Litjan

It is.

Hi Wayne, some things will only run on the left side screen, that is the weather returns, the coloured height map and the PLAN mode of the FMC. This is unfortunate but will likely stay that way for a while - we may revisit when X-Plane adapts Vulcan. You can certainly display all other modes (VOR/LOC, MAP, CTR MAP, etc) on both sides, just use the EFIS control panel to do that. There is only one FMS computer in the 737, so both screens will always show the same flightplan. Cheers, Jan

In the real plane, the rudder and the nosewheel are linked - so you can´t separately steer them. You could with the tiller, but you are not allowed to touch that unless going very slow (<30 kts). The nosewheel deflects a maximum of 7 degrees with the rudder, so there is really no danger of you "flipping" off the runway. This behaviour is mimicked in X-Plane, as with higher groundspeeds the maximum deflection is washed out to 7 degrees, too. When you encounter crosswind, the rudder deflection and wheel deflection are in the same direction (usually away from the wind to avoid you weathervaning into it), so if you touchdown while "decrabbing" the sense is correct for both (rudder and wheel deflecting to downwind side). Cheers, Jan

Hi, with failures in XP off you won´t have any failures in the 737, either. Unless you bring them about by not handling the systems correctly, like overrevving the engines will get you a EGT overheat, running out of fuel will trigger a low-pressure light for the fuel pumps, etc. Your duct overheat is a good example of that - it is a failure we encountered in the real 737 quite often. There is a small crossfeed from one duct to the other (to augment cockpit heating), and when running one pack the other duct often "overheats" even though it´s respective pack is off. Once you turn it on, the failure triggers. Its also easy to overheat the ducts in manual pack temperature control (no automatic governing) and in situations where it is very cold (and the duct temperature overshoots the limit before the pack valve can react). But as you found out, handling that is not a big deal - and to tell you the truth, most of the time the pilots will not even pull out the abnormal list for these "nuisance" warnings. Cheers, Jan

Its the way real pilots fly!

Errr, no (at least not for the 737 )! Jan

Annunciator brightness is an issue, we have dialed it up as far as X-Plane would let us...the new lighting engine in XP11 is affecting this. That being said, there certainly IS an issue with readability of screens and displays in the real aircraft, too - so XP11 probably has it more realistic than XP10. Cheers, Jan

Hard to say - it depends on the rest of the interior to be updated in 3D. My hope is for 1.3 (there should be a sooner interim bugfix-patch 1.21, though). Cheers, Jan

Hi 777 and thanks for the report. I think we have this one fixed for the next update, it is a case where you append a STAR transition to a flightplan, reared its ugly head a couple times. If you encounter a gizmo-screen pop-up like that, I recommend to reboot gizmo (in flight), you will just need to raise your gear, re-engage the autopilot and re-program the FMS after that. A hassle, but at least you can continue your flight with full functionality. Cheers, Jan

I would try to unassign that button and then run again. There are thousands of people running the IXEG 737 and they don´t need to toggle the nosegear to taxi with it...so chances are you can get those results, too . Cheers, Jan

Are you using any other plugins (pushback, etc.)? Make sure that the default X-Plane failures are disabled, maybe your nosewheel steering "failed". Display the raw deflection data for nosewheel steering to help you see whats going on. It is possible to assign the tiller to an unused joystick axis, this may even happen by default. Check that this is not the case, it is a separate axis from "nosewheel steering". Let me know how it goes, Jan

Works for us here at IXEG, too!

Hi Carl, if you are using the "steam gauges" option for the instrument panel, you can use the little button on the thermometer. If you are using the regular version, you would have to resort to using the PROG page 3/3 - which does not work yet :-( Here is a little rule of thumb: Build the difference between your Mach number and .50, then subtract that from the current TAT. Example: Mach 0.74, TAT -15C: 74 - 50 = 24 .... -15 - 24 = -39C I would not expect to see visible icing in the real plane unless +8 > TAT and 0 > SAT > -20 and visibile moisture. Jan

It should! Cheers, Jan

Your gizmo plugin is not running correctly, something went wrong during the install. Please install again and make sure you read the instructions/options during the install process thoroughly. Cheers, Jan

