Litjan

I have just tried, this does not happen on my system.

This is correct, that is why it is called the "preflight" menu. If you want to adjust things like fuel and weight, use the "ground services" menu.

I just tried and it works fine on my end. Make sure that you don´t "fail" with the engine or have a fire in it with the X-Plane failure menu, this will disable the engine and it will not relight.

To expand further on what Cameron wrote: We know and don´t claim that our 737 is perfect. Any model of an aircraft for a flightsimulator offered on PC will have limitations. I am also happy to discuss these things, but if a user writes "windmilling start not working" - all I can write is "windmilling start works", and that is not a productive discussion. I would suggest that you make a list of the things you think that are "bugs" - including steps of what you are doing. You need to "back up" your claims with an exact description of what you are doing (steps, pictures, video), otherwise we can not verify what you are reporting, nor can we find out why things don´t work for you. Our aircraft has been sold for several years to thousands of users, and you are the first one to find out that "PFD and HSI are blank if changing from outside view to inside view"? Don´t you think there is a chance that there is something wrong on your end?

With all due respect: Sure. Whatever. Happy flying.

I am sure it does... Go ahead and display the "Aerodynamic forces" (field 64) in the DATA OUTPUT tab so you can see the little green numbers for "drag". When I fly at 230 kts, the drag is roughly 6100 lbs. When I deploy the spoilers to the "Flight Detent" the drag goes to 7100 lbs, when I go further (not allowed in flight) to the "Full extend detent" the drag rises to 7700lbs. N1 increases accordingly.

Not sure which 737s you flew, but that is not how it worked on the one´s I piloted for 10 years. I doublechecked in my manual, there are only three instances of automatic autothrottle disengagement (except for power failure): * two seconds after landing touchdown * thrust levers separated by more than 10 degrees after FLARE has been annunciated in a dual-channel approach * when a thrust split occurs and flaps are less than 15 degrees and more than half the A/P roll authority of the roll spoiler is used During single engine flight you can readily use the autothrottle. Cheers, Jan

Welcome to the real world of a 737 pilot! In the real aircraft the speedbrake will increase the rate of descent by about 50% at 250kts (faster -> more, slower -> less). So instead of descending with ca. 1500 feet per minute you will now descend with 2200 feet per minute. Unlike in other aircraft, the speedbrake will not save your *ss when planning the descent poorly. In fact when I flew the 737 using the speedbrake was stigmatized as a sign of poor pilotage (unless you would get a completely unexpected shortcut or in an emergency, of course). Cheers, Jan

Hi axmiha, sometimes the departing airport elevation is just on the edge of the altitude alert envelope - so if you set the MCP ALT to 3000 and your airport is at 3250 feet, it could be that the alert triggers as you spawn. Just move the selected altitude up or down until it is not within 250 feet of your current altitude, that should stop the blinking. Cheers, Jan

Hi hawktb9, thanks for the feedback - really happy that everything works for you! Happy flying, Jan

Hello, yes, please report back on your findings - I think IXEG 737 is one of the few aircraft that allows to assign a special axis to the "tiller" function, this could be the reason. Other factors are (as I mentioned) crosswind and possibly asymmetric thrust (if you have two axis assigned to each engine). Other than those issues we have not had any reports like this. Using the data out display (small green numbers) is very helpful in troubleshooting control issues (it can show joystick/axis deflection, nosewheel steering and other flight control deflection in values from -1.0 to +1.0). Cheers, Jan

Hello, I believe you have assigned an axis to "Yaw" or "Tiller" that is not centered correctly. Display the default X-Plane DATA OUT parameters for "flight controls Aileron/Elevator/Rudder" (field 11, leftmost checkbox to show in cockpit), and also the field 8 Joystick Aileron/Elevator/Rudder. This will show you if your controls are centered (I believe they are not). You can also use the "Joystick" tab in X-Plane to calibrate and assign joystick axis. Please note also that during crosswind conditions the plane will tend to "turn into the wind" when taxiing, this is realistic behaviour and the Captain needs to constantly use tiller or rudder pedals to keep the airplane going straight. Cheers, Jan

Hi Roger, when flying in VNAV, the plane will always heed the MCP ALT window, it will not climb or descend past it. It will level off at the selected altitude, and it will also NOT just resume the climb or descend when you set the new target altitude, you need to click VNAV again to re-enable it. A common mistake that can lead to mode confusion is to look at the light in the buttons to determine which mode is active. Never look at the buttons, always look at you FMA (flight mode annunciatior), the green/white writing in the top line of your EADI. The "light" in a button means that a mode is active AND can be disengaged by pushing the button. However a mode may be engaged, but the button not lit (i.e. the APP button during an ILS approach). That is why it can be confusing. FL CHG and V/S are basic modes, they should always work, so I am a bit confused why FL CHG did not work in your case. You may want to watch some of the tutorial videos I made for using the autopilot, maybe they can help clear this up. Cheers, Jan https://forums.x-pilot.com/forums/topic/10746-training-videos/

