aljaz41

Jan, I had no idea that the FMS was on the MEL so I'd like to ask you a question. There's been a movement towards more and more RNAV operations in recent years if I'm not mistaken. Things like RNAV departure and arrival procedures with some airports (I believe Austria is quite famous for that?) completely abandoning conventional SIDs and STARs which means you need an RNAV capable equipment on board. Free Route Airspaces have also seem to be appearing but that I find it easier to manage with the IXEG 737. I'm wondering, if you're left without an FMS and assuming the ATC doesn't want to help you (or you get a radio failure on top of everything), what would you do? How would you fly an arrival at an airport like Salzburg for example?

Check out this thread: The project is still in development as it seems. They are in the phase of redesigning FMC which will use the new XP1100 dataset. This will allow for better/easier progress performance predictions, holding calculations and so on. Basically the things many of us have been eagerly awaiting will now have the foundation to be built on. It does seem that the team has a lot of real life obligations though, so we must be patient and understanding of the fact.

I too was pleasantly surprised with Tom's post. In the latest update he talks about the succsessful implementation of XP1100 database format into the new FMC. Does anyone know if XP10 supports this or does it mean I would have to upgrade my X-Plane?

I don't doubt it's been a hard year for everyone involved in the project but thank you so much for your work guys! I'm really looing forward to it.

Excelent job Tom! Looks like you had lots of fun flying this tour. I noticed you are using some fancy app or something to track your flights? Do you mind sharing what it is exactly?

Well I'm thinking of doing around Africa IFR tour. Seems like a nice tour with most likely amazing scenery.

It's the 25 kHz increment that's causing this. There are four values before 0.x changes (for example 118.0, 118.025, 118.05, 118.075, 119.0). It's just rounded up.

I am doing the tutorial flight 4 (full flight with FMS) and I got to the point of entering the route into the FMC. I've followed the tutorial but strangely I do not get the expected behaviour. As can be seen from the attached pictures, up to the point of the SID BODRU 6A being entered everything looks fine. However, as I enter the first airway and the TO waypoint, the FMC now shows that the SID ends with AMIRO. The LEGS page stays the way they should, however.

Classics don't have INS, they do however have IRS. So you shouldn't include I in the FP. My guess would be the following: D F G H L O R S V W I'm looking forward to soemone explaining this a little bit better, especially what should be included in the remarks under NAV/ and PBN/

Thanks @tkyler. I found another problem regarding LNAV but in this case the waypoints aren't that close together. Departing LJLJ runway 12 and following either BERTA 2D or GIMIX 2D which both require a right turn after MG to intercept QDR 177. However, after passing MG the plane initiates a right turn but it never levels off on a 177 track. Instead it maintains right bank, doing 360s. I assume these two problems are not related but of course I might be wrong.

Jan posted an answer about this same thing a few months ago int this topic. Basically the flight model is the same because the difference it makes is negligible.

I was on a trip to Czech Republic for the past few days and when I saw the title of this topic I thought to myself "Are you serious? Really? Now?". It was kind of funny to check the forum at least a couple of times a day and not to see the announcement and then here I see it while traveling. I'm glad that it is on the finish line at last and congratulations to the team for the result of a hard work.

One question for Jan. Since the air speed tape on the EADI doesn't have flap speed bugs, do you have to memorize the required speed for all the flaps settings by heart or do you glance down at the FMC or is it that there's a cheat sheet table in the cockpit somewhere?

I will mostly use analog, although this is subject to change when I actually get the aircraft . But looking at the pictures, analog gauges somehow make me feel a little bit closer to the "steam gauge" era and thus a little further away from the automation.

Would have been much simpler But hey, kudos to you guys for your thorough testing, looking forward to trying it myself.

Then why are the gear indication lights red Great job guys and thanks for the picture.

I've heard the reason why there are stripes on the tips is because spotting a damaged propeller blade tip is much easier that way.

Which version of the FMC are you implementing? I'm curious becuase the picture from the manual Michael posted is valid for versions from U1 to U6 and searching through google I also found an online shop where these manuals can be purchased from, which I actually might do.

I was secretly hoping for the Concorde, too, and one of the big teams in flight sim world to decide and make one for the X-Plane. The system complexity and the nature of flying this aircraft have always fascinated me, truly an engineering marvel. I imagine it would take a lot of effort to make but an unimaginable joy to fly. Of course if such a project is out of the IXEG scope, certainly an MD-11 shouldn't be Ok, first let's wait for the 737-300 and remain busy with it for a while, but a long haul aircraft would make a good complement to it.

Those up and down arrows can be found on an MD-11 as well. My reasoning was that you can imagine the flight plan as being written on a paper and you move a paper up to see what's bellow. So here you have it .

Take a look at this topic about AIRAC. Basicaly, it'll be Aerosoft database, although the Navigraph isn't completely ruled out.

A question out of curiosity. Some SIDs in the UK have an initial climb restriction of 5000 ft and due to the airspace around them that can go on for quite some time (even tens of miles), but the ATC can of course allow you to climb higher regardless. How is this thing dealt with in the real world? In the NG all you have to do is just dial in a given altitude in the MCP and press the ALT INTV a few times untill you clear all of the restrictions and the VNAV continues the climb. But without it, would you just go ahead and manualy delete the alt constraints of five waypoints or so or is there another trick you guys use?

I understand your decisions but I'm still a little bit confused. What you are talking is that we won't be able to enter the holdings, right? But this means that flying the holdings will still be possible? So if a missed approach procedure has a holding pattern at the end of it and I use heading mode to bring the aircraft on the proper inbound course for the direct entry, will it then be able to fly the hold by itself?

I love you all guys. Firstly, the IXEG team for making this extraordinary simulation of the 737 in the X-plane and secondly, you guys for finding the manuals so we will be able to understand and fly this aircraft as close as possible to the way the real crews do. It's like a giant puzzle coming together.

When the winglets are selected, is there any change in the performance of the aircraft and in the calculations of the FMS like the progress and alike?