Litjan

Hi rodtod, you are loading DOZENS of plugins, and at least 5 of them have been known to cause CTD problems. My money is on SAM - the latest version does not work. Your log indicates that you are running out of lua memory, this happens sometimes as well if the user tries to run too many plugins that compete for lua memory. I would suggest trying to remove your plugins for real, then see how that works. Cheers, Jan

Hi vctpil, this is your problem: Loaded: D:\X-Plane 11/Resources/plugins/UltraWeatherXP/64/win.xpl (uwxp251.xpmgraphics.xyz). Remove UWXP and it should work - if it doesn´t please let me know, I have one more idea to try. Cheers, Jan

Hi Strarosfeerick, I played a bit with this - and I think this solution works quite well: Make a (second) control profile for the IXEG 737 for flying in VR - and set the pitch and roll axis of your joystick to "none". Now you can fly with the VR manipulators, when letting go of the yoke the yoke stays in the "old" position, but as soon as you gently click the yoke, it will "snap" back to neutral and you can engage the autopilot. Cheers, Jan

That looks cool!

Slowly getting there (slowly being the operative word)

Yes, I noticed the same thing when flying in VR - I did not know that there is an option to have the stick return to neutral! I have to look into this, I always assumed that in VR this is the way it is supposed to be, so you can let go of the stick and manipulate other knobs and dials without the airplane snapping back to neutral controls. I will try to find out how that works... Cheers, Jan

Hi alexdm, I looked at your log.txt and it looks like you are running out of lua memory. This is caused by running too many plugins that compete for lua memory, a fairly small part of the regular RAM. You also run a lot of plugins that have caused problems before - maybe you can check if they have an update available or if your really need them. If the crashing persists, follow the recommendations in this writeup to isolate the problem, please: Please let us know what you find out! Cheers, Jan

I would think that the "feeling" of flying the 737-300 and the NG (at the same weights) is pretty much the same - not having flown the NG in real life. I know that our 737 feels exactly like the 737s I flew in real life. Our VNAV is likely not as refined as the one on the PMDG. It (and some other FMC features like HOLDS, PROG page,...) is slated for improvement but was never really completely working. Here are two threads I made specifically for prospective buyers and to get new customers up to speed on the current status: Cheers, Jan

Hi, yes, the sound of the engines is realistic - when we got noise cancelling headsets in our cockpit I always slipped them off my one ear during take-off and landing so I could hear the engines better - especially during approach I found that it really helps if you can hear the engines wind up and down. During cruise it really helps to have those headsets, though - the airconditioning (and airflow at higher speeds) is really loud. Note that we have a preference slider for the aircon sounds - a lot of people are bothered by the sound (I wish we had that slider in the real aircraft, too!!) The airflow from the packs will modulate with the bleed pressure available. There are basically two spots where bleed air gets drawn from the engine, one is called the low-pressure bleed (5th compressor stage) and the other is the high-pressure (9th compressor stage). The modulating and shutoff valve controls how much high-bleed air pressure gets drawn - it opens during low engine RPM to allow more high pressure air, otherwise the bleed pressure would drop too much and you would have a problem supplying the packs and/or anti-ice systems during high altitude flight and idle power, for example. When you have the engines at idle, this valve is pretty much fully open - now the engine RPM governs how much bleed pressure there is (you can see this on the pressure indicator, too). The airflow is a function of bleed pressure, so at idle it will modulate with the engine RPM. Once the pressure gets high enough, that little valve says "ok, this is enough pressure, I am gradually closing now" - and you can see the pressure stay static at that point, even if you increase RPM further. Cheers, Jan

You can output the flight-control deflections value during the flight - if you bump up the upper side of the screen, select the Data output tab and then click the appropriate field (flight control, trim). The small green numbers will tell you if your rudder is deflected - and if it is, you can correct that with the rudder trim. We do that all the time in the real aircraft, no plane is ever rigged perfectly. Even the Airbus I fly now does that sometimes - it trims the rudder automatically but sometimes (nobody really knows why) it trims a little bit off to one side and then flies with one wing low to compensate. Airbus says that is "acceptable"...well, what do they know about airplanes?

