Search the Community

First of all let me just say, wow... what a great simulation is this! For starters, the look and feel of the 737 has been captured to an unbelievable extent.. Makes me feel right at home. Then there's the depth of system simulation, that makes me want to experiment with the plane in such a way that it's rather fortunate that this is a sim! I have been out of computer sims for a long time and I re-installed X-Plane especially for this long-awaited add-on (I had been lurking on the former ixeg.net blog and forum for quite some years..). As a result, my X-plane install is very clean and uncluttered by other add-ons (for now). I don't know if one thing has anything to do with the other, but I must say that I have been spared of most of the soft/hard/tough-to-troubleshoot crashes and unpredicted sim behaviour that has occasionally been reported by others especially a few weeks ago. Therefore, please consider the following remarks not bug reports (they do not impact in any way the usability of the simulation nor the pleasure of operating it) as much as well-meant vetting, scrutinizing (well.. you've asked for it repeatedly in countless forum treads ;-)), mostly nit-picky matters brought up for discussion etc. It's pretty great to be able to (maybe) assist in the finetuning of a wonderful product to become even better, more accurate and more robust. CDU 1/ CDU legs page. Between-point distances of over 9.9nm should have their format without decimal point, i.e. to the nearest NM. Is this rounded up or down..? I have no idea. 2/ CDU PERF INIT page during preflight: when entering a T/C OAT after entering a CRZ ALT, the resulting ISA DEV is erroneous. eg. Enter FL310, then -50°C T/C OAT --> this results in ISA DEV displaying 25°C, while -50C at FL310 is in fact around -5°C ISA. Interestingly, if you do it the other way round eg. start by filling in the ISA DEV value, the T/C OAT is filled in correctly. 3/ When pushing the +/- key on the CDU keypad, 'minus' should be displayed first, then 'plus', rather than the way it is now. ELECTRICAL SYSTEM I have played around a lot with the electrical system and the electrical failures. Great to see little details having been put in. These are some things I noticed, that could maybe be of use if it would later be decided to further enhance the simulation accuracy: 4/ TR1 and TR2 indicate slightly less amps than TR3. I would not expect to see this, rather the opposite (TR3 indicating about half needle deflection of what TR1 and TR2 have). In fact, if I would see TR3 indicating more than either TR1 or TR2, and TR1/2 being at around zero amps, I would probably suspect a TR1/2 failure with TR3 having taken over the load. In any case, I would think twice before going somewhere CAT 3 ;-) 5/ with Transfer Bus 1 failed/unpowered, TR1 indicates zero amps and zero volt. This is partially correct: underlying TR1 is unpowered and this is correctly shown as TR1 amps at zero. However, the TR1 voltage indication should actually display underlying DC BUS 1 voltage, which is still powered by TR2/3 and therefore should still read normal and not zero. 6/ with Transfer Bus 2 failed/unpowered, TR2 seems unaffected in amps while it should be dead. Same remark for the voltage indication: it should still read normal. 7/ when airborne without any AC generators online, on battery power only (a bad day at the simulated office), I have noticed this: * GPWS should be dead (it is powered off a bus below XFER BUS 1), but aural alerts are still produced (no PULL UP annunciator though) * the opposite: with a cabin altitude above 10.000ft there is no cabin altitude warning sounding while there should be one. I don't know on which specific bus it is wired, but it's listed in the "significant equipment that operates with all generators inoperative" in the books (and I remember hearing it in the real sim :s) * also, Radio Altimeter 1 seems to be still working. That is normally also on AC Electronic 1 and though I know that there are a lot of wiring differences as to what is powered by standby power, I really don't know whether it should be powered along with the rest of the CAPT flight instruments - it isn't included on the significant operating equipment list. But maybe on the LH fleet that was used as a reference they decided it was a negligible consumer and wired it up to the standby power anyway. * the TE Flap Position indicator still works, while it is on Transfer Bus 2 and therefore should not be powered 8/ when Air Data Computers are not powered or their source bus has failed, the Main Electric altimeters are (correctly) unfunctional, however the red ALT flag on the left part of the numbers readout is missing. AFDS 8/ in VOR/LOC mode, the AFDS ignores the Bank Angle Selector, happily banking to 30° instead. In HDG SEL it works fine. 9/ VOR/LOC outbound radial capture: the aircraft keeps turning and increasing the intercept angle until the radial is fully centered, obviously overshooting and then doing the same on the other side. The attached movie clip illustrates better what I mean. Thanks again for a great product and such a great rendition of the 737 classic. Ken VORLOC.mp4