Litjan

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).

You can fly without the experimental flight model, but downsides is less accurate performance parameters and lacking of some features unique to the "experimental" flight model, like refined downwash calculations. If you are a layman just droning around for fun, chances are you won´t even notice the difference. Cheers, Jan

You can use the preference slider to move it far "down" - to keep it out of view. Does that help?

When the airplane is very light, it will naturally have less rolling friction and will accelerate the most with idle thrust. Make sure that your throttle is fully at idle, though (sometimes hardware is not calibrated properly). N1 at idle thrust should be about 21%. A real 737 at idle thrust and light weight will easily accelerate to 60 or more knots... Cheers, Jan

Difficult to see...always in motion, the future is.

For the 737 Classic the IXEG is modeling you will set the orange carot to the barometric minimum. So for 08L at EDDM it would be at 970 feet. Back then when the plane was made pilots still had the ability to memorize the "thousand" of the DA/MDA . If you fly a CATII or CATIIIa approach with a decision height, you can set the RA DH window to the required decision height, i.e. 50 for a CATIIIa approach. In this case you will get a "minimums" callout. Some pilots set the DH to 200 for a CAT I ILS approach, but this is wrong. A CAT I approach does not have a decision height, it has a decision altitude. Therefore referencing a "height" (with the radio altimeter) could make you bust your minimum (if there is a valley in front of the runway, for example). This distinction is important. A HEIGHT is always a distance above the terrain, an ALTITUDE is a barometrically referenced altitude. There is no "decision height" for a LOC approach. A non precision approach (like LOC, RNAV, VOR,...) will have a MDA (minimum descent altitude). A precision approach will either have a decision altitude (DA) for CAT I or a decision height (DH) for CATII/III. There are approaches without decision height (CATIIIb), they will instead have an alert height (usually 100 feet RA), but the 737 Classic is not able to fly those. Cheers, Jan