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Litjan

IXEG
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  1. Litjan
    Hi - do you run any third party stuff like Saitek panel or so? This might interfere with our battery switch. If you run down the battery (by accident) you can reload the plane, or you can use the "recharge battery" command in the "IXEG failures) menu. Without any battery power, no AC supplier will work (you can´t even connect the GPU, as battery power is needed to close the breaker). Also make sure you have enough fuel - if you run out and exit the flight, on your next flight you will have zero fuel again (and engines and APU die). Order fuel through the PREFLIGHT menu or the GROUND SERVICES menu. Jan
  2. Litjan
    No problem - they do change these things all the time, too. One example is the fuel pumps. On the Airbus I fly they recently decided to turn those OFF during transit - because they draw a lot of power and accumulate wear as well - so they figured they can save some lifetime and also gas (if the APU powers the airplane). Another example is the window heat. It might be feasible to simply let it run - however it adds to the heat in the cockpit, and especially in the summer, every little bit helps (you will find pilots who craft makeshift sunshades out of weight-control folder, magazines, clipboards, etc. to keep as much sun out as possible). There are no chocks - yet. It is on the list, though - then again, I can see the bug reports from failing to remove them, already . The isolation valve is possible different on the NG - where the APU might be strong enough to supply two packs at once - you would need the valve in OPEN for this to work. On the 737 this is not allowed (except when heating, but then its not necessary as the packs are VERY good at heating). Please keep the feedback and questions coming! Viele Grüße nach München, Jan
  3. Litjan
    Hi Michael, to save yourself a lot of trouble, just use the built-in video function. You can set up the parameters in X-Plane, then hit CTRL-Space to start and CTRL-Space to stop and will have a .avi video in your output folder. It won´t have any sound, but we won´t need that. Just make the quality pretty low with a low framerate, then it will be small enough to upload here - or post it on youtube with a "private" setting and share the link here. Who knows, maybe you will discover the joys of youtube publishing! Kein Stress, wann immer es am Besten passt, Jan
  4. Litjan
    Vot? You dont laik mei accent?? I think once the dust settles a bit more and we are less busy with updates I might start the video business again for a bit - maybe even having something like a more specific flight-school with vids on "take-off", "Landings", "VOR approach", etc... Jan
  5. Litjan
    That is very weird. Can you make a short video for me - also showing the frequencies you set up? I am REALLY curious why you see this and I can´t... Thanks, Michael! Viele Grüße, Jan
  6. Litjan
    Hmm - ok - the sound you are hearing is strange indeed (listening to the mp3). I have no idea why that is or what "sound file" is trying to play... It doesn´t sound like any of the IXEG sounds, really. Sorry, Jan
  7. Litjan
    Hi, we have heard reports about this - and have also observed transient weird sound behaviour, so I totally believe what you reported. The transient nature of this makes it so hard to track down, along with the myriad of software and hardware combinations... we are keeping our ears peeled for any sound issues, so please keep reporting them, even if a reboot seems to fix it. Thanks, Jan
  8. Litjan
    Oh, quick question: You are not using the Disengage bar (underneath the AP buttons) to disengage the AP, are you? Jan
  9. Litjan
    Hi Michael, I tried again both sequences, and the behaviour was absolutely correct on my system. In scenario 1, the MA light went on on the right FD (as it was the only FCC still on) In scenario 2, the exact same thing happened... I suspect there might be a plugin conflict on your system, maybe? Your FMA combination (only GS) is also something that is "not possible" and I have never seen this on my system... Jan
  10. Litjan
    Oh, you are saving your replay and then playing it back later on? This will most likely not work, sorry. Cheers, Jan
  11. Litjan
    Hi guys, back at home. The turnaround state is configured in the way we did it with my airline when I used to fly the 737. Fuel pumps are ON (they will only be turned off when leaving the airplane) Window heat is OFF (this is part of the parking items) Hydraulics are ON (they will be left ON all day long, because every time you depressurize a system, you would need a ground-hydraulic-clearance to pressurize again) Air conditioning is AS REQUIRED, Isolation valve will rarely be moved out of AUTO, certainly not as part of normal procedures. Position lights are AS REQUIRED and certainly OFF during the day. Ignition switch would be left on L or R, that is correct - but we have to pick something, so BOTH is certainly viable, and if we picked L then we´d get bug reports on almost 50% of all days... MCP SPD I am not sure - it should be in the last position, unless the plane was unpowered (which it wouldn´t for a normal turnaround). Parking brake is most likely OFF (with chocks in place) as that allows cooling of the brakes a bit better. I realize that there may be many different ways to do this - but we had to pick something. Jan
  12. Litjan
