threexgreen

Thanks. Not yet, haven't had time yet. After reading about it the last few days I'm also weighing whether to wait until it's been improved with a few updates. It seems to have some major issues at the moment.

Default SimBrief 757 profiles or those specifically for the BB B752? The BB specific ones are completely off with regards to fuel burn as far as I have seen just like the aircraft. The PW profile has a fuel factor of M16.

Can anyone attest to changes to the flight model, engine parameters, fuel burn, etc. with the latest 1.1 update?

Just to avoid a misunderstanding, I didn't mean for it be updated right away. More like, is the plan for it to support the 757 in the usual timeframe after releases? Or is it not as much a priority since you mentioned the number of interested users?

... so it's a 757 MAX! 🥴

On Discord there is talk about EPR values being way too low in cruise, especially for the Pratts. People were apparently seeing something like 0.97 EPR in cruise. Anyone here seen this? Generally, I can't seem to discern whether it's just the typical immature folk on Discord being overdramatic or if this plane really is falling short of the level of simulation it's supposed to be. I had this down as an instant buy but now I'm cautious.

Hello, now that the Bluebird B757 has been released, can we expect MCE to be updated to work with it? Thanks

So I just did my first flight in the iFly after SP1 was released with the newest hotfix installed and... yikes! FPS at the gate hovered around 20 where I usually get 40+ in VR with both the PMDG 737 and the Fenix A320. I quit the flight and tested all three aircraft in the same scenario. Now, I was getting 40+ FPS in the iFly as well. So I started another flight thinking it was just a hiccup. But halfway through the preflight, FPS dropped from normal to 16 and stayed low for the entire flight, even in cruise. I continued the flight anyway. While on approach following the glide slope, the aircraft, after gear down and flaps 15, suddenly nose dived. I was a little slow to dial back the speed to flaps 15 maneuvering speed so it applied thrust to get back to and maintain flaps 5 speed, but that really didn't need a full nose dive to correct. Eventually, while on the go around, I suffered a WASM crash and all the screens turned red. I then quit the sim. What a bummer. I did follow the update instructions by the book but I'm having a hard time with this update.

I sent an email to the support address.

As you may know, PMDG has included a newer CDU style (FANS2) with the recent updates for the PMDG 737. This CDU doesn't quite work with MCE presently since some buttons are in different positions - MENU and FIX - and VNAV, FMC COMM and ATC are new. MCE doesn't recognize these and ends up pressing FIX when it's supposed to press MENU, for example. Can you update MCE so that it works with the new style CDU as well? Thanks.

Thanks for the quick action. Will report back ASAP.

This is all that is in the aircraft.cfg file I could find in pmdg-aircraft-738\SimObjects\Airplanes\PMDG 737-800\common\config. Edit: This is from the aircraft.cfg in pmdg-aircraft-738\SimObjects\Airplanes\PMDG 737-800\presets\pmdg\PMDG 737-800 SSW TC\config (Separate file and folder for each variant):

I'm in the process of switching to MSFS 2024. Do I still need to set the aircraft I want to fly with MCE as the default one MSFS loads on initial launch? Do I still need to restart the flight before launching MCE? Also, does MCE work with the PMDG 737-800 for MSFS 2024 or does it need an update? I'm on MCE version 3.1.4.4. Thanks.

I found that responding to "IRS selectors" with "NAV" during the checklist still makes the F/O respond with "now set" even though it was in NAV already. Same thing still for the generators and probe heat (auto position).

Thanks, will update and report back as soon as possible.

From what I can see, the items still don't work despite the update. IRS switches state reading Generators state reading VNAV button no command VSD no command APU bleed air switch "now set" Fuel reset is set to used twice instead of reset Autobrake setting to anything higher than off rotates the switch to RTO first, resulting in the amber disarm light illuminating and staying illuminated WX radar is set to MAP instead of leaving it on auto when turning on WX radar Flaps up command doesn't seem to work when within a script Is there a separate command for "your side start chrono" for the F/O to start his chrono on his side like it works for Airbusses?

No. It was set to FL190, then F/O dialed way back down in order to go up to FL390.

No worries. Will try this. The Vertical Situation Display that can be shown on the bottom of the Navigation Display. The switch to toggle this is located on the EFIS (the square switch between the minimums and altimeter dial switches that says VSD). A separate command for the F/O to switch this on on his side would be appreciated. Something plain like "your side nd show vsd/vertical profile". I also noticed some other issues. When I command an altitude to set in the MCP, the F/O seems to be unable to read the currently set altitude and dials it back to 0 in order to go from there up to whatever I've commanded. This is problematic since he will dial down past the current altitude the airplane is at (when in VNAV speed for example, the climb will stop and VNAV goes into VNAV altitude). Some other minor issues are that the F/O seems unable to determine the current state of the generators, probe heat switches, IRS switches and I think APU bleed and APU switches. During the checklist, he will hesitate and operate the switches and announce "now set" even though they were already in the desired position. Not too important but a minor annoyance.

I converted all my scripts from PMDG's NG to use with iFly's MAX. I found a few, still outstanding issues: Oxygen check doesn't check oxygen, instead it moves the F/O's seat and armrests. Fuel flow reset puts the switch to used fuel twice instead of to reset once. Autoflight disengage lights are tested for both Captain and F/O. Personally, I'd prefer this to be separate commands for left and right side. No command for runway inhibit switch. Engine/APU fire test: The left overheat switch gets stuck in A position. Generally, the test should be: Both overheat switches normal Test switch to fault/inop Test switch to overheat/fire Both overheat switches to A Test switch to overheat/fire Both overheat switches to B Test switch to overheat/fire If that's too elaborate for MCE, perhaps it's better to just go with both overheat switches normal and test switch to fault/inop, then overheat/fire. Cargo fire test switch needs to be depressed longer to actually activate the test. "Transponder standby" command puts the right switch to altitude off instead of operating the left one that actually turns the transponder on and off (and to auto). "Reset rudder trim" command sometimes misses the 0 target (same in the PMDG NG). F/O is able to operate the elevator trim even with cutout switches set to cutout (maybe a limitation in iFly's SDK though). A command for the VSD for both sides separately would be nice. Chrono commands need to be mapped to the chrono button on the outer edge of the glareshield. There is no command for the VNAV button on the FMC (that replaces climb, cruise and descent). Recall is being pressed twice.

This was the same for the PMDG 777 initially. It happens when MCE can't read the current flap position to verify the command, so it asks for confirmation to avoid setting flaps the wrong way. I'm sure that will be fixed like with the 777.

I have never noticed any pitch up, only after this update.

The convention typically is that the PF will display engine indications on their side while the PM has the large ND. I think that's what the poster is saying. But I don't know if that's an actual Boeing recommendation or just common practice.

Bearing in mind the usual caveat of whether or not the plan will materialize as communicated, I seem to recall they said LNAV will receive further improvement with the release(s) of the next 777 variants (which will then also be pushed into the 737). LNAV isn't finished yet, but then again they said that 10 years ago as well, lol. Though I'm not sure why they would make claims opposing the views of real drivers of the thing and say it's already accurate and how the real plane flies. Seems like a contradiction to the communicated development process of LNAV 2.0.

Thanks for the work you do with MCE. Not sure what I'd do if it went away since I've have full airline specific SOPs scripted with MCE which transforms simming a lot.

What are the plans on this considering the pre-release is available now?