Litjan

Hmm, maybe it just looked like low framerate due to the video capturing. 35+ is totally fine. I have not heard anything like that from anyone else - and I have also tried the mousewheel on my autobrake switch while in CWS P several times today but could not observe the effect your video showed... Cheers, Jan

Ahh, now I see what you are talking about - the sudden "pitching" the plane does when moving the switch? No, I have never seen that - it seems that you run X-Plane with a very low framerate, I am not sure, but maybe that could be part of the problem? A computational issue? Does the same thing happen if you use the "mouse-drag" to turn off the autobrake? Cheers, Jan

The later Classics even had speed and alt intervention - we chose to model the earlier variant because it is easier . But I have never in my life pressed those buttons on the aircraft that had them - I know what they do from the manual, but that description was just a little vague...too vague to try this with a real aircraft, I guess . I think those buttons got about as much use as the "expedited climb" button does in the 320s... Cheers, Jan

Hmm, I have no idea what "Machine ID invalid" would mean. I hope that Ben can find out what is going on. Thanks for your patience! Ciao, Jan

Unfortunately my airline phased out the 737 Classic about 5 years ago and we didn´t get NGs or MAX as a replacement. I was transferred to the A320 family, which I personally do not enjoy flying as much as I enjoyed the 737. Yes, we intend to keep the IXEG 737 current and relevant as X-Plane progresses, and once it is "feature complete" we will look into expanding its scope as well. Cheers, Jan

You have to input your email that is connected to the account - make sure to not input spaces by accident. Cheers, Jan

Hi airfrance, yes, I try to keep that post up-to-date as much as possible. Your observation is spot on - the VNAV climb and cruise works good (except for some small quirks, like being unable to input manual speeds), and the VNAV descent works if there are no restrictions on it. We will work on the VNAV after this next small patch (1.33) is out. I guess it may depend from airline to airline, but at my airline VNAV was basically NEVER used on descents in the 737 classic. It may be different for NGs and at other airlines, but the VNAV descent on the Classics was a bit quirky (not as much as ours is, though!). Thanks for the nice words about our plane! Cheers, Jan

Hi XXFlight, yes, this sounds like a hydraulic failure. This is something that can only happen if you "trigger" it with the "failures" menu, though. We are not using default X-Plane failures for the hydraulic system. Did you check the hydraulics quantity and pressure indications? When it happens the next time, make sure to take a screenshot of the instrument panel and also the overhead panel so we can see how the systems are set up. I am fairly confident that this is some type of setup mistake - especially since you had this problem twice in a row. Cheers, Jan

Wait, you are saying that VNAV doesn´t work correctly for the descent?? That being said, it could be very well that the calculation is correct, I would need to see the miles remaining on your PROG page to judge that.

Hi Nico, I am not exactly sure what you are talking about. Can you explain what you observe again? Maybe with a picture? Thanks, Jan

Unreliable instruments and especially airspeed/altitude is one of the hardest problems you can have in the aircraft - especially since it takes a lot of mental effort to NOT trust your instruments (when all you always hear during IFR training is: Trust your instruments!) Once you realize that something is wrong, you often have to deal with erroneous warnings (overspeed, stick shaker, GPWS callouts,...) and then you have to realize WHICH one of your instruments is the faulty one. It isn´t unheard of to have TWO faulty ones and ONE good one - all too easy to dismiss the single outlier. When you have a problem like that it is important to know rough "pitch and power" values to keep you both from falling from the sky and also give you a chance to guess which of your instruments are still good. If you are climbing with 30 degrees nose up and your airspeed is increasing...chances are that it it wrong (Birgen air). To confirm speed you can use ATC, the IRS (ground speed), DME and so on - to confirm your altitude you can use GPS altitude (not in the IXEG), use the weather radar (tilt -7 then first ground return in NM = height above terrain in thousand feet) or you could even depressurize the aircraft and use cabin altitude (once you are lower). Cheers, Jan

Hi airfrance, yes, that is a common misconception, you are right, on the "classics" you can´t arm LNAV and VNAV on the ground. You will use the TO/GA mode and once airborne you can select LNAV (above 50 feet) and VNAV will usually be selected at the acceleration altitude (1000 or 1500 feet AGL). The problem getting VNAV to "stick" is usually due to input from the joystick - we have a "deadzone" slider in the preferences menu that will allow you to make your joystick less "sensitive" to the autopilot. Try increasing this zone and see how it goes? Cheers, Jan Edit: It is the 4th point in this post:

Hmm, ok - then I am afraid that you will have to follow this drill to isolate the problem: Please let us know when you find out which plugin caused the problem? Cheers, Jan

