Those of you who are familiar with contemporary glass cockpits will of course immediately recognize most elements of the 737 NG's panel, as you can see in the various images here and on the main review page. So rather than describe the instrument and system functionality implemented in this PMDG version I'll just mention what I think are some of the more unusual ones. These examples are indicative of the overall care this product's designers have taken to help you enjoy a highly realistic flying experience.

Primary Flight Display

Let's start with the Primary Flight Display (PFD). One of the things I find interesting here is that predictions are modeled in the PFD's speed tape. There's a green speed trend vector—the tip of the arrow indicates the predicted airspeed in the next 10 seconds based on current airspeed and acceleration. You'll also see cues for proper flap retraction or deployment on the speed tape during the flight's takeoff and approach phases. These are marked in succession as small green 'tics' on the speed tape. The flight management computer positions the marks according to the plane's current gross weight and speed. Watching these marks you'll know when to choose the next flap setting as your airspeed passes through that flap's maneuver speed.

You can get an idea of various panel view modes and instrument displays from the images below.

Takeoff roll at Vr — notice flap retraction marks on the speed tape.	Initial climb phase. The CRTs have been expanded by selecting the "Z" display mode. Note that speed is now being managed in the VNAV SPD mode.	Notice the path prediction on the ND as we turn to the next waypoint; our TOC point also is shown.
Cruising in VNAV PTH and approaching the TOD point.	Initial descent flying the SADDE6 STAR.	Beginning the KLAX approach – we've now descended to meet the 12,000 ft altitude restriction at the SYMON fix.
This approach is to San Francisco Int'l (KSFO) – Captain's 'Approach' view 'A' mode.	Here's how final approach to Rwy 19L looks in Landing view 'L' mode.	Flaring in Landing view mode.

Another interesting feature is "Control Wheel Steering" (CWS) used when you want to hand-fly the airplane without disconnecting the autopilot; for example, when maneuvering for traffic. CWS can be activated by selecting the CWS A or B button on the MCP, or by simply moving the control yoke. The airplane will resume its programmed route when the yoke is released. (This feature is one of the many explained in Timothy Metzinger's aforementioned "Advanced Operations Tutorial").

Another nice touch is that you hear the standard voice callouts as you reach programmed takeoff speeds, and "Minimums" and the other usal audible GPWS warnings on landing.

Navigation Display

The ND displays a wealth of information in various display modes and ranges, as selected on the glareshield to the left of the MCP. The amount of information available for situational awareness is amazing. For instance, track vs heading, ground speed vs TAS, wind direction and force, VORs tuned in with displayed radials (in green). All this without even using the FMC! Then with the FMC of course you get the flight plan info with waypoints, distance to target altitude, etc. If you're accustomed to conventional HSI and VOR gauges in GA aircraft, this will be an entirely new experience for you!

Mode Control Panel

The Speed Intervention 'SPD INTV' and Altitude Intervention 'ALT INTV' switches are new in this Update release. You'll notice these selection buttons within the white boxes on the MCP just to the right of the Speed and Altitude function areas. SPD INTV causes the FMS commanded speed to be displayed in the MCP Speed window (which is normally blanked when in VNAV mode) for easy adjustment. ALT INTV lets you quickly bypass an altitude constraint associated with the upcoming waypoint, or replace the FMC programmed altitude with a new altitude you've dialed into the MCP.

For a panel with such a high fidelity to its real-world counterpart I couldn't help but wonder why the Takeoff/Go Around (TO/GA) Switch is simulated by clicking on the screw (of all things) at the upper left-hand corner of the MCP. Ah, in page 8 of the Automatic Flight Management Systems manual we learn "In the actual airplane the TOGA switch is located on the throttle under your thumb but that could not be modeled here."

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