Litjan

While I in no way want to downplay the importance of the HOLD function, may I inquire what is stopping you from doing your approach preparation while you are enroute to your airport? Or - if you do a very short flight - just to enter two random waypoints in your LEGs page so the airplane flies back and forth? Jan

Ok - I will look into making a list for those, then. It will probably not be inlcuded until we do the first "real" patch, though. Off the top of my head (for now, reboot gizmo before flying a new flight, we will fix this in a bit, so it is not necessary anymore) Turn on fuel pumps, if now needed (after adding more fuel to CTR tank, for example) Turn on Fasten Belts signs again Reset Cabin Controller (Set new FLT ALT and LANDING ALT) Set up MCP (new values for departure) Set up FMS (Routing, performance, etc.) Set up EFIS and NavAids That should get you going... Jan

No, when in a transit-stop, only a few of those items are done (like resetting the cabin controller with the values for the next flight, re-programming the FMS, setting up the Navaids, etc.) Jan I cant check right now, but did you look in our documentation, Pilot Handbook, Normal Procedures? There should be a list...

I also applaud the work done here! I will certainly try myself, and by the time we have killed the most bugs, your SmartCopilot will be working perfectly, I am sure! Jan

Thanks for the report, will try to reproduce and then fix. Jan

We agree that there are still a lot of lingering problems - but assure you that we are working hard to get these problems taken care of. I am sorry that you are having a bad time with the product. I would maintain that it IS possible to enjoy the product as it is, though - as many users report. It all depends on your personal level of expecting a perfect and bug-free product. Jan

And please report back with results - naturally very curious if that cured your problem! Jan

Another way is to switch to FL CHG before overspeeding and then fly in FL CHG with high speed and speedbrakes until you are back on the vertical deviation pointer. Then you can engage VNAV again. Jan

Yeah, this would also explain the overshoot on the turn to final. Good catch - we will look at it! Jan

Also browse the forums a bit with those keywords - quite a few people had problems like you did, and quite a few managed to find a solution (usually not attributed to this aircraft). Thanks, Jan

Just stickshaker.

Hi Lena, I think it should also be noted that the POS INIT page doesnt yet work on the right CDU - its slated for fixing soon, though. The default view position is set up for the Captain´s head position - but you can easily set views up for the FO side (using X-Plane´s quickview system) and also use our IXEG view system (it has a FO preset), and also alter and save those views. So in conclusion, there is really not much to get into the way of your virtual carreed as 737 FO . Happy landings, Jan

It looks like you didnt select the SID (MCOY1)? I will try to reproduce that, thanks for the report! Jan EDIT: Works here with the Aerosoft database - which one are you on?

Thanks, racingmars. Changing those value-labels is indeed on our list - a tiny bit involved, though, as I have been told... Jan

Hold on for a second - small fix to hotfix coming up...

Little trick I use for fine control - use your mousewheel (haha, get the joke?) to zoom in, then your control will be more precise with the click and drag... Jan

Yeah, I agree - credit where credit is due. Although... quite honestly we didn´t see it on theirs and copied it (at least no one on the team admits to that ) . So it´s a clear case of "great minds think alike!" Jan

Wasn´t there this really flexible elastic guy, too?

I don´t think the software version we are simulating can - I remember always having the discussion if it´s "ok" to turn a bit early if there was a "flyover" on the SID, but our LNAV wanted to turn a tad earlier... Jan

just use default x-plane. I think its "mixture engine one 1 up slowly" and so on... Jan

Not quite yet - we will revisit this part of the approach in VNAV later on - once that is done and we declare it "good" I will invite all feedback... Jan

Hi Rodeo, the FMS (and we don´t have that quite down yet) - will eventually command the approach speed as entered in the FMS (Vref+5). Usually it will try to target the speeds associated with waypoints - and in the case of the intermediate approach waypoint (where the plane starts going down) this is mostly 180kts or so. After that the plane will try to slow down to Vref+5 (heeding minium speeds as dictated by lack of flaps). Jan

Correct - in VNAV the speed is determind and set by the FMC - use an alternative pitch mode like V/S or FL CHG to use MCP SPD. Jan

Airlines´ procedures for this may vary, but this is how we do it: Use LNAV and VNAV (if desired) to get to the intermediate descent point (usually ca. 10NM for runway, 3000´ AAE). Then set the MCP altitude to a HIGHER altitude (we don´t set it to MDA, because it´s really easy to forget and the plane would level off, screwing up your approach). When coming up on the intermediate descent point (in LNAV and ALT HOLD), turn down the V/S wheel to get onto the "virtual glideslope" - refer to the vertical deviation indication (just like a glideslope) to stay on the vertical profile. Once ca. 1000 feet below missed-approach altitude, set the MCP to missed approach altitude (to have it ready in case of a go-around). When approaching the MDA, click on the SPEED button to disengage autothrottle (we rarely disconnect it, as eveyone seems to be doing in their youtube vids - it would not be able to save you when you get too slow, if you completely disconnect it). When pushing SPEED button, the A/T will revert to ARM (dormant, bur ready to help if you need it for go-around). Now align the hardware throttles and gain control of the thrust levers. At MDA disconnect the autopilot and complete the landing manually. If airport not in sight, hit TOGA buttons for go-around (careful, AP will disengage!!) Jan

Exactly right - it´s a "precalculation" feature - this way you can read off what your final weight would be (although most pilots SHOULD be able to do this calculation in their head...) and more importantly, the FMC can calculate the path with the "final" weight already, and warn you if you can´t make cruise altitude, for example. Important: ERASE THE PLAN (delete) afterwards, or your FMC will not calculate GW accurately as fuel burns off... Jan