Hi rodtod, you are loading DOZENS of plugins, and at least 5 of them have been known to cause CTD problems. My money is on SAM - the latest version does not work. Your log indicates that you are running out of lua memory, this happens sometimes as well if the user tries to run too many plugins that compete for lua memory. I would suggest trying to remove your plugins for real, then see how that works. Cheers, Jan

Hi vctpil, this is your problem: Loaded: D:\X-Plane 11/Resources/plugins/UltraWeatherXP/64/win.xpl (uwxp251.xpmgraphics.xyz). Remove UWXP and it should work - if it doesn´t please let me know, I have one more idea to try. Cheers, Jan

Hi Strarosfeerick, I played a bit with this - and I think this solution works quite well: Make a (second) control profile for the IXEG 737 for flying in VR - and set the pitch and roll axis of your joystick to "none". Now you can fly with the VR manipulators, when letting go of the yoke the yoke stays in the "old" position, but as soon as you gently click the yoke, it will "snap" back to neutral and you can engage the autopilot. Cheers, Jan

That looks cool!

Slowly getting there (slowly being the operative word)

Yes, I noticed the same thing when flying in VR - I did not know that there is an option to have the stick return to neutral! I have to look into this, I always assumed that in VR this is the way it is supposed to be, so you can let go of the stick and manipulate other knobs and dials without the airplane snapping back to neutral controls. I will try to find out how that works... Cheers, Jan

Hi alexdm, I looked at your log.txt and it looks like you are running out of lua memory. This is caused by running too many plugins that compete for lua memory, a fairly small part of the regular RAM. You also run a lot of plugins that have caused problems before - maybe you can check if they have an update available or if your really need them. If the crashing persists, follow the recommendations in this writeup to isolate the problem, please: Please let us know what you find out! Cheers, Jan

I would think that the "feeling" of flying the 737-300 and the NG (at the same weights) is pretty much the same - not having flown the NG in real life. I know that our 737 feels exactly like the 737s I flew in real life. Our VNAV is likely not as refined as the one on the PMDG. It (and some other FMC features like HOLDS, PROG page,...) is slated for improvement but was never really completely working. Here are two threads I made specifically for prospective buyers and to get new customers up to speed on the current status: Cheers, Jan

Hi, yes, the sound of the engines is realistic - when we got noise cancelling headsets in our cockpit I always slipped them off my one ear during take-off and landing so I could hear the engines better - especially during approach I found that it really helps if you can hear the engines wind up and down. During cruise it really helps to have those headsets, though - the airconditioning (and airflow at higher speeds) is really loud. Note that we have a preference slider for the aircon sounds - a lot of people are bothered by the sound (I wish we had that slider in the real aircraft, too!!) The airflow from the packs will modulate with the bleed pressure available. There are basically two spots where bleed air gets drawn from the engine, one is called the low-pressure bleed (5th compressor stage) and the other is the high-pressure (9th compressor stage). The modulating and shutoff valve controls how much high-bleed air pressure gets drawn - it opens during low engine RPM to allow more high pressure air, otherwise the bleed pressure would drop too much and you would have a problem supplying the packs and/or anti-ice systems during high altitude flight and idle power, for example. When you have the engines at idle, this valve is pretty much fully open - now the engine RPM governs how much bleed pressure there is (you can see this on the pressure indicator, too). The airflow is a function of bleed pressure, so at idle it will modulate with the engine RPM. Once the pressure gets high enough, that little valve says "ok, this is enough pressure, I am gradually closing now" - and you can see the pressure stay static at that point, even if you increase RPM further. Cheers, Jan

You can output the flight-control deflections value during the flight - if you bump up the upper side of the screen, select the Data output tab and then click the appropriate field (flight control, trim). The small green numbers will tell you if your rudder is deflected - and if it is, you can correct that with the rudder trim. We do that all the time in the real aircraft, no plane is ever rigged perfectly. Even the Airbus I fly now does that sometimes - it trims the rudder automatically but sometimes (nobody really knows why) it trims a little bit off to one side and then flies with one wing low to compensate. Airbus says that is "acceptable"...well, what do they know about airplanes?

Yeah, this looks like a the rudder is deflected - either by (inadvertant) trim inuput or by bad calibration. Another possibility would be thrust not being equal, but I can´t see if that is the case (and it shouldn´t be with the autothrottle on). Viele Grüße, Jan

Hi oregondan, huh, that is weird. At any rate, happy you got it going. You can always assign a button or key to trigger the menu as well. Cheers, Jan