These days, many airlines opt to take off with packs off - this puts less strain on the engines and you can reduce take-off thrust even more. One method is to simply turn off the packs - this will cause the cabin to be not pressurized, which is not a big deal...unless you forget to turn on the packs again. Another disadvantage is that it gets warm in the cabin pretty quick, so I would not do that in the summer or if you expect to wait for take-off clearance more than a few seconds. A second method is to keep the APU running and supply the packs. The engine-anti-ice needs to be on during taxi already if you encounter icing conditions (<10C, moisture) - and you should turn it on for take-off if you expect to enter low clouds with the TAT <10C. Wing anti-ice is only used if you can visibily see icing on the airframe - so you would not turn in on in anticipation of icing. You need to include it in your take-off calculation if you could possibly need it while climbing out to a safe altitude, though. It does not work on the ground anyway - you could turn it on already, then the valve would open up on lift-off. Jan

mmerelles is correct. The 22.0% is a default setting - the FMS has no way of knowing the actual CG (some other aircraft attempt to find it by measuring strut compression), so you have to enter it manually. Well, you don´t have to - the FMS does nothing but calculate your trim for you...which you already have on the ground service menu. What´s important is that you set the correct trim on the trim wheel. Cheers, Jan

That is correct - the calculated V1 should be safe. Vmcg for the 737 is usually not higher than ca.115 kts. Of course a pilot needs to be able to handle an engine failure at lower speeds, too - but you need to be extremely fast to avoid running off the runway if an engine fails at low speeds (20-50 kts), especially on a wet runway. Then again, running into the grass at that speed is not catastrophic... Jan

Hi Charles, make sure that your reaction is correct in dependence to V1. If your engine fails below V1, you must immediately retard the live engine to idle. Speeds below V1 are also below Vmcg (minimum control ground) most of the time - at this speed it is impossible to keep the aircraft going straight with one engine at full power. If you are above V1, you can continue - but you must make sure to stay at that speed or higher to have enough authority on the ground to keep going straight. In the air you must be abvoe V2 (as this ensures speed > Vmca) so you can control the yaw with rudder and some bank. If you have additional crosswind and the runway is wet or even icy, you may be unable to control direction even at V1 - but this condition is not taken into account when doing the takeoff calculation. I agree that the onset of yaw is pretty fast in X-Plane - compounded by the fact that you have no "yaw sensation" to alert you - in the real plane kicking the correct rudder is almost instantaneous, almost like moving the handlebars when riding a bike. Like a reflex. Cheers, Jan

Hi richie, no idea, really - especially if the other aircraft work fine. I would suggest outputting the values for the brakes and nosewheel deflection to the screen (in numerical values) so you can see what is going on. Another remote possibility may be that you experience a "brake failure" with X-Plane´s native failures? Cheers, Jan

Glad you like it, wain! For capturing the ILS you need to keep in mind that you need to both arm the APP mode (GS and LOC in white), set the correct ILS frequency and also dial in the correct localizer heading on the CRS selector that is related to the side that you tuned the ILS on (L or R). Also be aware that you must capture the LOC (green) first before the GS can be captured. You can theoretically descend in VNAV on a "virtual glideslope", for this to work you MUST "dial away" (select something else) on the ALT window, otherwise VNAV won´t leave that altitude. Jan

Hi John, happy you got rid of the crashes. The VNAV descent not working correctly in many cases is a known issue and there are plenty of threads here regarding the problem. In a nutshell: The VNAV descent works only for very straightforward descents without any restrictions. In most cases I recommend to fly the desired approach path with other basic autopilot modes and do a manual descent calculation, there are examples on how to do that in the enclosed instruction. We are working on improving VNAV, and while this should not be an excuse for VNAV not working, I like to mention that only a small fraction of descents in the real airplane are flown in VNAV. Cheers, Jan

In the real aircraft there is no nosewheel steering at all without A hydraulics. I think the rudderpedals still working is a X-Plane limitation we did not code around. The rudder pedals still work the rudder, which will also steer, dependent on airspeed. You can still taxi without the nosewheel steering, just use differential braking - but it´s a PITA and I would not do it in real life, well maybe to vacate the runway on a high-speed turnoff. Jan

There is a folder "documentation" in your aircraft folder, it holds all the mentionend information (and links to the tutorial videos). Jan

Hi Matthew, yes, you can save and recall routes, check out the enclosed instructions for how to do that. The autobrakes should work - just make sure that they don´t get disengaged by applying manual braking. Look for the autobrake disengage light to show this. The battery life is pretty realistic. It should give you about 30 minutes of life, including one APU start attempt. Charging the battery takes a long time. Using correct procedures battery life should never be a problem, and you should also never hear the "warning sound" (which means that either the IRS is running on battery power only or that the avionics fan has not airflow. Check out the enclosed instructions on how to do a proper cold+dark startup. Cheers, Jan