Litjan

Excellent, happy to hear that! Happy flying! Jan

So I guess G-Data was the problem? Can you confirm that its solved for you now?

Thats the spirit!

Czien dobre, marpilot, Are you running X-Plane on an external disk like a USB stick, a memory card or a mobile harddisk connected with a USB cable? Are you sure you have excluded the whole X-Plane folder for ALL antivirus programs you may have running? Many users have installed some programs "by accident" that they don´t even know about like avast antivirus etc. I am positive that it is a problem specific to your computer, and not a problem with the plane, as thousands of other users are running it just fine. We will try to help you, but ultimately you have to find out what is slowing down access to the navigational database that is residing in the X-Plane resources folder. Jan

Hi Michael, the "bleeding off" is certainly academic/legal, and a prerequisite for landing-distance-calculations to be legal. The shorter the landing distance in the book, the better the plane sells. So it is advantageous to calculate touchdown with "Vref" instead of the minimum Vtgt of Vref+5. If you are approaching in high (and usually gusty) winds, it would require you to pretty much retard the thrust levers to idle when crossing the threshhold to bleed off 15kts of speed additional until touchdown. A recipe for disaster, as there would be no instantaneous power available in case of a sudden drop-shear or required go-around (spool times). And usually landing distance is not a factor for the 737, especially not in situations with strong headwinds. If you approach with a solid speed additional, you will need to fly the plane onto the runway, taking care not to bump the nosewheel first (usually you will fly with Flaps30 to give you a better controllability, anyway (higher speed -> better control, less driftangle). Chop the thrust levers at touchdown. Jan

Boeing recommends to add half of the headwind component + the full gust factor. The minimum additional to the Vref is 5, the maximum is 20 kts. So the additional for you would have been cos(75deg) * 31/2 + 9 = 4 + 9 = 13. Your approach speed would be Vref (140) + speed additional (13) = 153. You would fly this value (153) until passing the threshhold, then bleed of the steady wind component but keep the full gust factor. Target touchdown is 149. Jan

This seems to be a result of a new jet-engine tuning for pb12 of XP11. The engines idle too low, and can not accelerate from this low RPM. You can adjust that in planemaker: Open "Plane Maker.exe" in the main X-Plane folder. Click File - then Open then load the IXEG 737-300 Click "Standard" then "Engine Specs" find the "lo idle fuel adjustment" and increase the value until the idle RPM is about 22%N1. (I don´t have this installed on my laptop, but the current value is probably 0.6 and you may want to increase it to 1.1 or so...) Hope this helps, Jan

I guess the biggest problem in this case was that you did not engage the autopilot. You can still clearly see FD in green on your EADI - it would be CMD if the autopilot was flying... Jan

Thanks for reporting back -. and of course your kind words! I am also currently flying the A320 in the real world - but I miss the 737 very much! Happy landings and don´t get caught up in the high winds these days! Cheers, Jan

Hi, yes, that is likely the cause of the "UNABLE CRZ ALT" - another message you may see is the "CHECK ALT TARGET". UNABLE CRZ means just what you said - the route is deemed to short to make the cruise altitude. You may either change the CRZ alt, or you can simply clear the message and continue regardless. The CHECK ALT TARGET means that your MCP ALT setting is in disagreement (direction) with your set cruise altitude. For example you are flying at 10.000 feet, your MCP ALT is set to 5000 but your CRZ ALT is set to 35.000 - if you try to engage VNAV it will throw that error... Hope this helps, Jan

I have to try it, and I think it used to work correctly: The trailing edge flaps can be extended and retracted with the toggle switch. The leading edge flaps will only "fully extend", but never retract. Extending the leading edge flaps is achieved with the "standby hydraulic system", which will start to operate when the alternate flaps switch is activated. Jan Edit: I just checked, and it works correctly. If you can find it work in a way it should not, please make a short movie and post it for me to look at. Thanks, Jan

I agree that this thread is hard to find (it is only the second pinned topic in the "bug report" forum, with the cryptic title "Solution to freeze and stutter when modifiying the route in the FMC" - but I will give you a hand and find it for you - heck, even copy and paste a link for you! Ping me if you need any further help with that! Edit: Sorry for being sarcastic, and that you are having a problem with our plane. But we can´t really make the solution to the problem you encounter more obvious and prominent, I think. I don´t know what kind of "altitude error" you had, but with the solution mentioned in the thread you should be able to retain control and at least fix that problem... Cheers, Jan

...and you can reboot gizmo via the right-side pop-out window (the little flash symbol)... Jan

