Litjan

Who else likes the great movie "groundhog day"?

Dont set Navaids for possible engine failure, its bad luck . Seriously, normal procedures ask for setting navaids for departure and subsequent navaids, you would only set the ILS if you really needed it (LFML for example). In the real world the GS would not show on "other" side of ILS, but you can just cancel the warning by pushing on the light. Jan

You are right, the correct sequence of pages to show when INIT REF is pressed has been on my list for a good year, but its hard to get devtime for that . Still many more pressing issues to fix first. Thanks for the report, Jan

Fahrenheit is a derelict measurement of temperature used by backward people, only. Get with the program, its kilograms, meters, seconds and errr Kelvin, erm, Celsius... . seriously, I dont think they use Fahrenheit in serious aviation even in the U.S... Jan

Also check if you have gusty crosswinds set. Jan

Not yet. You can visualize those points by using the FIX page. Cheers, Jan

Hmm, I will take a look at this when I get home from vacation in two weeks! Thanks for the report, Jan

You can see these clouds through the terrain (mountain tops), too. So I think its a Laminar bug. Jan

We are still investigating this, but there may have been a last second **** up on our side just before 1.2 went out . We had them working at one point in time just before the update and its not quite clear if we missed a setting or if Laminar changed something. At any rate, we definitely plan to bring reflections back. Jan

There is.

Entering this to make conditipnal waypoints does not work yet. Planned for a future update. Cheers Jan

Hi Ian, its on the list for future improvements. Cheers, Jan

Simply a safety addition. If there is a lot of wind, chances are it may get gusty/turbulent near the ground (buildings,trees,etc.). More speed also enhances controllability, provides more stall margin/better energy reserve for a go-around and lessens WCA. Jan

Hi, can you show a short video or some screenshots that illustrate what is going on? Thanks, Jan

Yeah, with the seatbelts in OFF we turn lights on. With AUTO they follow the flight phases (bright during boarding, dim for takeoff etc) but with ON they are always off, because they bleed light into the cockpit (current XP11 limitation) and puristst (like me) want a way to turn that off. Jan

Thanks for the report Stefan, we will try to verify and see what is going on... Cheers, Jan

Not sure about other airlines but we used a minimum correction of 5 knots. So no wind target is Vref+5. Cheers Jan

Confirmed and a feature. For XP11 use the XP11 default pushback. The old XP10 pushback wont work anymore due to ground model changes in XP11. Cheers Jan

Hi Tim, crossing my fingers that that was the problem... keep me informed if it happens again! Thanks, Jan

Hi mfor, I am not really sure what the frequency of a full bus failing is, but Boeing provided dedicated abnormal procedures for some of them, so I guess it happens. All you need is a wire chafing and subsequently shorting. The highest probability of an electrical problem is most likely one involving moving parts - like the engine generators (breaking) or the breakers ("glueing"). But I also heard of total electrical failures with the battery charger not working and the battery getting totally drained and dropping the generator buses offline in flight, I myself haven´t had any problems with the electrical systems in 10 years of flying the 737. We dispatched with an engine generator inop one day (MEL allows that), and I had a generator drop off the bus during single-engine-taxi in one day, but thats it. Cheers, Jan

Thanks for helping me check this out! Cheers, Jan

Hi mfor, I think I need to sit down for a couple hours and go through all of the equipment again . Some bugs are still in there, indeed: I agree that the autothrottle should be failing with AC Electronic 1 failed - bug. - FIXED The yaw damper is listed at both the AC and DC electronic bus 1 in my documentation. The MCP should fail with the electronic dc bus, not with the regular dc bus - this is pretty unclear in my documentation and may have changed between versions. I think the electronic bus dc may only control the lighting... but with the plane in standby power at least the heading bug and CPT´s course should still work. Thrust mode annunciation fails correctly. Mach warning should fail with electronic dc bus, not with electronic ac bus - bug - FIXED A/P stab trim seems to fail correctly with electronic bus AC. Capt´s RA should fail with electronic bus AC - bug. I will see if I can fix some of these in time for the next patch... Cheers, Jan

I agree about the A310/300, it is certainly a great airplane. But I don´t think we will ever make an airplane that I haven´t flown (and liked flying!) myself, so that pretty much limits the choice of further aircraft we would ponder making to one.. Jan

Hi Tim, I think this is what is happening: When I look at the very first second of your video, I can see that you are in a peculiar protection situation - the barber pole (max speed) is still at 230 kts, which indicates that you JUST retracted the flaps, and most likely got into an overspeed situation where the autothrottle reversion mode is trying to prevent a flap placard bust. Hence the MCP SPD both in the autothrottle and pitch channel FMA. Once the flaps fully retract, the overspeed situation is rectified and the plane reverts to VNAV SPD climb. Why it does that I don´t know, it should actually go back to FL CHG climb. I would dare to say that the protection situation (reversion modes) is a bit of a black hole, and the flight manual isn´t very clear about those either. I don´t have much (any) experience with those in the real plane or simulator (I am proud to say). We have coded it to act like described in the flight manual, but it isn´t very clear on what happens when you exit the overspeed situation. I see that the plane goes back to MCP SPD and CWS P when you push the VNAV button, as expected. Try to fly the departure again and make sure that you don´t bust the placard speeds and see if it still happens. Cheers, Jan

Hi, I was never quite the elec-know-it-all when on the 737 myself, so these answers are a bit shot from the hip : The STBY PWR not showing AC frequency could be due to the pickup of the Standby AC-meter being on the inverter - which is not powered during normal operation. If you switch the Standby Power Switch to "BAT" you can see it showing AC frequency. The DC meter could be a bug - unless for some odd reason they placed the pick-up behind the battery switch (maybe to prevent draining of the battery, because the meters not only read voltage, but also current draw). As for what stuff fails exactly, bear in mind that some of the stuff in the cockpit is "default X-Plane" and may still work on our plane, even though it´s "real life bus" is failed. We tried to capture the most important users that would affect your flight, but had to draw the line somewhere. There is also quite a bit of detail-difference in the wiring between production versions, and the first 737-300´s delivered where a bit different electrically than the last ones off the production line. If you specify which equipment fails not correctly I will try to look it up in our code and see if we maybe hooked it up erroneously or if it is simply default X-Plane. Cheers, Jan