Litjan

No

I recommend using FL CHG as the descent mode for now - V/S for smaller altitude changes. You can also use the "descent calculation" table I provide to view in the avitab, or in an external viewer. It will give you a ballpark figure for range vs altitude in an idle-power descent. Cheers, Jan

The spoilers in flight should only be deployed to the FLT position - above that "buffeting may occur", says Boeing. One of the skills in flying a jet airliner (and especially the 737) is to plan your descent so you don´t need the speedbrake. It is a mean of "destroying energy", so a good pilot will rather start the descent earlier...and save fuel that way. Think of it as approaching a red light. A smart driver will get off the gas and coast when he sees a red light, not speed up to it and then hit the brakes last second. Cheers, Jan

Thanks for the nice offer! Currently the development is halted because Tom (the other team member) is tasked with a lot of work for Laminar Research and the upcoming XP12... no idea when development on our 737 will continue, but we have a long list of things that we still want to add. I am personally already flying version 1.34 with a lot of "small" fixes...but we do want to get some big ones into the next update (whenever that will come). Anything else we can help with in the interim, please just ask! (Also make sure you watch the videos on my channel here: ) https://www.youtube.com/playlist?list=PLGRsg_6rB1D6f7lKjdw5r9P99swJtryhQ Cheers, Jan

Hi Megaerik, your observations are for the most part correct. There are some deeper FMS functions that have not been modeled (most glaring a well working VNAV PTH mode and the HOLD function) and some things are only working from one side (like WXR radar, EGPWS terrain, POS INIT). Here some remarks on things that are working as they should, though: 4.) The bank angle selector has no effect during LNAV in the real aircraft (although the bank angle is not as steep at cruising speeds/level as it is in our aircraft) 6.) This works as it does on the real aircraft. Arming the A/T while a F/D or A/P pitch mode is active will also activate the SPD mode of the autothrottle. 8.) The real aircraft does accelerate on the ground with engines in idle. Speedbrake performance also matches the real aircraft (i.e. very poor, about 30% increase in sinkrate) 9.) The PROGRESS page is still WIP and does show some data that is not correct yet. We know that there are still a lot of things missing, but you may also notice that a lot of things are working and modeled deeply, so I hope that you can enjoy whats there for now. Cheers, Jan

Hi, maybe not uninstall XPUIPIC but you can disable it (in the plugins dropdown menu)... I would just like to know if it is the problem, or something else. Try to fly in "manually set" weather and select the CAVOK option to try. You can also try to tape a video of it happening and post it here (maybe a youtube link?) so I can take a look, this might give me a hint. Cheers, Jan

Hi Matthew, I would try without XPUIPC first to rule out some interference with that. The only other reasons could be noise joysticks (sending erroneous signals), turbulence (check weather settings) or performance problems (trying to fly too high for the current weight, etc.). Cheers, Jan

Hi Robert, this is really strange! I run on Windows, but the functionality regarding the views and commands should be the same. It sounds like something went wrong with your installation or activation of the software - especially since you can´t even see the ixeg/733/... custom commands. The name for the custom command is ixeg/733/toggle_main_menu - if you type "main menu" into the search bar for commands you should be able to find it. If not...I would suggest reinstalling the plane and possibly troubleshooting your system for read/write access rights problems or the like (not sure how this works on Mac) Here is what the menu looks like, the only problem we ever had was with people running multi-monitor setups...for those we provided the custom command (it only works if the regular way of "bumping" the left screen edge is disabled in the preferences menu).

Nope, there are at least two!

Go to tab "Standard" then "Viewpoint" then set the long arm, lat arm and vert arm of the "pilot's viewpoint". Let me know if you need further help finding it! Cheers, Jan

Hi, it is offset (to the right) on purpose - this allows you to view engine instruments and also see more of the EHSI. I do not understand why it would make taxiing and parking more difficult - real 737 pilots do not align the taxiway centerline with the center of the EADI or any other "reference point" in the cockit...but I know that this is a habit that some simulator pilots develop . In the real plane it does not work because your head moves around too much, but in a fixed position with a 2D monitor it may. You can judge "offset" from a straight line by judging the appearant tilt - if the line appears to be vertical, you are aligned with it - if it seems to "lean left" you are offset to the left. However - to each his own - if you want to adjust the viewpoint you can load the plane in planemaker and adjust the - tada - viewpoint . Happy landings, Jan

Yes, and the blurry spot above it is the overpressure relief valve that opens to keep maximum differential pressure at 9.something psi, iirc.

