CptIceman

Yup maybe. It will be weird though to call 10,000 ft and have a pop un menu... If not I can always turn on and off the no smoking... A minor change in the SOPS... Haha Cheers! PS thanks for the adjustment in the start engines reaching out 23% ish N2 at high altitude. Hopefully the new revised engine model in 12.0.8 will address the other issues of spooling too fast. Even the APU fires like a rocket.

Hello IXEG team. When things are beautiful, it is then that some of us are always finding thing to say... haha. In this case it is just a preference of an old habit/SOPS from my former airlines. The 10,000 ft AGL to advice the crew of sterile cabin procedures, we used to chime twice with the ATTND button at the overhead panel. However in the IXEG this brings up the menu in the middle of the screen... hahaha I understand the "functionality" of this, but is there a way that we can have this behavior as an option? Thank you for reading the words of a nostalgic B737 flight man. Cheers!

Fun to watch these liveries, since AMX never had the 300. But hey, we are in the sim world. Cheers!

As a side note. the B733 wings are not really that flexible in their whole structure, they are mostly rigid as the 732. Flex wings came out later with new materials technology. They do balance in turbulence air but you will not see them even in take off flexing upwards when they start generating lift as others. Cheers!

Nice. Can you also adjust the taxi lights. They are very dim at night. I have to turn on the landing light to see the yellow line... hahha

Ha, I was about to post a video of the starting at high altitudes. There are 3 different ILS approaches for MMMD. The problem is that the FMC just reads the data of the first one. Selecting any of these approaches on the FMC results in only selecting the ILS DME 01 I am attaching the xml file for the sid/star so you can have a look. Cheers mmmd.xml

What do you mean "Old guys"... We are still very young mate. At these higher altitudes you will never get 25% but 23.8 to 24.0 You should not add fuel at lower N2% or you will flood the engine and it could cause a hot start, damaging the engine. The lower limit you should get is 20% N2 but after max the motoring.

Yes, of course, I selected the course in the MCP to intercept, flying with HDG mode, and the VOR tuned in the radio for a VOR/DME approach. At that time in Mexico we only had a few RNAV approaches and it was very seldom for us to use them. Most of them were old school even for Mexico City. On the other hand regarding the N2. I see that your alt is NEG? Try starting the engines at MMMX. it is 7,340 ft ASL. I don't have a bunch of plugins. The basic ones I believe I will record a video and post it. Cheers

I think I should change the title of the post. To findings. The FMC is not reading correctly the approaches from the xml files. It only reads the FAF but not the transitions. Instead of reading the transitions, it is reading the STARS. In the following example. for MMMD Merida Airport. ILS DME 2 or LOC Rwy 10 approach. This is the char. In the FMC if I select this approach, it only shows the transition MID, which is not correct. This is transition will be only for the ILS DME 1 It is missing all the of the fixes for the transitions related to the approach from the chart above. I check the xml file corresponding to this chart in the fmc_data/SidStar folder and it is correct. It has the fixes but for some odd reason it is not reading them and just reads the VOR This is happening with all the VOR / ILS approaches. It is fun that you have to enter all the fixes for the approach with corresponding speed and altitude. At least it keeps you busy in the cockpit. But for short flights without a copilot... It gets really busy. Cheers PS. I just check after adding the fixes to the approach manually in the FMC, and I noticed that there are three approaches selected in the picture only shows 2, but if you press the NEXT PAGE button it will show the third ILS10 approach available for MMMD as <SEL> also.

Another issue in the FMC. If I select an approach and then ERASE it. I get this error.

Hey Jan. A bit more info on this. I tested at MSL and the start feels more like a JT8D series rather than a CFM 56 engine. Even at sea level, it is hard to reach 24% N2 which is where you want these babies to be before pulling the start levers. They only get 22% very hung start. Also, I can corroborate that there is something odd with the VOR/LOC mode when it is armed. Intercepting the bearing using heading as the lateral nav mode, it goes to active and turns green respectively on the FMA but it just continues straight without really anticipating the turn. Not only does the aircraft overshoot it but it does not turn either. This is in a VOR/DME approach. I am going to try with an ILS and will communicate my findings. Cheers!

Haha, indeed my mantra is the before-landing scan and check list. Engine Start Switches - Cont. Speed brake - ARM Landing Gear - DN Landing Flaps - 30 Landing checklist, complete...

Hey Jan! Thx for the reply. Yup, the parameters for the new aircraft model in LR changed really odd for some things. For me also has been a bit a while the last time I flew the 300, but since it was my first airliner (this one and the 200), getting into the IXEG is just like riding a bike and all the muscle memory comes back to life. So far this is the only thing that I caught, yesterday also could be a bit of the VOR/LOC capturing after heading the course to intercept the radial in a VOR/DME approach. The flag turned green on the FMA annunciator at the EADI but the plane did not turn to the bearing. I will try another approach today and let you know. I managed to configure a descent profile for the Honeycomb Bravo and Alpha to drive the MCP pretty decent. Let me know if you will be interested in trying it...

Another thing. To break inertia and start taxing, I had to push the throttles to almost 46%N1 and keep them at 31%, while you would break inertia and start rolling typically at 32-35% and roll back to 26-29% to keep a smooth taxi. In these particular case, the XP11 version was right on point on this behavior. Cheers!

Hello. I know that since LR changed a lot of things in their flight model, there have been a lot of adjustments here and there, particularly with the pneumatic system. One issue with N2 at startup 7,340 ft. It is not reaching 23-24% it just gets to 18%. The real airplane struggled at this altitude to reach 23.9 N2 at startup due to pressure altitude, but it reached it at some point. The XP11 version was just on point of this struggle. Now after not being able to reach more than 18% of N2 I just moved the start levers and the engines started very abruptly reaching 30% in a blink. I hope you can fix this soon. Cheers!