Litjan

Well, a real pilot has another guy with him in the cockpit - so there are 4 hands and 4 eyes.. To fly the 737 by yourself requires practice and a lot of planning ahead so you avoid situations where it gets "too much". Judicious use of the autopilot is recommended, especially when you have "stuff to do" besides just flying the airplane (like setting up radios etc.). The speedbrakes should not be used with more than 15 deg of flaps deployed - I guess you found out, why ;-) It will become easier with practice - try to remember the values for pitch and power for certain phases of flight (like downwind, on final,...) that makes precise flying easier instead of "hunting" for the correct pitch and power. Cheers, Jan

Hi - can you tell me which dataset (Navigraph or Aerosoft) you are using so I can check this on my end? Normally when you click on the ARR line-select key it will offer you ALL available runways, so I am not sure what went wrong :-( Cheers, Jan

Hehe, yes - once you complete them all, you should have a good idea of how the aircraft works. I also made some more movies to give you some ideas here: https://www.youtube.com/playlist?list=PLGRsg_6rB1D6f7lKjdw5r9P99swJtryhQ Cheers, Jan

Hi Beachdog, I assume you are talking about "track up" - there is no option to have "north up" - except for the PLAN mode (we have that as well). this has been requested a few times - appearantly a few airlines are operating with this option. I have an issue in our gitHub with this request, but it is a fairly invasive coding effort, so I am not sure when we will get to it. From a philosophical standpoint I can only say that flying with "track up" seems to be wrong to me - its like having an attitude indicator where the little aircraft banks, instead of staying steady in relation to the horizon and the attitude indicator banking and pitchting (staying fixed) with the aircraft. In my opinion, the top of the map should always be pointing where the aircraft is pointing. That way you see objects on the map at the same relative bearing as they are in real life. Imagine flying at a 20 degree crab angle, due to strong crosswind. Now you want to see the airport - on your (track up) map it is straight ahead, but if you look straight out of the window, it can´t be seen (because its 20 degrees off to the side). Cheers, Jan

Yes - this chart will give you the TASS for a flaps 15 takeoff - but only taking into account the runway length, not the obstacle situation. You read it like this (there is an example-dashed line in the diagram): 1.) Enter on left with airport OAT - go up until you hit the airport pressure altitude (elevation + QNH correction of 30`per hPa). Then go horizontal to right, until you hit the REF LINE. 2.) Now start on right with field length available, go up to first REF LINE, then follow it PARALLEL to the "slanted lines" for runway slope, then go up again to next REF LINE then follow it PARALLEL to the slanted lines for "head/tailwind", then go straight up (make a long line). Now follow from the final point of "1" PARALLEL to the "slanted lines" until you hit the vertical long line from 2. From that intersection go horizontal to the right to read off the maximum brake release weight. If you want to find out the TASS, you need to start the process in reserse. Start with 2.) to get the vertical line. Then go from the right (current weight) to the vertical line, followe PARALLE to slanted lines to the REF LINE (vertical), then go left until you hit the airport pressure altitude then go straight down to read the "theoretical" OAT (=TASS) that would still allow a takeoff with your current weight. Cheers, Jan

Yes, I have an issue in our gitHub for enhancing this... we may be able to do this on the avitab, for example. Cheers, Jan

Thanks, Ken! I personally believe that VR will be the future for flight simulation. Yes, current headsets and manipulation methods are still not there 100% - but its already incredible! We will keep our aircraft abreast that development - I have just recently tweaked the sensitivity of the kHz twist knobs since we implemented 8.3kHz spacing and we increased the "grab area" for both throttles - and am always listening for feedback. Cheers, Jan

We are working on fixing it!

Hi Fred, glad to hear all of that! I love the 737 - and I hope I was able to let some of that feeling permutate into the simulation of it we made. Regarding the things you mentioned missing - we have a stickied post up that explains what we consider still incomplete and what we will add - or not. https://forums.x-pilot.com/forums/topic/8526-things-that-are-not-going-to-be-in-v133/ Its well worth browsing through the stickied posts here in the general forum, but also in the "bug report" forums . I hope you will continue to enjoy the plane we made, and we don´t consider it finished yet! Cheers, Jan

Hi, I have seen this some times as well - it seems to be happening whenever there is a "turn direction" specified in the relevant SID or STAR. So the coding of the SID would be: After DOTOL turn RIGHT to .... So when you past something after DOTOL, the FMC will still adhere to the instructions of turning right, even if turning left will be shorter. To fix this you can wait until you are almost at DOTOL and then enter HANUL on the first line (as a direct-to). Cheers, Jan

There has been no change to the code for panning, in fact we have no code for panning, so I don´t know what could be the reason. All of that functionality is purely X-Plane. Cheers, Jan

Hi canadaclipper, the VNAV descent functionality is one of the areas where our logic is very "basic" - the vnav path works well if there are no restrictions on the descent, but currently restrictions can still throw our calculation off. We are planning a total rewrite of the VNAV logic. For now it is required to keep a close eye on your descent calculation. It is ok to use VNAV, but if the calculation seems suspect or acts up, revert to FL CHG mode or even V/S. I have made a video that shows how to calculate descents manually (it is one of the core competencies of real pilots - VNAV descents are not playing a huge role in real airline flying because often the path to be flown is not known beforehand). When I used to fly the 737 Classic (for 10 years) I was the only one who ever used VNAV on descents (out of curiosity). I have never seen a Captain use it (in my 6 years as a copilot) nor have I seen a FO use it (in my 4 years as a Captain). https://www.youtube.com/watch?v=hSemWBgRNnE Cheers, Jan

Well, that looks much better! Good framerate, too!

