Litjan

...or just watch the tutorials I made for this plane for exactly this purpose

...and if all of that fails - just use FLCHG to climb! It doesn´t do anything different from VNAV, except that the pilot needs to set the MCP speed window to the speed specified on the CLB page (if you want to climb at that speed). VNAV will get an overhaul in upcoming fixes, and it is likely that you are not doing anything wrong, but that there is a problem with the VNAV calculation (especially if you have altitude restrictions on your departure). Jan

Rumor. There was something wrong with the very first few downloads of 1.1 (some files missing), so X-Aviation sent out an email to those affected. This may have started the "patch" for 1.1 rumor. We are, however, looking at re-instating the hotfix mechanism for "code only" patches, but that is still in the future. Jan

That may have been a result of your last landing...

Hmm, you said that your X-Plane failures menu showed the engine driven fuel pump failed - so you must have had failures enabled. We don´t trigger failures at all. The only other way to trigger failures for our plane (besides the X-Plane default failures) is to use Tom Stian´s great script. Cheers, Jan

Oh, there may not be 32 days in May in the UK. But then again, you guys drive on the wrong side of the road, too...

We may actually leave the cockpit-door thing as it is - as a reminder of the philosphical questions in life. How things can look different from other perspectives. How a door can be open, but at the same time closed. How things are not always what they seem to be...

The engine driven fuel pump is delivering high pressure for the fuel to be injected into the combustion chamber. It is essential for the engine to run. The electric boost pumps are helping to push the fuel from the tanks to the engine, where the engine driven high-pressure pump takes over. The engines will work without the electric boost pumps (the engine pumps will suction feed the fuel), with possible thrust degradation at high power settings or high altitudes (we don´t model that, though). Jan

Weird - are you sure that you are not hitting the 84kts IAS shutoff-value for autothrottle adjustments? If you do a rolling takeoff in a light airplane with strong winds its easy to reach this value of IAS, and the autothrottle will just die right there (as signified by the THR HOLD message). Jan

To my knowledge we never had cabin lighting. Cheers, Jan

Hi Olivier, we have not seen that exact problem - there was an instance reported where TCAS targets get stuck when using online services but we where unable to fix that...I know that Tom Stian has come up with a script that may help, and I think he will post it shortly. We will certainly keep investigating these problems and hopefully provide fixes in a future update so you don´t have to use any workarounds... Cheers, Jan

XPlanePort is right. You need to adjust the low and high idle values in planemaker. Here is how: http://forums.x-pilot.com/forums/topic/12983-ixeg-737-in-x-plane-11-how-to-get-it-work/ The "fixes" made for XP11 were to stop the airplane rolling off in cold+dark (added a small charge to the brake cylinder so the parking brake works) and adjusted our ground-model script so that the plane wouldn´t slide about like on an icy surface at very low speeds. Nothing else. Jan

mmerelles is correct. This may be different on the NG´s (it also is on Airbuses), but when you switch off the battery on the classic, everything goes off (except for the emergency exit lights). It is also impossible to connect the generator breakers or ground power contactor without battery power - if you run down the battery you need to bring over the external DC supply and hook it up. Cheers, Jan .

I trust that you applied the manual fixes to the .acf file that is required for the APU to work in XP11?

Likely because you are using reverse thrust?

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.