On lit aussi ça sur le forum:

It was intended from the outset to be a fun to fly, entertainment product while including as much "realism" as is possible without having to step out of the sim's program environment with a custom system.

A 50 dollars le bébé, moi je veux bien, mais on peut avoir le DC9 coolsky pour le même prix....

Quand on voit les bugs rapportés, on hallucine un peu quand même, entre le pilote auto (77) qui capture l'altitude sélectionnée, les volets qui fonctionnent sans hydraulique, la pression pneumatique qui ne bouge pas quand on éteint les packs..... et les "many, many countless hours of testing, revising and testing again! " on se demande ce qu'on fait les testeurs - cela dit, le ridicule vol de démonstation en streaming avant la sortie aurait pu me mettre la puce à l'oreille.

Bref, si vous pouvez vivre sans cockpit virtuel, allez plutot sur le Tinmouse qui est gratuit et complet.

Grosse grosse déception, j'espère que le remboursement par Flight1 va marcher.

Bons vols,

Olivier

Ca marche au poil, bravo Flight1!

Mon premier refund, ça s'arrose.

Bons vols,

Olivier

Salut,

Certainement, mais des bugs moins évidents - il a en plus des plus beaux Panels (subjectif), un module de panne, un PA qui fonctionne correctement d'origine....

Je mets dessous la liste des bugs trouvés par un utilisateur - à chacun de juger, mais de tels soucis pour un produit qui a été testé des heures et des heures, corrigés puis retestés (dixit leur site web), je trouve ça un peu léger
Maintenant, je suis persuadé qu'ils auront à coeur de corriger ces soucis et que ça deviendra un bon produit, mais pour l'instant je préfère mon Tinmouse (sans VC). Pour l'instant ils ont une grosse cote mais ils ont tout de même intérêt à essayer de la garder.

Mon intention n'est donc pas de descendre un potentiellement bon produit en flèche, mais de prévenir.

Bons vols,

Olivier

FD:

*in level flight, capturing an ILS with FD in GS AUTO, the FD will command nose up even if ALT HOLD is selected on the FD if you are below the GS.
*FD pitch selector will modify the command bar in relation to the aircraft, not to the horizon. If you raise the nose, the bar will raise with the same amount, meaning you can never catch the command bar and the pitch selection is useless.
*The mode annouciator panel is pretty mixed up. The FD will show green VOR/LOC light even though FD is off (with the AP in CWS mode). The VOR light will also come on if FD is in HDG mode. The GS light will only come on sporadicly. The lights seems to be coupled to just receiving navaid signals.
*Upon GS cpature the ALT HOLD switch will not trip to OFF

AP:

*CWS vertical mode is pretty rough, minor corrections are nearly impossible. Lateral mode is very good however.
*SP77 will not hold the current altitude when ALT HOLD is selected, but will try to climb/descend to the altitude selected in the altitude alerter. If in level flight with ALT HOLD on and the altitude in the altitude alerter is changed, the autopilot will initiate a climb or descend to the new altitude.
*Following a radial (tested with the SP77) is nearly impossible. The autopilot is oscillating around the selected radial without ever really getting on it. DME was 40NM. I had to track the radial using HDG mode.
*The autopilot will not follow the flight director although they are in the same mode. With the FD in VOR/LOC mode showing a slight bank to the left, the AP on activation in VOR/LOC mode turned to the right (CDI was 1 dot to the right and I had an intercept angle of about 10°- so the FD should have been correct- and the AP overshot the radial by far)
*The V/S mode on the SP177 did not work at all in climb to cruise alt. Regardless which value is selected, the AP stays in vertical CWS mode even though V/S button has been pressed and is lid.
*Initiating the descend with the SP177, I selected V/S, which now was followed correctly, but the ALT HLD button also stayed illuminated. This should not be the case.
*SP177 AP channel B inop.
*the mode announciator panel is completely mixed up. Speaking for the SP77, when flying in HDG mode the VOR/LOC light is green. When flying in CWS mode the VOR/LOC light will also be green if the navaid is in range. When an ILS frequency is selected and the GS signal is in range, the GS mode light will indicate yellow or even green although flying in CWS mode or CWS/ALT HOLD mode.
From my understanding the yellow lights should come up it NAV/LOC or AUTO APP is selected and the navaid is in range and capturing is armed, and become green when established laterally/ vertically.

Engines

*Upon engine start the EGT rises to or even beyond the red line and stays there until thrust is applied. Having seen several videos on JT8D engine starts, the EGT should be much lower.
*The spool up time seems to be quite short. From idle to full power within 5-6 seconds; on rolling takeoff from EPR 1.25 (taxi thrust necessary) to EPR 2.10 (TO thrust) is just 2 seconds.
*Upon startup, above 22% N2 the startup sound is repeated
*Excessive thrust is necessary for breakaway and taxi

APU

*APU EGT indicates APU is running when GPU is selected.
*APU right bus cannot be switched on when right engine is running.
*APU sound inside is at same volume as outside. From my personal feeling and compared to the engines, the current APU sound is what I would expect to hear on the outside, but would be too loud for the flightdeck.
*APU startup seems to be too fast, it takes about 12 seconds while the original one would need around 50 seconds.