Excellent, thank you - maybe we can nail this one down! Happy flights, Jan

I don´t know - my airline stopped using them about 20 years ago, if I remember correctly... I don´t know where I would look for those...

Hi James, I don´t think you can find them on the internet... Before we used computers to calculate those values, we had "Runway Weight Charts" in the cockpit - several charts for every single runway, they were thick folders. The actual TASS depends on the environmental conditions and the runway lenght plus the obstacle situation - and the path the plane would fly after an engine failure. This was calculated by every airline (depending on their engine failure procedures), so there is no standard chart for a runway. We had "sample airports" in there, that assumed no obstacles and just different runway lenghts at different altitudes - those could be helpful to give you a ballpark setting. Mostly the TASS on our aircraft ranged between 35 and 50 degrees - it was rare to do a full power takeoff. When we started using the laptops in the cockpit, the TASS increased by ca. 5C on average, I would say. Just due to better calculation (less conservative). Cheers, Jan

I don´t think so - if you apply electrical AC power to the aircraft (and the radio digits are lit and can be seen) the radios should be working... Check that the correct "side" of the com radio is selected (little white bulb indicates this) - and also make sure that you have the transmit select button for the desired radio selected and also the correct receive button lit as well. Cheers, Jan

Hmm, I don´t have xpilot or Vatsim - but could it be that there is a 8.33kHz option somewhere? Our radios are now working on 8.33kHz spacing, maybe this is the reason? Cheers, Jan

I agree! I have a few "enhancements" planned out already, your "quick alignment" option is actually #147 (added in June). Other things: Add option to synchronize CPT+FO´s altimeter setting, speed bugs, minimum carot Add "wheel chocks" option so plane won´t start rolling if brake pressure depleted (as for hyd brake cylinder precharge check). Make "standby altimeter" circuit breaker operable, so one can stop the vibrator from making the "woodpecker" sound... Cheers, Jan

Hmm, you can see some weird graphics in the display windows of the mode-control-panel (MCP) when using Vulkan. That is not normal. I don´t know if your graphics card is able to run Vulkan? Do the displays work ok if you run in OpenGL?

Hi Beachdog, here are some "stickied" posts that will answer all of your questions, I believe. If there are any still open after reading those, I am right here and will be happy to answer" Cheers, Jan https://forums.x-pilot.com/forums/topic/8526-things-that-are-not-going-to-be-in-v133/ https://forums.x-pilot.com/forums/topic/17981-version-133-known-bugs-and-workarounds/ https://forums.x-pilot.com/forums/topic/18101-faq-for-new-users/

Hi airfrance, if you could pinpoint the problem somehow to a certain SID or so that would help - I have not seen this myself, but it could be isolated to a certain procedure and/or navdata provider. At any rate, we should never see a lua error, so I would like to pin this down, even if the "speed limit not resetting" will probably be fixed when we rewrite the VNAV functionality. Cheers, Jan

hi canadaclipper, and welcome to (exclusive!) club of 737 Classic pilots! mmerelles has the answer - here is a picture. This switch will only be used if a "symbol generator" (think graphics card) of the FO or the CPT fails. In this case he/she can regain instrumentation (EADI and ESHI) by switching to "both on left" or "both on right". The light is there to remind him, because obviously redundancy is lost in that case. Cheers, Jan

Happy to get it to work. There is no setting on the IXEG to turn off reflections. And it should not cause any devices to flicker - you may have some other plugin or artwork alteration installed that causes this. You can turn off reflections in the X-Plane "display" menu. Cheers, Jan

Hello pmatten, when saving a situation in X-Plane, only certain parameters (called datarefs) are stored in the .sit file (the saved situation). So what you describe is how it works with our aircraft as well - we can not store certain parameters (like whats loaded in the FMS), but the "basic" setup gets stored. You would have to load the aircraft in "ready to fly" scenario, then load the situation. The plane would be at the correct position, altitude and speed. You would then engage the autopilot and autothrottle, raise the gear and then go from there. You can reload a saved .fpl flight plan into the FMS, so that helps a bit with not having to enter the full route again (it does not store the SID, STAR or approach, though). I hope this answers your question, if there is anything else I can help you with, I am right here ;-) Cheers, Jan