Litjan

Hi, you want to map the default X-Plane command "Engage TOGA power." (sim/engines/TOGA_power) to a joystick button and also the custom ixeg command "Disengage AP" (ixeg/733/autopilot/AP_disengage). You need to push this button a second time to silence the wailer and light that warns you about the autopilot disconnecting. Cheers, Jan

The "wires" are just the way they are in the real aircraft, too - here is a pic and another one from my installation of the IXEG. It is likely that you now "see" the wires because you (finally!!) downloaded the latest version of the aircraft and I have moved the "default view position" slightly down. The "inop" for the logo lights is due to selecting the "winglet" option. With winglets installed the logo lights are covered and can therefore not be used. Cheers, Jan

Ha, I am indeed very relieved that you found the problem! I know nothing about joystick preferance files, but I am really happy that you got it to work. Now holding my fingers crossed for your success to hold steady for the next days, weeks, months and years! Cheers, Jan

No, this looks very wrong! I would suggest re-installing the aircraft to see if that fixes it?

Yes, everything is looking exactly like it should in your pictures - symmetric thrust, no fuel imbalance, no flightcontrol deflections... One last thing to try - maybe a wing section got corrupted in your installation...output field 92 (wing lift) and see if all wings are creating lift equally?

One last thing that just came to my mind: Make sure that you are programming the X52 buttons using the correct "profile" - I have set up several profiles for different planes I use, but if you assign the wrong profile to be used with the IXEG you can program all you want, it won´t work. Example: I have one profile called "single engine prop planes" - and another one "helicopters" - and then I set up in the joystick profile menu WHICH profile I want to use with WHICH aircraft. So if I fly the S-76, but have erroneously assigned "single engine prop planes" to this aircraft, I can change the buttons in the "helicopters" profile all I want, I will never see it in the S-76 (as it is not using the profile I am making changes to). Cheers, Jan

Ok - Try to output field 8 (joystick deflections) and field 11 (flightcontrol deflections) in the DATA OUTPUT tab. I just did a test-takeoff with those fields activated and there is almost no roll after takeoff. Here is a screenshot: I am at the end of my wits as to what is going on on your end Cheers, Jan

Hi Jean, I can see the usefulness of this - I will file a feature request and see if Tom can add this in a future update! Cheers, Jan

Yes, those videos should show that critical sequence. Basically you need to disengage the MCP SPD mode (you can also do this by clicking on the SPEED button on the MCP or bind a custom command to it). Then you will see the green FMA in the EADI go from MCP SPD to ARM. Now you move your hardware throttle and should see the "ghost throttles" appear - when they match up, you can see the thrust levers in the virtual cockpit become "in sync" with your hardware throttle again and you have manual control. It is puzzling that your X52 does not trigger those commands reliably. Yes, I have added many more commands in one of the recent updates, but those ones have not changed, I think. Here is what the EADI should look like after moving the AT switch up to ARM: Here is what the MCP looks like after engaging the MCP SPEED mode: Here is what the EADI looks like after engaging the MCP SPEED mode: Here is the command you must set up to disengage the MCP SPEED mode prior to manual landing: And here is the cockpit after you disengaged the MCP SPD mode and are trying to syncronize the thrust levers of your joystick with the "ghost throttle": Notice how the MCP SPD in the EADI changed to ARM again and the two white "throttle knob" frames on the right appear? You need to move your hardware throttle up until those two white frames match the two A/T grey throttle knobs above them. Cheers, Jan

Hmm, I think there is a fundamental lack of understanding how the autothrust modes work in the 737 at play, here - combined with confusion of how to regain control of the thrust levers once the autothrottle does not control them anymore. I would suggest watching some of the tutorial videos I made (you can fast-forward to the relevant sections of approach, for example) to see how it is supposed to work and then try to get the same commands working on your joystick buttons. It is imperative that you check the FMA (flight mode annunciator) labels in your EADI - the leftmost will tell you the mode the autothrottle is operating in (ARM, THR HOLD, N1, GA, RETARD, etc.). You can not control your thrust manually unless that leftmost column is in ARM or totally blank. Cheers, Jan

Go ahead and doublecheck your button bindings. Test the disconnect of the A/T switch while you are sitting on the ground, not during final approach...that is a bit late to find out that your keybinding isn´t correct. For realistic operation do not turn off the autothrottle switch, just disengage the speed mode (there is a command for that as well). This way the A/T switch stays on, so you can use the A/T in case of a go-around. It will automatically switch to OFF about 2 secs after touchdown. Make sure you have the right "throttle option" selected - due to the improvements for VR pilots there is also now an option to NOT SHOW the ghost throttles, this makes aligning your hardware throttle a bit more difficult. I am not quite sure what is going on with your joystick, but (fortunately) you are the only one experiencing these kind of problems . It is possible that your X52 software is somehow acting up and interfering with normal X-Plane interaction. In my experience it is never a good idea to use the software for joysticks and hotas setups, they only add an additional layer of complexity and default Windows can recognize and interpret the signals of most hardware just fine. Cheers, Jan

There is a different trim setting during takeoff, so setting the "correct" trim will lead to higher-than usual yoke forces needed (due to different downwash model) and the drag is different (due to the different lift/drag of the fuselage during high AOA flight). Both of these things are not super obvious, but you will notice, especially if you are used to flying "by the numbers". Cheers, Jan

