Litjan

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

Sorry Roger, I know next to nothing about coding or how Gizmo works... Ben Russel is lurking here sometimes or you have a better chance to get some info on that over here: https://forums.x-pilot.com/forums/forum/117-gizmo-development/ Cheers, Jan

Hmm, thats weird - sorry you are having problems with that. I know less than nothing about hardware interfacing and how our aircraft or Gizmo could influence that . Good luck getting to the root of this! Cheers, Jan

What Cameron said. And definitely not this month. Events in Texas certainly threw a big wrench into the wheel. It is really hard to do good development work in a cold house with a computer that has no electricity.

Hi Kris, yes, this is not the way it should be - often the 250/10.000 restriction gets erazed in the real plane to climb with a higher speed when still below 10.000 feet. Unfortunately our VNAV code is pretty frail right now and doing things out of the ordinary can make it fail, like you observe. The same goes for changing cruise altitude, entering complex descent restrictions, and so on. We plan to solidify the code some more - for now I would suggest to just enter the most "basic" profile and not modify it too much regarding the vertical profile. If you want to fly faster below 100, just use selected modes to do so and disregard what the FMS tries to make you do ;-) The combination we used in 95% of all climb scenarios was LNAV with CWS P - that way we could keep the pitch constant, i.e. 10 degrees for roughly 250kts, 5 degrees for roughly 300 kts (great for passenger comfort) and the speed would vary slightly. Cheers, Jan

The workaround here is to assing a button (I think you can assing buttons on the VR controller) to "toggle reverse". Once you toggled it, you can use the VR controller to push forward on the regular levers, but this moves the reverse levers back. It is a bit counterintuitive, we are thinking about ways to make this easier in VR. Cheers, Jan

Thanks for the report - interesting. I have never seen that before! While the PROG page is still very much WIP, the distance to the top of descent on the cruise page normally works well. I am very confident that this will not happen after the VNAV rewrite (which is currently on hold due to the horrible weather in Texas). Cheers, Jan

Buona sera Claudio, unfortunately I don´t have any runway weight charts for the Classic - we never had personal copies (they were on board the aircraft) until in 2000 or so we switched to calculation of take-off performance on our laptops/EFBs. So I can´t really help you with those, finding them on the internet is also impossible...for simplification reasons you can go with the 35 - 45 - 55 rule. 35 for "performance challenged" takeoffs (short runway, obstacles, contamination), 45 for heavy and 55 for light aircraft. Most runways in Europe are really long enough for the 737 and obstacle performance is only critical at a few (LSZH, LEBB, EDDS,...). Buona notte, Jan

I envy you! I had to transfer to A320s about 8 years ago and miss my 737 every day I fly! Arrividerci, Jan

Hi Claudio, we are missing the option to select arrival procedures for your departure airport (which is present in the real plane) - but there is a simple workaround: You can simply overwrite the DEST airport with the ICAO code for your departure airport (on the RTE page) and should then be able to select all arrival procedures for it. If you ever want to "erase everything" in your flightplan, simply enter a new (or the same) ICAO code in the ORIG field of the RTE page and that clears the whole flightplan. Cheers, Jan

If we can somehow disable the outside camera... yes