Is there already a date for the new patch with hopely corrects the bugs come with the first patch?Marcel

Whoa Marcel, chill buddy :)I don't see anything about PMDG re-releasing their paint kit, all it says it Updated 8 Aug which is when they were released.You know, everything in life isn't perfect, sure, they have some bugs to iron out, but atleast they're not running away or denying the fact they exist, I know they're all working very hard at trying to iron out the ######. You can bet your bottom dollar they are just as anxious to release a bug free product as we are to have itSure, everyone has to wait a while, but thats life. Just exersize some patience and we'll be rewarded in due time ;)

Have changed post a little. I wait with buying until the bugs are gone until that i fly with the DF734. I cannot wait so little bit unkind before edit :DMarcel

MarcelEven with the known problems the PMDG 737NG is still a great product. I have the DF737 but haven't had it out of the hangar since getting the NG.

I agree that the PMDG is a great product, but since SU1 there are just as many challenges as before. VNAV disconnect problems, lack of VNAV descent bar, can't arm both A/P's on final approach.The VNAV situation is a big one for me. Although this plane can be flown without it, I feel it's a bit unrealistic to real world flying. I know PMDG has a post anchored at the top with everyone posting their VNAV troubles.So..I hope there is a correction made soon. I will be patient, but there are still some issues that need to be resolved.Thanks,Brian

Can't engage both AP on final ? strange.Don't forget to engage the second one above 800 ft. That's the rule.You also need to have both NAV radio tuned to the ILS.Yep, we're working hard on the VNAV stuff...cheersanthonyAnthony MertonPrecision Manuals Developmenthttp://www.precisionmanuals.com

The #1 reason the second AP won't turn on final is because the second radio isn't tuned properly. And the comma seperator regional setting(I think anyway ;-)), that'll do it ;-)

yes, but this results in a clear FMC message :NAV INVALID - TUNE xxxwhere xxx is the ILS freq !anthonyAnthony MertonPrecision Manuals Developmenthttp://www.precisionmanuals.com

Anthony,doh! Your right! Going back to my beta testing corner now ;-)

Brian, Well looks like you might need to read my ILS post ;). http://forums.avsim.net/dcboard.php?az=sho..._id=12455&page= VNAV is being worked on as we speak, be assured it will be worked out. Real world flight is never done VNAV from start to finish, EVER. I mention this not to make excuses for the real propblem only to correct your statement regarding real world operations ;)[h5]Best Wishes,Randy J. Smith [h4]P M D G 7 3 7 NG[/h4]http://img.villagephotos.com/p/2003-8/196432/mineimage.jpg [h3] Realism on the horizon [h5]AMD XP 2200 |MUNCHKIN 512 DDR RAM |ECS[/b ][i] K7S5A MB[/i] |GF2 MX 32 MEG and still runs GOOD!|WIN XP PRO |MITSUBISHI DIAMOND PLUS 91 19"[/h5]

Thanks Everyone! I didn't tune the second NAV radio for the dual A/P approach. My mistake!As far as VNAV is concerned, I've got her out of VNAV around 10,000ft and I control the speed and V/S with inputs in the MCP. Other than that, I'm using VNAV from around flaps up range on takeoff, until that 10,000 foot mark on the descent.Is this a good/proper method?Thanks again,Brian

Brian,That seems to be a good procedure. It's really hard to get a good VNAV descent until final approach, especially if you have several altitude constraints in your STAR. And if you fly with live ATC that makes life even harder. Be sure to be handeling speeds properly when in VNAV PATH DES. If you overshoot target speed with more than 10 KIAS the FMS will alert you with "DRAG REQUIRED" and if you overspped with 20KIAS VNAV will disconnect just as in real life. When descending using VNAV PATH the pilot is in control of the speed.Hope it helps,

Mats,Thanks for your reply and suggestions!BrianKPHX

Everything I've read is that VNAV is a tad unpredictable on even the most recent Boeings. Also, there are big differences in the way airlines fly their planes. I know that Southwest made a point of not installing autothrottles in a lot of their 737s as a way of keeping pilots sharp and paying attention. I've read that a lot of European airlines are very big fans of AP, and insist the pilot engage at 400' agl - while American airlines give their pilots much greater discretion, with many a flight being flown to cruising altitude by hand. So, what is realistic in one real 737 cockpit may not be in another...colin ware

this is off-topic, sorry...Mats, say hi to GYR airport if you get the chance, I flew in and out of there for half a year every darn day.David P.EDDW