Hi and thanks for the nice words! I think we have fixed some stuff wrt to the index of engine indications not being lit at night... so that should get fixed with 1.1. I am pretty sure the needles of the VOR RMI work - make sure that you are in range of the tuned VOR and that you have no "failures" enabled in X-Plane, messing with you. If you still can´t get it to work, please post a screenshot with the RMI and the VHF-Radios in view, together with stating your plane´s position, so I can doublecheck on my end. I think we will not be able to fully flesh out the PROG page for the next patch. Too much goes into doing a full navigational polling of the entire route (distances, planned airspeeds, forecast and actual winds, etc.), and we need to get VNAV working better for this to be accurate. We want to do it right. Cheers and have fun flying, Jan

There are a lot of aerodynamics and physics at play during those crucial last few seconds. The pitch change needs to be fast, and the plane will need a few moments to decrease the sink rate - so yes, we call it a "break" where you do a fast and deliberate input. A lot of factors will affect the trajectory of the plane, and very few landings are really alike. We aim to fly the approach with Vref+5 (and wind correction), bleeding the speed of to Vref at touchdown. Its mostly a matter of repititve training at different conditions. Jan

We will adjust and tune for XP11 when it is final - until then the plane is officially "XP10 only" and you can use it in XP11 at your own risk and choice, of course. Cheers, Jan

If you come in on the ILS, your approach angle (the path the plane takes) is usually 3 degrees. So you must pull up BY 3 degrees to enter level flight - not TO 3 degrees. In other words, notice your attitude as you fly down the ILS (it might be anywhere from 0 to 5 degrees nose-up) and then ADD 3 degrees to it when you flare. Example: During approach you determine your attitude to be 4 degrees nose-up to stay on the glideslope. For flare, pull up to 4+3 = 7 degrees nose-up. Thats all there is to it! (Well, in theory... ) Jan

Thanks, curious to hear if that will fix your problems! Jan

Thanks for your effort, BrianCoyote, I will check it out! Jan

Ah, I just read that you installed the plane on an external storage device - sorry for not reading this more carefully before. This will certainly be the problem - the access to an external storage is probably too slow to handle the data transfer during FMS database access. Or the external storage is even going to "sleep" when not being used, so it needs to wake up and spin up whenever a data request happens... X-Plane and the airplanes for it need to be installed on an internal hard disk, I think. Cheers, Jan

Hola, buenos dias, I am almost positive that you are running into the windows defender/antivirus problem. Make sure that you disable ALL antivirus checking (also the built-in windows defender) for the WHOLE X-Plane folder (not only for the IXEG aircraft folder). There is a lot of database accessing while the route in the FMS is in the MODIFIED (not EXECuted) state, and an antivirus program will try to check all the data going back and forth - this makes the process so slow. You can obviously run virus checks on the X-Plane folder whenever you want, just not when running the FMS. Cheers, Jan

I don´t think Ben took it as an attack at all. He just hinted at the fact that the more data we force to be loaded, the more lag and stutters we will introduce (just like I said in my post above). Even the 747-400s I flew where not able to load a worldwide database, they were loaded with "east" or "west" databases, dependent on the destination... Jan

I agree with most of your findings (except for the time between 10 and touchdown, that depends on how hard you like to land ). We are NOT going to implement a custom radar altimeter model that takes antenna position and body angle into account. We are using X-Plane´s internal radar altitude variable, and are cueing our radar altitude readout and callouts off of that. I applaud your attention to detail, but there is a point where we have to say no . Cheers, Jan

It is not, don´t worry. We are just trying to give an insight into why we as developers are a bit surprised about the fascination with and the desire for a perfectly working VNAV. Coming from a real airliner pilot´s perspective it was suprising for me. From an economical point of view (factoring in development time and return of investment) we felt that it was a less critical item than some other things. But I personally have learned a lot about the different needs of simmers and pilots in the course of the release of this plane (wingflex, passenger window view, cough ). I think the fascination our plane holds on many people comes from the fact that it was closely modeled along the experience that a real 737 pilot would have when flying a real 737-300. For those not interested so much in that we will continue to flesh out the experience with adding a more profound VNAV/FMS modeling and secondary 3D/texture work in the future. I am not saying that the real 737 does not have good (I am not saying perfect, mind you) VNAV, and it certainly has a passenger wing view and wingflex. It was just a matter of priorities, but we aspire to go the whole 9 yards, eventually. Jan

That is certainly true - we are starting to get CDO arrivals (continous descent operation) here in Germany, too. And while a seasoned pilot can certainly fly the profile in selected modes, it is more economical and safe to do so in a vertically managed mode. Again, we are going to "fix" VNAV - its just going to take some time... Jan