Hi Roger, here are some random ideas why you still see CWS P: Did you press the CMD A (or B ) button? If you press the CWS A (or B ) button, CWS is all you will ever get Did you engage a mode after pressing the CMD button? If you don´t the autopilot has "no idea" what you want it to do, so it will default to CWS P (and CWS R). Do you have a mechanical "trim" setting on your joystick? If you deflect that, you won´t get any jitter, but the joystick still sends a "I am deflected!" signal. If all else fails, display the values for joystick deflection on screen (go to the Data Out tab, search for "joystick", then click the leftmost box. This will display the deflection values of your joystick in small green numbers and you can see what is going on). Cheers, Jan

Hello, Thank you for the nice words! We plan on having more variants in the future (400/500/Cargo), but we don´t know when this will happen. The doors can not be opened yet, except for the cargo doors (use the "Ground Services" pop-out panel to operate those). We plan on adding the functionality for the passenger/service doors as well, but the mechanism is very complex (plug-type door) and we want to get it right! All the best, Jan

We put in considerably effort to make this plane as realistic as possible - not as easy as possible :-) There are some techniques that real pilots use to control their speed, the main one is to use the brakes (who would have thought?) - use the brakes to slow down to 10 knots, then let the aircraft accelerate to 25, then slow it down again. Using the reverse thrust is not recommended in the real aircraft, it can kick up small stones and sand and then ingest that debris, which could damage the fanblades. Also heavier aircraft (around 55.000kgs) tend to not accelerate so much or even not at all. Cheers, Jan

Hi, we calculate those values as a variable internally, but do not publish them as datarefs. I can file the request for that, if you want to? Cheers, Jan

Hi, I have flown the 737 as a first Officer and Captain for ten years. What you are describing is exactly what the real plane does . Happy taxiing, Jan

Hehe - I would suggest finding the support forum for SmartCopilot or alternatively the one for the Carenado aircraft in question! Cheers, Jan

Hi, have you tried to adjust that on other (default) aircraft? To my knowledge, the volume of the ATC speech can not be changed... Cheers, Jan

Hi Matt, I just can´t understand for the life of me why you would file a request for something like that in the general discussion forum for the IXEG 737? But good luck with your endevour! Cheers, Jan

Thanks for sending in your log.txt! The easiest way to rule out a problem with the IXEG is to do like Ben said - download a "demo" copy of X-Plane (install to a separate folder, don´t override your main installation) and test the IXEG 737 in it. You can have as many "parallel" copies of X-Plane installed as you want. I believe that you have somehow damaged your installation of X-Plane when installing a plugin - your crash report is the only one of that kind that we have received so far. Let us know how that goes? Cheers, Jan

Thanks for getting back to us on this. I still don´t really have a clue - is it maybe the sound file for the reverse thrust sound loading? Does it happen every time you engage reverse or only the first time?

Hi John, I would encourage you to watch some of the tutorial videos I made for this aircraft. It´s operation has some details and things the pilot needs to know whic work different than other aircraft or even later model 737s. https://forums.x-pilot.com/forums/topic/10746-training-videos/ The "veering off course" is typical for people used to more modern aircraft that automatically set the ILS inbound course (azimuth). This is the pilot´s job on the 737 Classic, you will have to turn the associated on-side course selector to the inbound course of the ILS. Just like when learning to ride the bike or a horse - falling down is part of that - this is sort of a "rite of passage" for every fledgling Classic pilot (I can vividly remember the embarassment when this happened to me first on the real aircraft) . Regarding T/D - the plane will only start the descent automatically if the vertical autopilot mode is VNAV PTH. It won´t do it in any other modes. And yes, you did that correctly, the MCP altitude needs to be dialed to a lower value. That being said - learn not to rely on vertical path indications when planning or flying the descent. Our model still suffers from weaknesses in descent planning, especially for complex arrivals with many vertical restrictions. Real Classic pilots at least always plot along with some rules of thumb, while most completely forego the managed descent mode VNAV, flying with FL CHG or V/S, instead. If you use the avitab addon (free, I highly recommend it!) you will be able to see an "altitude vs distance descent planning sheet" I made expressly for the purpose of helping to plan your descent manually. Here are some more videos I made explaining things like that: https://forums.x-pilot.com/forums/topic/17872-ixeg-videos-13-and-onward/ Cheers, Jan

Hi Charlie, you already can! There is currently a bug with the autopilot disengaging if you hit TOGA while the FLARE mode is engaged, but if you hit TOGA before that (like when not seeing any lights at 50 feet) the autopilot will stay engaged and fly the go-around for you. Cheers, Jan