Welcome to my world! And thanks for the very nice words, of course. I agree - when I got reactivated after a few months of being at home due to Covid I found that its not so much "pushing AP buttons" that I got rusty with - it was the instrument scan! And this is something that you can only really practice by flying manually - even following the FD isn´t really cutting it, because you will invariably concentrate on centering the needles...which any 6 year-old can probably do better than me . Cheers, Jan

The FLT/GRD switch is moved to GRD with the "after landing items" - as you leave the runway. The outflow valve will drive to "FULL OPEN" very fast, and this "dumps out" the small positive pressure in the cabin, resulting in a momentarily high cabin rate of climb (remember, more pressure -> cabin "descends", less pressure -> cabin "climbs"). Try to open the outflow valve when flying at 30.000 feet and see what happens with the cabin rate . PS: Are you aware of the folder "documentation" contained in the aircraft folder? There is a .pdf in there called: 3-Pilot Quick Reference Handbook. It contains the normal procedures for operation, and may answer a lot of your questions (as it also contains some annotation for WHY things are done). Here is the excerpt for Chapter 6: CHAPTER 6 AFTER LANDING AND PARKING Taxiing the aircraft to the parking position or gate after landing can be very demanding, too. It takes good crew coordination to keep situational awareness, in addition to performing some steps to prepare the aircraft for arrival at the gate. AFTER-LANDING ITEMS: Reversers stow Speedbrake down Landing lights as required • Usually turn off the landing lights and turn on taxi-lights and runway-turnoff lights Flaps up Pitot-Static-Heat off • This removes heating from the pitots during ground operation, they would get too hot without the cooling airflow. FLT/GRD Switch GRD • This will open the outflow valve, depressurizing the airplane so you can open the cabin doors later on. Strobe Lights OFF • They could blind other aircraft/personnel Engine start switches OFF APU As required • Only use the APU if you need it for electrical power or aircondition after parking. Its loud and uses fuel! Single-engine taxi consider

No - but try to open the sliding window after putting the FLT/GRD switch to FLT(with packs operating). Edit: To FLT, obviously.

The reason and explanation is in the post above yours . The reason for the "pressure bump" Hotdawg mentioned is that the outflow valve would be in the "far open" position, leaving a big hole in the aft lower section of the fuselage. As the plane rotates, air pushes against and into that hole, creating (uncomfortable) overpressure in the cabin. If you place the switch to FLT while still on the ground, this hole is almost closed, as the outflow valve is almost closed. Another benefit is that the cockpit sliding windows do not "rattle" in the guiding rails, they are pressed firmly into their sockets by the overpressure. Cheers, Jan

That is still planned.

The ELEC pumps usually stay on "all day" - you turn them on in the morning (before the first flight) and then shut them down in the evening (when leaving the aircraft). You need to have clearance from ground personell to turn them on, often the guy doing the outside check will knock on the plane skin and then give you a thumbs-up when all flight surfaces are clear (because they can move when turning on the ELEC HYD). You do need AC power to turn them, so you will need GPU or APU supplying the main AC buses. They are turned on very early in the preparation, because running them has the advantage of supplying power to the brakes (in case the accumulator wears down during extended ground time) and also being able to spot leakage during the outside check. You will normally not turn them off during "the day" - the only reasone I can think of right now is the supplementary procedure "Push back with no bypass pin installed" - where you need to depressurize the A system during pushback. Cheers, Jan

Ben is right - the headshaking is simulated by moving the camera position in the cockpit - when using VR, the camera position is overruled by the VR headset.

No new advice, really. The navdata packages from Navigraph and Aerosoft have installers that let you specify which add-on you want to install navdata for. After you provide the correct path it will install the navdata into the correct subfolder: /Aircraft/X-Aviation/IXEG 737 Classic/fmc_data Good luck! Jan

The good thing is - the 737 Classic does not have any brake temperature indication . On the A320s I fly these days we are not allowed to take off if brakes are warmer than 300C - and this can be a problem when taxiing out for a longer distance. Fortunately we have brake fans on those that we keep running, still when going to runway 25 at EDDS on a warm day with a heavy 321, it can be a problem. tl;dr: Idle thrust is fairly high on high-bypass engines and most pilots wish it was less...in real life, too.

Hmm, I am not an expert on how those variables work, but it seems strange to me that the blue GRD PWR AVAIL" lights up but the switch doesn´t work... I agree that it would be nice to be able to access this - and other options - in VR as well. The workaround I would suggest for now is to simply use the APU. There are no noise restrictions while flying in X-Plane and it can do everything that a GPU and ground air can do as well. I have placed the request for a programmable button/key into our list of enhancements again - it will probably be a quick addition, but I can not say when the next update will be available . Cheers, Jan

Nope.

That will work! (But you must then click the red flashing P/RST button with the mouse as well to silence the warning). Even better is to assign a joystick button to "AP disconnect" (I have to check the exact name of the command when I get home). You can click that twice (first to disconnect the AP, then to silence the warning). Cheers, Jan

If youi disconnect the autopilot the correct way (by toggling the AP disconnect button on the yoke) the FD bars will remain on. If you toggle the autopilot off by using the autopilot disconnect bar (like a lot of simulation pilots do erroneously) you remove power from the FCCs (flight control computers) and this will also turn off the flight-directors. This bar is only to be used in emergencies, like when other ways to disconnect the autopilot fail. Alternatively you can also use the autopilot engage/disengage buttons to disconnect the autopilot (or move the yoke over the limit, but this is really just another emergency way to do it).