Now what is wrong now. I programmed everything like in the tutorial, LNAV and VNAV is engaged and seem to work, but the Plane does not decent. I had to disconect VNAV and decent manually. So what did I do wrong?CheersUwe

Did you set the MCP altitude to a lower altitude? If not, VNAV will not descend. The MCP altitude is limiting and can be used when ATC clears you to an intermediate altitude.Lee Hetherington (KBED)

Yes I did.I was on Cruise at FL 310 and set the Altitude on the MCP to FL 150, while I wanted to go down to FL 240.Uwe

Same problem here after T/D no descend and dialed the mcp at an lower altitude :(Thats why I'm waiting for the manual did several test runs no descend...Some tips really appreciated :-)Andr

Uwe, I can assume that *FL240* was not programmed into the FMC correct? I say this because during descent the aircraft will not hold at such a altitude but continue it's descent until it reaches A: Alt or waypoint constraint B: Will pitch slightly to slow to 240 Knots by 10'000. If you are cleared byt ATC only to a certain altitude, set the alt on the MCP and engage LVL CHG. Use of V/S on the NG is for small altitude changes.EDIT; He did not mention TOD so what I am thinking is that he thought that just setting another MCP altitude would command the aircraft to that lower altitude? The aircraft will not come down after TOD if;The aircraft is unable to follow the path for various reasons and the FMC will tell you this on the CDU orYou have not reset the MCP altitude, but this too the FMC will at 5 miles to the TOD remind you to set it, if you WAIT or do not notice this the aircraft will be unable to catch the path and you will have to bring her down yourself.[h5]Best Wishes,Randy J. Smith[/h5][h6]The Next Great one? PMDG's 737NG is here![/h6][h3]" A little learning is a dangerous thing"[/h3] [h5]AMD XP 2200 |MUNCHKIN 512 DDR RAM |ECS[/b ][i] K7S5A MB[/i] |GF3 64 MEG @ 215/545|WIN XP PRO |MITSUBISHI DIAMOND PLUS 91 19"[/h5]

Randy explain please why after a FSBUILD generate flight plan keyed in (legs page) and finally the FMC calculate the T/C and T/D I'm 20 miles before T/D and dial a lower altitude on the MCPU the descend won't start? Further had some odd behaviour when this virtual captain made an error and at 5000 pushed the STD baro oeps tricky mouse....The aircraft starts to accelerate unstoppable (far above those tiny red dots :( ) and climb way above the assigned altitude...Pushed the correct baro settings but we and all the people in the back where at over speed way over speed :(I'll guess pilot error but T/D, the descend puzzles me :-rollAndr

Bump ?Andr

Hi Andr

Hi Guys,>Use of V/S on the NG is for small altitude changes.As a rider to that we often use VS when cleared by ATC with a be at XXX altitude by WAYPOINT clearance, not just for small altitude changes. Yep I know thats what an FMC posted restriction does for you, however, it can be handy if you want to get down to that altitude just ahead of the restriction to give the crew time to alter the configuration of the aircraft (ie deploy a flap setting, lower speed etc). VS gives you the green "kermit" arc to know where you are going to reach target altitude, whereas LVL CHG (FLCH) doesnt offer any precision in where you will catch the required altitude..With VS we can adjust aircraft configuration and profile and see where we will catch the alt we are looking for. If necessary we can adjust the kermit arc via the VS wheel as aircraft profile and config changes to maintain our target position for the alt requested.A lot of it is also down to pilot preference we all have our own way of doing things, coupled to the teaching methods of a particular airline. Some airlines teach you to VS to ATC restrictions in the descent as it can keep one pilot focused on the MFD's and MCP and the other switching his focus between there and the outside world for traffic scans without "taking your eyes off the ball". By looking down your restricting your field of situational vision and fiddling with the FMC pages as workload increases on entry to terminal approaches just adds extra hassle when ATC may be giving you vectors and altitudes thick and fastAs such Ive not been hit hard by the bug in the VNAV restrictions as I prefer to fly the aircraft on the MCP pretty quickly after start of the descent (although our airbus cousins are taught to use FMC commanded descents for fuel economy etc). At 10000ft I prefer to be off the AP and flying myself just using the A/T for automated support which can help somewhat if we have the proverbial little old lady doing her first solo in a Cessna coming straight for you or an overseas pilot from countries where they dont quite have the same teaching standards creating his own STAR realtime in his ageing Antonov!The comments above also apply of course, such as being way off the VNAV path profile etc when cleared for descent.take careAndrew

I've only tried a couple of flights but it also looks to me like there is an issue with the MCP reset. It may just be something specific to this FMC but I can't get it to work either. Another need-the-manual problem? Or another need-a-patch problem? User-error-problem? I don't have a clue yet which one it is - but it isn't working for me either :-( .Doug

Thanks Anthony for your answer, however when I dial a lower altitude at the MCP just before (say 10 miles) the TOD the aircraft won't descent after passing the TOD?Maybe an user error of myself waiting for the manual but it still puzzles me why the aircraft doesn

Part Two:http://forums.avsim.com/user_files/21649.jpghttp://forums.avsim.com/user_files/21650.jpg http://forums.avsim.com/user_files/21651.jpg http://forums.avsim.com/user_files/21644.txtAndr

Based on the Flight I did tonight from KSNA to KDCA Continental Fight 158 Boeing 737-700 I foung that since I did not use any SIDS or STARS from the Download I found I descended right on time

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