Ryan, The above post of mine is from the AOM, VNAV does disengage although you still have LNAV engaged. Your dad is right and this is what most NG pilots do also. The whole idea is to lesson your workload and that being the case it's sometimes more simple to go LVL CH or V/S than to program the FMC...[h4]Best Wishes,Randy J. Smithhttp://img.villagephotos.com/p/2003-8/196432/winglets_lg.jpg [h3] 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"[/h3]

Hi, Anybody available to explain me the 2 or 3 issues I asked ?thankscoimbra

Hi, I still continue with the same problems reported. Anyone to explain?Coimbra

Just to comment the fuel planning stuff...I use the manual to plan trip fuel, but you always have to plan taxi fuel, minimum reserve fuel, enroute reserve and alternate reserve fuel...I use a standard reserve of 2600lbs...Bit too much (same as 767 pilots use) but still...Enroute reserve in head wind flights: 1900lbs...Taxi is around 3000lbs...And alternate differs but could be around 5000lbs...So that's well sufficient reserve fuel, even if the trip is longer or you burn more fuel than expected, you still have more than 5000lbs left when on final...Hope that helps a bit, but please use the amazing charts for trip fuel planning in the PMDG manuals!Boaz...

Just so this doesn't turn ugly :-) We are aware that this happens on some installations and are looking into this problem. RegardsPaul Gollnick :-coolTechnical Operations/Customer Operational SupportPrecision Manuals Development Groupwww.precisionmanuals.com

Randy,>>Your dad is right and this is what most NG pilots do also.<If the VNAV is programmed correctly