Bleedair System:

*Use of Packs does not affect bleedair pressure (there should be a significant drop especially during APU ops)
*Bleedair pressure should be the same with isolation valve closed or opened if there are no consumers. If it drops with both sides selected this would indicate a leak from my understanding?
*with the right side isolated (full pressure on the left, 0 pressure on the right side) the right engine may be started.

Flightdeck

*No firebell sound
*No overspeed sound
*Center fuel tank right pump pressure indication is bound to the left pump.
*Right bus seems to be inop. I already read about this issue so I won't further explain.
*Master Warning System will display warnings (APU, ELEC, FLT CONT, FUEL) even though no warnings should be present.
*MWS will come on as soon as the main wheels touch down, displaying the non-present failures again.
*the TCAS indication on the VSI is static. I would prefer it to be removed if it has no function instead of showing a situation with is not present at 99,99% of the time.
*The CSD temperature displays very high values at some times, jumping back in one second to mid-range values. I read this issue is known.
*There is no OFF position for the landing gear lever
*ADF needles on the RMI don't seem to work correctly. I already read this is worked on.
*Autobrake system is a mess. I chose a long runway and landed with autobrakes at max, then with autobrakes off (no reverse or manual braking in both cases) and after the rollout I had the same stopping distance. It seems the systems trips to OFF upon touchdown.
On the next circuit I tried a flapless landing, Vref 160kts, the autobrake system clearly showing INOP. I had the spoilers armed, touched down, applied reverse thrust and without touching the brakes desceleration was quite intense, clearly from the autobrake system. When the engines were spooled up for reverse thrust I nearly already stood still.
Also, you may move the knob to MAX with right clicks, and apply 2 more right clicks and need 3 left clicks now to move it to MED.
*GPWS is inop
*Fuel Heater switch should automatically fall back to OFF after 60 seconds of operation

Other

*Flaps may be extended/ retracted with the plane being cold and dark
*Galley doors open together with the beggage doors. This results is quite unrealistic situations, as galley serving is done at one time and beggage loading much later.
*GSX demands DOOR_2 to be opened, which is the main deck cargo door. This can be changed quickly, but as you advertise the 732 as GSX compatible I thought you should know about this.
*As your outer model represents the 'basic' 732 and not the ADV the engine nacelles should be equipped with secondary air doors?

Hotfix 4 dispo sur le forum support Milviz

Définitivement mieux que le CS et finalement, le dev suit les conseils de la communauté
c'est cool.

CHANGE LOG #4
08/22/2013
============
1. Made the lubberlines static on both RMIs
2. Fixed the code for the pressurization system (still not 100% yet)
3. Removed the INOP labels from the EPR Hold and LVLCHG buttons in anticipation of Jon's new SP-177 (THESE ARE NOT OPERATIONAL THOUGH THEY ARE TURNED ON)
4. Added artwork for the EPR and LVLCHG buttons

CHANGE LOG #3
08/06/2013
============
1. Added door coordinates to the aircraft.cfg file
2. Added new version of David's FMS that corrects some of the reported problem(s)
3. Reworked the SP-177 LNAV and VLOC buttons for correct operation. LNAV will not work if the FMS is not turned on!

CHANGE LOG #2
08/03/2013
============
1. Changed all light knobs except Main Panel Background to use 30 frames instead of 100
2. Added logic to inhibit all control surfaces if no hydraulic pressure is available either from engines or the two electric hydraulic pumps
3. Fixed the pressurization digital drum lighting
4. Added trim wheel sound effect
5. Added mouse click spot on the landing light crash bar. Click to switch all LL on at once.

CHANGE LOG #1
08/01/2013
==============

1. Fixed the ADF needles on both RMIs
2. Fixed the HSI To/From Flags and the CDI index scale
3. Fixed the SP77 ALT HOLD function. It will now operated per specs.
4. Fixed the SP177 button text lighting and indicator lights so they can be seen at all times with battery on
5. The reworked Milviz_B7372_Rev_B.pdf manual is included

y a plus qu'à merger les deux!

Salut,

Le Service pack 1.1 pour le 737-200c est disponible et téléchargable
dans toutes les bonnes crèmerie, attention toutefois à une histoire de Uixxxx.dll
Cheers.

Email reçu de Milviz, car acheté en pre release, autrement un coup d'oeil dans leur forum...
Cheers.

NB; télécharger le sp1 directement sur le site de Milviz puis réinstaller si acheter via flight1.

Dernière modification par yankeeromeo (24-10-2013 07:04:36)

Bonjour à tous,

Juste pour information, le SP2 est désormais disponible.

Service Pack 2 of the MV-737-200c is now available on our sales site.

Please note that there is one bug that is not fixed and won't be till after Xmas: outbound radials using the FMS

@+
Guillaume

Bonsoir Bernard,

Pour ce qui est du SP2 ce n'est pas un update que l'on télécharge, il faut donc le re-télécharger, il est inclus.

Service Pack 2 of the MV-737-200c is now available on our sales site.

@+
Guillaume

Bonsoir à tous!

Petit souci suite à l'installation de ce SP2 : plus que 3 livrées disponibles... Et impossible d'en installer de nouvelles

Une idée?

Hello,

Merci à toi! :)

Guillaume, c'est juste l'inverse (depuis toujours)
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