Litjan

If you could capture a video of that I would be really interested to see it! Thanks, Jan

Hi Tim, that is really weird. VNAV can not turn itself on, really, and it can´t be "armed" either (unlike in the NG). So I have really no idea what went wrong there. We have the whole VNAV code slated for a complete makeover in the next few months, and this will likely cure whatever brought this phenomenon about. But for now rest assured that you did nothing wrong and probably just hit a weird quirk in our code. Cheers, Jan Edit: If you see the FMA column (on the very left) cycle during VNAV use (i.e. RETARD, IDLE, FMC SPD,...) this is normal behaviour during VNAV usage.

Hi Jens, you are right, the 28V DC Bus 2 should still be powered through TR3. I will investigate that with Tom. Thanks for checking so thoroughly, Jan

Thank you for the report! It will be helpful to stop these in the future! Cheers, Jan

Hi Carl, I think it´s simply a question of cost-effectiveness for the desired role. Two IRS units will also allow "averaging" of the position. In fact the FMC position is an average of all available positions, with a bias (in descending order) towards the GPS, the DME-DME, the LOC, IRS info and also VOR radial information. The classic was never ment to fly over the oceans or other remote areas and IRS units are crazy expensive... Jan

Hi Carl, there is a series of sensors that provide updates to the FMC position. The basis is the IRS mix position, but it will be updated by the GPS (which is the top priority), also the tuned LOC receiver (lateral update) and two scanning DME receivers that the FMC will autotune (indepenent of the VHF Nav receivers) to update the FMC position. The FMC will estimate it´s own accuracy (ANP) and throw an UNABLE RNP warning if ANP > RNP. We do not model deteriorating ANP, though - because we always assume that the GPS is available (which in reality mostly is). Jan

Please check which light is triggering the "Overhead" master caution. My money is on the OFF SCHED DESC light - this means that you have not reached your cruising altitude as set on the FLT ALT selector on the cabin control panel. Cheers, Jan

Hi MagicMandi, the position, direction, cone and intensity of the airplane´s exterior lights are controlled in the .acf (aircraft) file - this is correct. We believe that we have the lights "just right" - based on my 25 years (10 of those in 737´s) experience in flying jet airliners. Most of the default aircraft in X-Plane have lights that are too bright. The taxi-light´s purpose is not "see where you go" - it´s more "be seen when you go". You can also spot obstacles on the taxiway, but not out very far. The light is not intended to illuminate the taxiway. The reflections are not part of the flight-model, as they do not influence the way the airplane flies. The cockpit display reflections in XP11 are a new property (as far as I know), so we can not apply them to the XP10 model. We do, however, already have a makeshift reflection in place for the XP10 version. Cheers, Jan

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That is correct, good catch! Thanks, Jan Edit: And fixed for next patch.

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Hi jojo, We have a bug where the gear sound is actually connected to the lever - not the gear position... I hope that I will get some dev-time to fix it for one of the next versions, but it is fairly low priority because in "normal" operation you will not notice. I think we may also have coded the gear to only deploy manually when the gear lever is in OFF - so it won´t deploy when the lever is down...and when you move it to "UP" it will pass through the "OFF" setting, which drops the gear, then. We may revisit this in the future, too. Thanks for your report, Jan

I am unsure what your problem really is. I see these values on my system with XP10 and XP11. Oil pressure is certainly well above the red mark, and when I advance thrust for take-off power, it is well out of the yellow range as well. If you don´t see this on your system, you may not have set up the plane in XP11 to work correctly (a tweak to the .acf file is needed). If you are not getting oil pressure above the red limit check for a failure in the X-Plane failure menu - not sure if there is a failure like that, though. Jan

Hi "jolmos", The hydraulic system is not indicated on the gauges you show. The gauges depicted show the engine oil pressure for the engine lubrication system. The limits are: minimum 13psi (above red mark), do not take off with oil pressure in yellow band while take-off power set. Cheers, Jan

The real nosewheel goes full left to right very fast, too - thats why you move the tiller or the pedals slowly and deliberately. It´s easy to knock the flight-attendants out of their shoes when taxiing carelessly, and then be prepared to go hungry and without coffee for a few days... Jan

The taxi behaviour over 3 kts groundspeed is unchanged from XP10. Jan

Find the distance and direction, point your nose and push the thrust levers forward!

Hi Oliver, the T/C is calculated when you press the EXEC button - and then it remains static, even if the airplane climbs much better (or worse) than expected. It is rare to reach the top of climb at exactly the precalculated point in the real airplane. Whenever you do a recalculation (like flying direct to a waypoint, entering a new climb speed, etc.) that requires you to hit the EXEC button, the T/C will be recalculated. In the real plane the T/C symbol will also disappear as you fly past it, this does not happen (yet) on our model. Cheers Jan

Thanks for the info - the PROGRESS page is pretty much a work in progress and will be improved and finalized in a future FMS overhaul. Cheers, Jan

Hi and thanks for the video - I think the problem is the turbulence - the PID algorithm may be fooled by the up and down of the airspeed. We did some adjusting for a similiar problem during MACH climb... but will look at this again. In the meantime I would suggest to use FL CHG with MCP SPD instead of MACH - it might track a bit better. Cheers and thanks for your help, Jan

Ok, try to capture a video if it, maybe - or a series of screenshots, so we can see whats going on... Cheers, Jan

Hi David, that is correct. You "could" use the DH window (as many people do it) and set it to "200", for example. This would not be a legally correct procedure, however, as the call "minimums" would sound wheneve the radar altimeter measures "200 feet" - which may not be when the plane is actually 200 feet above the runway threshhold. Imagine there is a steept drop-off or a hill right in front of the runway. For the CATII approaches with it´s 100 feet minimum the terrain in front of the runway is carefully charted and the RA value in the charts is adjusted accordingly (it may be displayed as RA 95, for example). For the CATIIIa the radar alt is always 50 feet, as the plane will be above the runway at that point (and the runway is flat). Jan

There could be a variety of contributing factors, especially descending in MACH speed after passing the normal MACH/SPD switchover altitude. MACH will stay constant, but IAS will rise rapidly while descending (into warmer air)... Jan

Thanks, Tim!

mfor is right. If you shoot a non-precision or CAT I ILS approach, the callout "minimums" will (should) come from the pilot not flying/pilot monitoring. If you shoot a low-visibility precision approach CAT II/IIIa the minimum will come from the set DH. Jan