    Hi Michael, I tried this before and it worked correctly for me. I will try one more time just to make sure... Cheers, Jan
  13. Litjan
    Hi, this would depend on the airlines procedures, and most stuff you mentioned was not handled that way when I flew the 737. Jan
  14. Litjan
    Yes, look for the official FCOM and other documentation, there are plenty to be found on the web. Jan
  15. Litjan
    Hello Bernardo, thanks for the feedback! we are looking into allowing VNAV to work for climb and cruise even if there is no valid E/D waypoint in the route - the FMS won´t be able to calculate a descent, but using VNAV for the other part should be possible. It is customary procedure for most airlines to always enter the expected approach and runway while still on the ground, this way the FMS will give you more accurate predictions - and then change the STAR and approach later on, if necessary. I think flying without this entered is one of those "simmerisms" that Cpt. Randazzo is talking about, but we will probably cater to it, nonetheless (I am not even sure if it works in the real aircraft, I have never tried it in 16 years of flying Boeings...). The descent calculations are still buggy, and Tom will be working on them shortly - there are some more pressing issues to take care of, first, though. As for your approach speeds being way off - I don´t know who put a weight of 315.900 lbs (or kg?) into the FMS, but for that weight, I would consider 577 kts appropriate . That being said, we should probably reject values this high, and I will forward that as an enhancement request to avoid user error to Tom. Jan
  16. Litjan
    Yes, I see it is lit on the movies - I will just check my movies at home - it is possible that it might be a version thing, but it is equally possible that we have this behaviour wrong . Thanks again, Jan
  17. Litjan
    Hmm, ok - thanks for the report - I don´t get that, so it´s hard to reproduce. Could it be a conflict with another plugin (SoundMaxx, JAR, etc.)? Jan
  18. Litjan
    Excellent - finally someone found out how to reproduce this - I will try myself and add to the list immediately! Thanks, jan
  19. Litjan
    Yes, in the real world the transponder needs to be on on the ground, but Mode C will not start until airborn. But the ATC radar will receive the Mode S blip, so they can see the airplane (and its identifier) on the ground movement radar screen. I suspect that this feature is not supported on VATSIM etc., so those networks depend on Mode C to see aircraft on the ground. Jan
  20. Litjan
    Hehe, the places you people fly to! Thanks for the report - it is the same iteration of the known bug, where the FMS is having a tough time with conditional waypoints and their desired direction... Jan
  21. Litjan
    Hi and thanks for the report. I think the weird route in pic 2 is caused by the plane not being able to make the second waypoint after the bypass. To cure this, try to put RIDSU right after ODAVU or reduce the speed at ODAVU. This is a classical "double bypass" situation, where the FMS has a tough time. We will improve on this eventually. Just for grins: The real FMS will lock up on a "triple bypass" situation (where it can´t make three waypoints in a row), so you have to be careful with the way you code procedures or enter waypoints. Cheers, Jan
  22. Litjan
    The ADF functionality is a function of X-Plane´s ADF system. It will not allow selection of 0.5 kHz and only go to a certain range (999 kHz). Sorry. Jan
  23. Litjan
    Hi Julian, I will doublecheck with my cockpit videos, but I am pretty certain that the FD master lights extinguish when an AP is in CMD. Thanks, Jan
  24. Litjan
    Hi and thanks for the report -- I have never seen this, but could think of a few causes: The N1 should go to the value specified on the TAKEOFF REF page - depending on environmental factors, a derate or thrust reduction selected this could be between 83 and 93% (or so). If the A/T is not achieving this N1 after pushing the TO/GA buttons, it is most likely because either the THR HOLD speed is reached before the A/T is done (this is at 84kts), or because the users joystick is interfering. This would happen if you move the joystick thrust lever down a bit during the takeoff run. The logic interprets this as an attempt to reject the takeoff, and the thrust control is handed back to the joystick thrust lever. To avoid this, follow the procedure that we suggest in the tutorials: After pushing TO/GA buttons, advance your joystick thrust lever ALL THE WAY FORWAR TO THE STOPS immediately. Don´t try to follow the "ghost throttles" or try to adjust to the correct position. All the way forward very rapidly, then don´t touch them. Let me know if this helps, Jan
  25. Litjan
    Hi Graeme, yes, I think you are onto the core of this matter - the only question is if the "REAL WORLD" VOR is also displaying this "wrong" behaviour or not. I have seen it on many VOR´s in California, for example. The published course between VOR´s on V-airways are not corresponding with the magnetic bearings between the VOR´s. I would expect the "VOR NORTH" value to be published along with the database by navigraph or Aerosoft, This is the corresponding line from the earth_nav.dat for the ROI VOR: 12 66.56253900 025.82040800 661 11770 50 0.0 ROI ROVANI VOR/DME The "0.0" before ROI seems to be the VOR NORTH value, and it looks like it is 0 in the default nav-database.... maybe it is wrong in the database you are using? Cheers, Jan
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