Litjan

Also make sure that your N2 is above a minimum value... I think like 15% or so. Otherwise there will not be enough airflow and you can get a hotstart. 260kts may not be enough, the non-normal checklist asks for 275kts above FL270 and 300kts below FL270. For some reason X-Plane expects the thrust lever to be at "idle" during an engine start, so if the engine fails to start, make sure the respective thrust lever is in the idle position.

I do not recall such a requirement nor do I find any reference to this in my Operations manual.

It works as expected: Fly with V/S at -1500fpm and then set MCP SPD to 210 kts. At 15.000 feet (descending) the IAS will stabilize at ca. 231 kts IAS. Now pull speedbrake to FLT DET. Airspeed starts reducing (in my test it is 215kts by the time I reach 11.000 feet).

I have tuned the flightmodel and the speedbrake effect to match my personal experience flying this aircraft. If you feel that it should be different, by all means go and change the model in planemaker to your liking.

The reason the approach category will be CAT1 with one engine failed is not the failed autothrust (it isn´t failed) - it is the lack of redundancy in the electrical system - you need two engine driven generators for a CAT2 or CAT3a autoland approach. Hint: It takes more than access to some engineering manual and electrical diagrams to fully understand the capabilities of an aircraft. You will find many things "wrong" with our model, but there are also many many variations in variants and models, even from airline to airline.

I am taking the effort to check back and I am one of the developers.

The problem with your reports is that they are (mostly) not bugs - they are user error, not reproducible or misunderstanding of intended behaviour. This is why it is hard for us to determine if you just don´t know what you are doing or if you try to shed a bad light onto the product by claiming false facts. I applaud that you dabble into the non-normal procedures of this aircraft, we have put a lot of effort into getting the systems right. I am happy to help with understanding the aircraft and the systems, but the bug report forum is for bugs, not for getting help in using the product.

I have just tried, this does not happen on my system.

This is correct, that is why it is called the "preflight" menu. If you want to adjust things like fuel and weight, use the "ground services" menu.

I just tried and it works fine on my end. Make sure that you don´t "fail" with the engine or have a fire in it with the X-Plane failure menu, this will disable the engine and it will not relight.

To expand further on what Cameron wrote: We know and don´t claim that our 737 is perfect. Any model of an aircraft for a flightsimulator offered on PC will have limitations. I am also happy to discuss these things, but if a user writes "windmilling start not working" - all I can write is "windmilling start works", and that is not a productive discussion. I would suggest that you make a list of the things you think that are "bugs" - including steps of what you are doing. You need to "back up" your claims with an exact description of what you are doing (steps, pictures, video), otherwise we can not verify what you are reporting, nor can we find out why things don´t work for you. Our aircraft has been sold for several years to thousands of users, and you are the first one to find out that "PFD and HSI are blank if changing from outside view to inside view"? Don´t you think there is a chance that there is something wrong on your end?

With all due respect: Sure. Whatever. Happy flying.

I am sure it does... Go ahead and display the "Aerodynamic forces" (field 64) in the DATA OUTPUT tab so you can see the little green numbers for "drag". When I fly at 230 kts, the drag is roughly 6100 lbs. When I deploy the spoilers to the "Flight Detent" the drag goes to 7100 lbs, when I go further (not allowed in flight) to the "Full extend detent" the drag rises to 7700lbs. N1 increases accordingly.

Not sure which 737s you flew, but that is not how it worked on the one´s I piloted for 10 years. I doublechecked in my manual, there are only three instances of automatic autothrottle disengagement (except for power failure): * two seconds after landing touchdown * thrust levers separated by more than 10 degrees after FLARE has been annunciated in a dual-channel approach * when a thrust split occurs and flaps are less than 15 degrees and more than half the A/P roll authority of the roll spoiler is used During single engine flight you can readily use the autothrottle. Cheers, Jan

Welcome to the real world of a 737 pilot! In the real aircraft the speedbrake will increase the rate of descent by about 50% at 250kts (faster -> more, slower -> less). So instead of descending with ca. 1500 feet per minute you will now descend with 2200 feet per minute. Unlike in other aircraft, the speedbrake will not save your *ss when planning the descent poorly. In fact when I flew the 737 using the speedbrake was stigmatized as a sign of poor pilotage (unless you would get a completely unexpected shortcut or in an emergency, of course). Cheers, Jan