Airlines used to be "free" in the way they make their checklist...and in a way they still are. Still there is a strong momentum and benefit to using the manufacturers checklists: Legal liability. If you make your own and things go wrong - your fault. If you operate exactly per manufacturers instructions and things go wrong: Manufacturers fault. The engine driven hydraulic pumps specifically are not turned off - unless there is a malfunction (or if you are pushing back without a steering bypass pin inserted). Never ever. There is no need, because they will only put out pressure when the engines turn. The electrically driven hydraulic pumps are switched off when leaving the aircraft - you do NOT want them to become powered when ground power or APU supplies AC power, because that may suddenly move flight control surfaces and hurt a human being close to them (however unlikely that is). It is procedure to only turn them on after receiving "hydraulic clearance" from a person outside overseeing the aircraft surroundings. You could work around the issue like this, if you prefer to do otherwise (hey, you paid 75$, you own the aircraft!) - just turn off all pumps when you are done, leave computer running with X-Plane open until you want to fly the next day! Cheers, Jan

I don´t think you can really tell - there is no feedback to the user at all. The checkbox in the GUI is not influenced by the setting in planemaker - it will simply stay the way the user has it (on or off). The setting in planemaker will override the setting in the GUI. Cheers, Jan

No, you can not determine the state of switches when loading the cold+dark scenario. I changed the position of some switches recently to bring them more in line with the way switches are in the real aircraft when it is found in the cold and dark state. But out of interest, which switch do you think is positioned wrong? If you can convince me that is should be in another state, I can change them for the next patch. Otherwise I would suggest amending your checklist - instead of amending the plane to go with a wrong checklist ;-) Cheers, Jan

Huh, this is really strange! I checked the output of the datarefs in the pic you posted - and the rudder was the only one deflected, but it was deflected to the left (negative) while the plane was banking to the right...so I believe it is the yaw damper working against the turn, as it should. Wind is not a factor (it is zero) The discovery about your X52 window being open is interesting - and confusing! I do not know how this could make our plane turn. I would try to not use any buttons on your joystick just to test - use the keyboard key "G" to control your landing gear? Also did you check the fuel balance? Cheers, Jan

Keep in mind that I observe the calculations for descent not dealing well with a cruise flightlevel change...while they work "ok-ish" if you pretty much follow the planned profile, changing the cruising level (or starting your flightplan while already in the air) does not work well with the descent predictions. I would recommend leaving the cruiseflightlevel alone (you can still fly higher or lower, just don´t "tell" the FMC about it ;-)) for now. That is something also slated for improvement. Cheers, Jan

Hi, I have no idea and this is the first time I heard about a problem like that with our plane - but this is what I would do to troubleshoot this: 1.) Output "weather" data to screen (little green numbers). A lot of people DO have wind influencing the aircraft but don´t know about it (even a wind set up at 30.000 feet will blow with the same strength on the ground). 2.) Output "flight control deflection" to screen. Really make sure that there is no aileron or rudder deflection when you see the roll happening. 3.) Make sure that both engines spin with the same N1 and that one reverser isn´t open inadvertantly (check orange reverser unlocked light). 4.) Make sure that there is no lateral inbalance due to fuel being inbalanced - both wing tanks (1 and 3) should show the same fuel level. Cheers, Jan

Yes! That being said - the behaviour you are seeing and describing on the FMC is correct. The cruise flight level in the FMC has to be changed by the pilot. Just dialing in something new on the MCP doesn´t do this (this is no Airbus) - in Classics with the ALT INTV button you can use that one to make the entry, but a lot of the older Classics (and the one we model) don´t have that button. So the correct procedure to do a step climb would be to enter the new cruise flight level on the CRZ page and then select an appropriate vertical mode to climb (or descend) to it. Cheers, Jan

Hmm, to tell you the truth I don´t remember if we ever had icing cues on the windshield wiper...we did have it on the windows (the "eyebrow shape"), iirc. I have to check when I get home tomorrow (currently on a trip, flying) if I get icing on the wiper screw...and then talk to Tom if we miss this effect on the CPT´s side. Cheers, Jan

Errm, this is really not much of a problem - you can simply switch the FO´s nav display to show the map and then you will be able to see it on your side as well - the 737 only has one FMC, both CDU´s access it (think like it is a computer with two keyboards attached). So you can simply select the display you want on the FO´s side. You can even realign the IRS you shut down in ATT mode (just wait for a few minutes while flying straight and level). It will realign in attitude mode, so you can now switch your EADI back to it...but it will not supply positional information, only attitude (like an artificial horizon). You will not notice the positional information missing, though - you still have data from the other IRS and also from the GPS receiver...they both update the FMC position, so your map display is still accurate. Cheers, Jan

Hi Fred, yes, when you are flying higher it gets more cold and the rain will appear as snow. We do plan to add more functionality to the IXEG for the XP12 version, including a more comprehensive failure and wear+tear model. Other than that it is coming I know nothing about XP12 that isn´t common knowledge. Cheers, Jan

Yes, we considered using librain, but the Vulkan thing kinda ruled it out. We will definitely wait for XP12 to see if LR offers some native rain effect before we spend much effort on improving our own ;-) Cheers, Jan

Glad you are making progress with finding out what is going on - make sure to let us know when you find the problem, there is bound to be other users who may run into the same problem. Happy flying (and stay away from the ground, except for landing! ) Cheers, Jan

Hmm, are you sure you have not tuned an ILS frequency instead of a VOR? The CPTs side equipment works exactly like the FO´s side, the EHSI can only display VOR and LOC information, not GPS, so there is not GPS/NAV switch on the 737. Not sure, maybe a plugin can interfere, but if the RMI needle shows the correct direction this means that the respective VHF NAV radio has tuned and is receiving valid radial information from the VOR transmitter station and both RMI needle and EHSI deviation bar should indicate correctly. Maybe make a short video clip showing what you do and I can take a look and compare if this is happening for me as well? Cheers, Jan