Litjan

He is not...anymore.

You are totally right, of course - and that is why we will have a full compatibility patch for XP11 "soon". And your intention with attaching the .acf file here was ment well, I know - but we would rather not have this sort of thing in the "official" support forum, for two reasons: 1.) People downloading it will assume that it is an official "patch" or whatever. No matter what kind of disclaimer you put up, some people have a hard time reading what they don´t really want to acknowledge. 2.) All the files that you have in your X-Aviation/IXEG737 folder are copyrighted and can´t be shared without written consent. Cheers, Jan

No, these fixes require a change in the .acf file - and then the plane would not work well in XP10, anymore. Cheers, Jan

Hi, I am glad someone is finally digging a bit deeper into the systems that we spent so much time on!! You are right, both start valves should be powered by the Battery Bus. However the pneumatic isolation valve is powered by 115VAC XFER bus 1 - and the external air is connected on the right side of it. So what you MAY be seeing is the isolation valve opening with the application of power to it - allowing air to rush across to engine number 1. Then again, we may have a bug - to test my theory try again with the APU supplying bleed air, it is supplying the left side of the pneumatic system. Cheers, Jan

I know that this is certainly on our minds, but can´t really make any predictions to when and how. Definitely considering it, though! Jan

Look in that other thread: http://forums.x-pilot.com/forums/topic/13031-take-command-ixeg-737-classic-v11-update-released/#comment-120301 Cheers, Jan

Yeah, don´t get me wrong, I also want the FMS to be able to do programmable holds - it just wasn´t possible to get that done for 1.1. The dev-time we got on FMS was devoted to fixing what is already there and to make things more stable. The holds are definitely up very high on the to-do-list and will most certainly be done for the next patch (after the XP11 compatibility patch). For now, here is how you can do "manual" holds without too much of a hassle: Use the FIX page to enter the relevant fix. Add the inbound course as a radial. You can also use enter a distance to give you a cue when to turn back in (1 min outbound at holding speed is roughly 5NM). Now use HDG SEL to fly the hold you manually drew onto the EHSI map. No need for timing, WCA calculation, etc.It won´t be as precise as a computed hold in LNAV, but this will certainly keep you in the holding area and the controllers off your back... Note that the radials shown on the FIX page will be correct for 1.1, there was an error (magnetic variation) before. Cheers, Jan

yeah...

No.

Ah, ok - the weather radar takes it´s cues from the X-Plane default weather (showing rain where there is rain), so there may be an incompatibility there. Not sure we can/will adress that, but will certainly take a look. Jan

With "good" being the operative word here, this pretty much rules out X-Plane´s default AI traffic (for now). I would look at an online ATC service like VATSIM, IVAO or PilotEdge. Cheers, Jan

A few questions came up and I will try to clarify things a bit: In the default setup, gizmo will pop a little screen every time you start it up. It will ask you to refresh your license, so it loads you up with a full two weeks of "possible offline use". We do this so no one can say that "gizmo phones home behind my back without me ok ´ing it". If this bothers you, you can opt out of this "automatic refresh on startup" (go to the preferences box). Gizmo will then count down your two weeks silently, and ones it runs down, a window pops up and asks you to refresh your two weeks. This is exactly the same process that would happen every time you start up if you hadn´t opted out. The third option is to bring up the refresh box yourself and trigger it manually (if you opted out but plan on going on a trip without internet access, for example). Once your two week timer runs out, the box pops up - and you need to be online to refresh it. If you aren´t you can´t use the program until you are online and can validate again. This is exactly how X-Plane (digital version) does it, too. If there is strong demand to do ALL of this without bothering you (i.e. phone home to refresh silently), it may be possible to add an option for that to the preferences menu. Just let us know. Cheers, Jan

It´s definitely something we want - so it´s not a question of "if" but "when". Cheers, Jan

Sorry, "ferry flight" for a bit longer... Cheers, Jan

No idea, I don´t have xprealistic so I couldn´t say. I was not aware of a problem with x-enviro along with the vortices in XP10, and no effort was made to fix anything in that regard. The weather radar of a 737-300 does not show turbulence. Cheers, Jan

No VNAV work for this patch, unfortunately. We are aware for the need of it but could not allocate the time to really fix this, as we intend to rework the code from the ground up to make it really good (no band-aid patches). Jan

I don´t think adjustements for liveries are needed, they should still work. No fix for the drag problem - if we would fix this for XP11 it would be messed up for XP10. So this will need to wait until the full compatibility patch. Jan

Hi Tom, excellent post and all your observations were spot on! The reason for flaps 15 is the ability to fly a missed approach with flaps 15 without having to use the alternate system (electric engine) to retract the flaps during the go-around. Also interesting may be the fact that you had 10% of quantity remaining in the B system - this is due to the intricate "standpipe" design of the hydraulic supply lines in the hydraulic reservoir. If you have a rupture in the engine-driven-pump circuit (most likely due to engine failures), this highest standpipe will only drain so much fluid overboard, with enough remaining for the electrically driven pump. Should there be a rupture in that system (as in your case), the fluid will drain to the lower standpipe - with enough remaining (ca. 10%) to supply the automatic slat system via the PTU, should the need arise (stall while at flaps 1-5). In a real airliner you would probably divert to the nearest suitable airfield with declaring emergency, after all you are out of redundancy (the standby hydraulic system doesn´t really count) - but in a simulator it is acceptable to continue, of course . But you can see that even loosing half of the hydraulics is pretty much a "non event", piloting wise. You land with flaps 15 and are limited to CAT1 - legally. Plus there is a startle if it happens while you are on autopilot B, which will disconnect with the warble. Technically you could still do an autoland with a single autopilot and the flaps extended via the alternate system to 30 or 40. This would fall under the "emergency authority" of the Captain, and would only be done in very dire circumstances (inability to reach an alternate airfield with CATII or III weather prevalent). Cheers, Jan

No estimate. Jan

Hi, Tom and crisk are right - I believe it will work much better with 1.1 - as you can see in Tom´s picturese (he is running the 1.1 beta). Cheers, Jan

I would bet that this one is fixed in 1.1 - so lets check again once it is life (no, don´t know when :-((( ) and see... Thanks for reporting, Jan

Thanks for contributing to this great community of Classic pilots!

Yes. No, really - you are doing something wrong but it is impossible to determine what exactly from your post. I suggest watching the tutorials on autopilot and VNAV use. Note that VNAV predictions on descent are not calculated correctly in many cases for now (we plan to improve that in the future) - but for climb and cruise it should work ok. You say that you can´t activate speed intervention in descent - but speed intervention is not installed in this aircraft, in fact there is not even a button for it in the cockpit. This confuses me....are you sure you are using our plane and X-Plane? Cheers, Jan

And another one to wet your appetite. Work continues to get the patch out as soon as possible! Cheers, Jan

Hi Jens, I looked at the procedure myself (didn´t even know it existed) and I really don´t see why the Auto mode should trip when the outflow valve moves from close to open after moving the FLT/GRD switch to flight. The plane isn´t pressurized in the first place (packs are off), so opening and closing the outflow valve would cause zero change in the cabin pressure and therefore no "excessive rate" signal to the controller. That being said I must also add that we don´t model the cabin pressure controller down to the last diode, so it is quite possible that there are some test modes or fault detection logics that we don´t model. Thanks for the feedback, Jan