Hi axmiha, sometimes the departing airport elevation is just on the edge of the altitude alert envelope - so if you set the MCP ALT to 3000 and your airport is at 3250 feet, it could be that the alert triggers as you spawn. Just move the selected altitude up or down until it is not within 250 feet of your current altitude, that should stop the blinking. Cheers, Jan

Hi hawktb9, thanks for the feedback - really happy that everything works for you! Happy flying, Jan

Hello, yes, please report back on your findings - I think IXEG 737 is one of the few aircraft that allows to assign a special axis to the "tiller" function, this could be the reason. Other factors are (as I mentioned) crosswind and possibly asymmetric thrust (if you have two axis assigned to each engine). Other than those issues we have not had any reports like this. Using the data out display (small green numbers) is very helpful in troubleshooting control issues (it can show joystick/axis deflection, nosewheel steering and other flight control deflection in values from -1.0 to +1.0). Cheers, Jan

Hello, I believe you have assigned an axis to "Yaw" or "Tiller" that is not centered correctly. Display the default X-Plane DATA OUT parameters for "flight controls Aileron/Elevator/Rudder" (field 11, leftmost checkbox to show in cockpit), and also the field 8 Joystick Aileron/Elevator/Rudder. This will show you if your controls are centered (I believe they are not). You can also use the "Joystick" tab in X-Plane to calibrate and assign joystick axis. Please note also that during crosswind conditions the plane will tend to "turn into the wind" when taxiing, this is realistic behaviour and the Captain needs to constantly use tiller or rudder pedals to keep the airplane going straight. Cheers, Jan

Hi Roger, when flying in VNAV, the plane will always heed the MCP ALT window, it will not climb or descend past it. It will level off at the selected altitude, and it will also NOT just resume the climb or descend when you set the new target altitude, you need to click VNAV again to re-enable it. A common mistake that can lead to mode confusion is to look at the light in the buttons to determine which mode is active. Never look at the buttons, always look at you FMA (flight mode annunciatior), the green/white writing in the top line of your EADI. The "light" in a button means that a mode is active AND can be disengaged by pushing the button. However a mode may be engaged, but the button not lit (i.e. the APP button during an ILS approach). That is why it can be confusing. FL CHG and V/S are basic modes, they should always work, so I am a bit confused why FL CHG did not work in your case. You may want to watch some of the tutorial videos I made for using the autopilot, maybe they can help clear this up. Cheers, Jan https://forums.x-pilot.com/forums/topic/10746-training-videos/

Hi Roger, here are some random ideas why you still see CWS P: Did you press the CMD A (or B ) button? If you press the CWS A (or B ) button, CWS is all you will ever get Did you engage a mode after pressing the CMD button? If you don´t the autopilot has "no idea" what you want it to do, so it will default to CWS P (and CWS R). Do you have a mechanical "trim" setting on your joystick? If you deflect that, you won´t get any jitter, but the joystick still sends a "I am deflected!" signal. If all else fails, display the values for joystick deflection on screen (go to the Data Out tab, search for "joystick", then click the leftmost box. This will display the deflection values of your joystick in small green numbers and you can see what is going on). Cheers, Jan

Hello, Thank you for the nice words! We plan on having more variants in the future (400/500/Cargo), but we don´t know when this will happen. The doors can not be opened yet, except for the cargo doors (use the "Ground Services" pop-out panel to operate those). We plan on adding the functionality for the passenger/service doors as well, but the mechanism is very complex (plug-type door) and we want to get it right! All the best, Jan

We put in considerably effort to make this plane as realistic as possible - not as easy as possible :-) There are some techniques that real pilots use to control their speed, the main one is to use the brakes (who would have thought?) - use the brakes to slow down to 10 knots, then let the aircraft accelerate to 25, then slow it down again. Using the reverse thrust is not recommended in the real aircraft, it can kick up small stones and sand and then ingest that debris, which could damage the fanblades. Also heavier aircraft (around 55.000kgs) tend to not accelerate so much or even not at all. Cheers, Jan

Hi, we calculate those values as a variable internally, but do not publish them as datarefs. I can file the request for that, if you want to? Cheers, Jan

Hi, I have flown the 737 as a first Officer and Captain for ten years. What you are describing is exactly what the real plane does . Happy taxiing, Jan