Yeah, this looks like a the rudder is deflected - either by (inadvertant) trim inuput or by bad calibration. Another possibility would be thrust not being equal, but I can´t see if that is the case (and it shouldn´t be with the autothrottle on). Viele Grüße, Jan

Hi oregondan, huh, that is weird. At any rate, happy you got it going. You can always assign a button or key to trigger the menu as well. Cheers, Jan

And its STILL looking good in XP10 as well! Cheers, Jan

Unfortunately not - maintaining the ability to detect and run different code for XP10 and XP11 has grown in scope, there are new datarefs in XP11 that we take advantage of and the new flightmodel. It was simply not feasible anymore, especially in light of the small numbers of users still on XP10. Cheers, Jan

Hi axmiha, congrats on your landing - thats what the standby airspeed indicator is there for - well done! It may have been one of the standard X-Plane failures triggering (like a pitot tube blocked) - no idea, really. On a real 737 the speed indicators are redundant, so for both CPTs and FO´s indicator to fail, you would need a lot going wrong (like someone forgetting to remove tape after a paint job) simultaneously. But having one fail is quite possible (hitting a bird on takeoff, for example). Thats why we do the "80kts" call with a "checked" response - to verify both speed indicators are showing the same speed. Cheers, Jan

Thanks for the feedback - interesting! Here is what the button looks like on my end: The only thing I could think of is upgrading to the latest version of avitab? Although that should not affect the way it looks, I think. Have to check with Tom - and see if other people report the same problem? Cheers, Jan

@aeroguitarist and @SkyFly, can you confirm that this is what you see on your end? No button on the FO side, but a power button on the CPT´s side? Just want to make sure that we don´t have an export error? Thanks, Jan

This is in the works - barring any undiscovered showstoppers it will be in the next upate. Cheers, Jan

Thanks for the kind words, Rich! I have flown the 737 classic for 10 years, both as FO and CPT and while I enjoyed my time on the 747-400 as well, it is by far my favourite aircraft to fly (lets not talk about the A320s I fly now)... We will continue to work and improve this, make sure to follow my videos where I talk about development of the plane, besides also doing some flying... https://forums.x-pilot.com/forums/topic/17872-ixeg-videos-13-and-onward/ Cheers, and looking forward to hearing from you again with anything else you might spot, Jan

Hi Rich, Nothing was changed with regard to the altitude alert in the last few years. There is an option for different behaviours of the altitude alerter which airlines can choose from. The ones I flew on did not have the "900 feet to go" chime - tone would only play if you approach the set altitude with a vertical speed that requires a "faster than normal" pitch maneuver to level off. The altitude alerter will also sound if you deviate more than 250 feet from your set altitude. I have the request to have an option for this already filed - we just didn´t get around to implementing it. I personally think having this option is not optimal, because it will make the pilots accustomed to that tone and possibly not give it the due attention if it sounds in a real deviation alert. Cheers, Jan

Yep, I will try to test this tomorrow as well! Cheers, Jan

I am sure (if you are into cockpit building) that you have looked for some datarefs already... I know very little about this, but from what I can tell the datarefs: ixeg/733/engine/eng1_thro_angle ixeg/733/engine/eng2_thro_angle output the throttle angle at all times? Jan

I still have to try - but there is one thing to consider: If the thrust levers are advanced into forward thrust, they will disarm the autobrake. So even a little bit of thrust still set at touchdown will disarm them. Now normally the reversers will not deploy while the thrust levers are not at idle - but I don´t know how X-Plane handles that. I could see a scenario where the pilot lands with the thrust levers not completely at idle, or maybe advancing them again before the plane registers that the reverse thrust is active (the dataref needs a second to switch). The real plane will not allow the reverse levers to be pulled back before the reverse sleeves are in the fully deployed position, while X-Plane may allow that. So a good test would be to touch down with idle thrust, keep the nose up, deploy reversers, keeping the nose up, then adding reverse thrust when the reversers are definitely deployed (it takes 2 seconds or so). You could actually start deploying the reversers when radar altitude is below 10 feet, but that is really bad piloting technique, so I don´t even want to encourage that ;-) Cheers, Jan