Litjan

The good thing is - the 737 Classic does not have any brake temperature indication . On the A320s I fly these days we are not allowed to take off if brakes are warmer than 300C - and this can be a problem when taxiing out for a longer distance. Fortunately we have brake fans on those that we keep running, still when going to runway 25 at EDDS on a warm day with a heavy 321, it can be a problem. tl;dr: Idle thrust is fairly high on high-bypass engines and most pilots wish it was less...in real life, too.

Hmm, I am not an expert on how those variables work, but it seems strange to me that the blue GRD PWR AVAIL" lights up but the switch doesn´t work... I agree that it would be nice to be able to access this - and other options - in VR as well. The workaround I would suggest for now is to simply use the APU. There are no noise restrictions while flying in X-Plane and it can do everything that a GPU and ground air can do as well. I have placed the request for a programmable button/key into our list of enhancements again - it will probably be a quick addition, but I can not say when the next update will be available . Cheers, Jan

Nope.

That will work! (But you must then click the red flashing P/RST button with the mouse as well to silence the warning). Even better is to assign a joystick button to "AP disconnect" (I have to check the exact name of the command when I get home). You can click that twice (first to disconnect the AP, then to silence the warning). Cheers, Jan

If youi disconnect the autopilot the correct way (by toggling the AP disconnect button on the yoke) the FD bars will remain on. If you toggle the autopilot off by using the autopilot disconnect bar (like a lot of simulation pilots do erroneously) you remove power from the FCCs (flight control computers) and this will also turn off the flight-directors. This bar is only to be used in emergencies, like when other ways to disconnect the autopilot fail. Alternatively you can also use the autopilot engage/disengage buttons to disconnect the autopilot (or move the yoke over the limit, but this is really just another emergency way to do it).

You can fly without the experimental flight model, but downsides is less accurate performance parameters and lacking of some features unique to the "experimental" flight model, like refined downwash calculations. If you are a layman just droning around for fun, chances are you won´t even notice the difference. Cheers, Jan

You can use the preference slider to move it far "down" - to keep it out of view. Does that help?

When the airplane is very light, it will naturally have less rolling friction and will accelerate the most with idle thrust. Make sure that your throttle is fully at idle, though (sometimes hardware is not calibrated properly). N1 at idle thrust should be about 21%. A real 737 at idle thrust and light weight will easily accelerate to 60 or more knots... Cheers, Jan

Difficult to see...always in motion, the future is.

For the 737 Classic the IXEG is modeling you will set the orange carot to the barometric minimum. So for 08L at EDDM it would be at 970 feet. Back then when the plane was made pilots still had the ability to memorize the "thousand" of the DA/MDA . If you fly a CATII or CATIIIa approach with a decision height, you can set the RA DH window to the required decision height, i.e. 50 for a CATIIIa approach. In this case you will get a "minimums" callout. Some pilots set the DH to 200 for a CAT I ILS approach, but this is wrong. A CAT I approach does not have a decision height, it has a decision altitude. Therefore referencing a "height" (with the radio altimeter) could make you bust your minimum (if there is a valley in front of the runway, for example). This distinction is important. A HEIGHT is always a distance above the terrain, an ALTITUDE is a barometrically referenced altitude. There is no "decision height" for a LOC approach. A non precision approach (like LOC, RNAV, VOR,...) will have a MDA (minimum descent altitude). A precision approach will either have a decision altitude (DA) for CAT I or a decision height (DH) for CATII/III. There are approaches without decision height (CATIIIb), they will instead have an alert height (usually 100 feet RA), but the 737 Classic is not able to fly those. Cheers, Jan

I am sure we can, what is your problem?

I don´t think it is getting developed anymore...there are some versions floating around somewhere on the internet - but I am not aware of an official website or support forum.

Hi dongjin2, we use the standard X-Plane model for the autobrake. If it does not allow autobrake operation before the nosewheel touched down - therefore this is not possible with the IXEG 737, either. You could file a bug report with X-Plane to get the autobrake behaviour changed. Correct piloting technique for the 737 is to use spoiler on touchdown (autospoiler deploy, backup manual spoiler deploy), then derotate, then apply reverse thrust. The autobrake will also have a (short) delay before it activates, otherwise the nose would slam down. You are correct that the system behaviour is not exactly as in the real plane. Cheers, Jan

Unfortunately we won´t be able to fix XPUIPC, we don´t have access to their code and can´t patch it. Cheers, Jan

The autobrake system is working fine for me. Make sure that you don´t accidentally toggle them off by applying (manual) brakes. The autobrake system is supplied by X-plane logic, it is not a custom system. Deceleration rates are correct, though. Make sure to not accidentally disarm the autobrake by toggling the (manual) brakes. Cheers, Jan

Thanks for the nice words!

Hi! Yes, I have that tracked as a bug - and we hope to eventually add that functionality as well! Sorry for the inconvenience! For now please lean over and use the Captains CDU to do it. Happy landings, Jan

Not yet. You can easily make the necessary change in the .acf file yourself, it is not encrypted or anything. Just open it in planemaker, go to "Standard" then "Author" then click the checkbox for "Always Use Experimental Flight Model" - save and exit. Cheers, Jan

You only need to install the Navigraph data for the IXEG 737 correctly and it should work. There is nothing else to it. Maybe try to run the installer that comes with Navigraph data again, paying close attention to the options? I think you need to pick the correct data format and also the correct installation path. Which specific procedure is missing? You say a lot of them...that sounds like something went wrong with the installation, I think. Cheers, Jan

I can´t aid in answering why Gizmo needs to be a "global" plugin (i.e. it always loads), iirc there was a technical/security reason for it - but I think you can disable it in the plugins admin menu (before you start the other aircraft)? See if that helps?

Let me know about everything else you find - texture/blender fixes are fairly quick to do!

Yep, I see the same thing! The texture is present when viewed from "above", but transparent when viewed from below! Certainly something to adjust for the next version, thanks for pointing it out! Cheers, Jan

Interesting! (And thanks for the kind words, disidd). The move to the next version of X-Plane will likely feature the move to FMOD as well - which will probably take care of these peculiarities. I can not switch my sound device when using X-Plane for any aircraft, not only the IXEG - and that is a known bug, afaik. So if I start out on my monitor´s speakers but then decide to don my bluetooth headset, I need to shut down X-Plane, switch default sound to bluetooth, then launch X-Plane again. Cheers, Jan

Hi! Yes, I think quite a few folks still fly the IXEG . I think it is unusual that your sound problem only occurs with the IXEG 737, we are creating a custom sound experience with OpenAL, but this should not affect the sound stopping on your bluetooth receiver - that should be a Windows issue, I believe. I do have certain sound problems with my bluetooth headset as well (like when I move out of range and then back to my computer or when the battery charge gets low), but that is not isolated to a certain game or application... Cheers, Jan

Normally the fuel usage is very close to the flight plan - the variation due to wind changes is probably less than 5%. The major part of uncertainty is the actual flight path you will take, especially deviating around weather and delays (vectoring, holding) at the arrival airport. I will rarely take off with less than 15 minutes of extra fuel (which goes beyond the legally required reserves). It IS legal to use your alternate fuel to hold a bit longer at your destination airport...if the chance to land there is just as good (or better) than the chance to land at your alternate airport. The one big NO NO you want to avoid at all cost is having no "safe haven" that you can reach and land there with at least 30 minutes of fuel remaining. A good pilot will rather land at an intermediate airport to take on more fuel than to press on to a marginal destination with a marginal alternate.