Litjan

Gods can only thrive where humans wonder

Welcome to my world!

Hi HeliMaf, yes, the default mapping of the Honeycomb switch to "avionics power" is the cause of much trouble and pain, not only with the IXEG - also other aircraft suffer from it (like the LR default A330)

Not at this point in time. But you can transport cargo with the passenger version, too ;-)

If I remember correctly, the problem was in the file´s type tag...instead of .fpl it expects .flp? Can you try that?

The needles point to NDB positions, not to VOR positions. If they do not receive a signal, they default to the 3 o´clock position.

Doublechecked my manual: Normal alignment (between 70 deg, 12 min north and south) takes "approximately 10 minutes". High latitude alignment (between 70,12 and 78,15) takes at least 17 minutes (we don´t model that).

It does take EXTRA time if you are up in the high latitudes. I have to doublecheck but the regular full align time is 13 min, iirc. Misleading is the fact that the time to align shown on the IRS units starts with 7 minutes...and then stays at 7 minutes for the first 6 or so minutes and only THEN starts to count down. So unless you really start the chronometer to time it, you will never see more than "7 minutes" TTA, which may lead you to believe that it is only 7 minutes total.

It is on our list - align time is around 13 minutes, I can get the plane ready in 5... if the flightplan is not too long

There may be some VRAM savings in this, but the actual framerate advantage will be very small, I think. I believe that XP does not render what you can´t see. To test this, set yourself up at KLAX, runway 06R facing the city. Look at the framerate. Now turn around and look out over the Pacific. Compare framerate now.

Thanks for letting us know the reason...I think the magneto switch is probably assigned to "start switch" engine no.1 and will therefore allow bleed pressure to run the starter for the left engine. Normally the starter will flip to the OFF position automatically, but just like in the real aircraft, if you HOLD it open, it will continue to be aspirated by bleed air and "help" the engine (which will then run with a higher N2).

This is most likely the speed trim function at work. It is a function of the real aircraft as well and it will try to "trim" the airplane for a certain speed to add speed stability (you can google its function). To stop it you can select flaps up (it only works while flaps are down) and it only works while thrust setting is high. The speed the trim system aims for is determined by the position of the speed cursor, so make sure you set it to the appropriate speed you want to fly (like if you accelerate for clean up).

Tom and I met at FSExpo last weekend and planned the final steps we need to take before release.

You must be new!

Why don´t you ask in a relevant forum?

No, there will only be one configuration.

Some more early morning testing...

No (it could be modeled, but we aren´t going to, I think I mentioned the big reason why we won´t a while ago already) and no.

Sometimes they just don´t clap...

Show ´em the fire warning spill lights, show ´em the fire warning spill lights!

Only XP12.

You hope in vain.

I believe the 737-300 for XP12 would be like another product, so that should be possible.

This thread (and this forum at large) are the correct place - although there will be an email newsletter when the plane is ready for XP12. We are in the final stages of updating, I am not going to dare and put a date on it, but the plane is flying fine and the remaining work is some 3D, some minor bug squashing and a final user-experience polish. Cheers, Jan

No, I forgot what those lines mean - it´s been a few years since I worked with the VRconfig. All the info I had was here: https://developer.x-plane.com/article/aircraft-vr-configuration-_vrconfig-txt-file-format-specification/