane weight and balance menu. Unfortunately the default X-Plane menu does not detail the zero fuel weight, but if you just read off the "Gross Weight" and then enter this into the 737´s FMS, the PERF page will do the calculation for you and the ZFW will appear. Hope this helped, Jan

Confirmed and logged. Thx gents. -tk

The Immortal Douglas DC-3 (historynet.com)

Ok, I played around with this a bit. The box indeed calculates a veeeeery long and shallow climb up to FL410 to eventually reach that level as soon as it is attainable based on the predicted GW with the expected fuel burn-off. In my extreme test case, FL410 was basically reached shortly before TOD on a transatlantic route. The FMS does complain if a too high altitude is put in too early, which is what I had expected: I got how this works now. Thanks!

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!