1) Is the desc and climb rates usually fixed, or they are dynamic and depend on height/speed?2) If usually fixed, what is that rate for climb and desc. if dynamic, what is the max rate of desc/climb?3) How do pilots manage slowing down during desc? spolilers? reducing rate of desc? Seems even with spoilers, speed barely goes down at 2000 rate.4) Suppose I am 10nm out of runway, at 200IAS, at what distances do I reduce speed and lower flaps until I am at V Landing speed?5) What is the usual alttitude for 300nm flights?Thanks in advance.

Hi (please sign your post next time)1+2) As far as I know the climb and descend rate depends on the cost index you've selected. Since PMDG 737 does not simulate different cost index I supose the rate is fixed at the moment.Of coure it depends on the aircraft weight, altitude, speed and, for climb, on the thrust reduction you've selected.3) It realy depends on the situation you're in but if possible in any way don't use the spoilers. It's a personal opinion but I think it's not really aerodynamic to "destroy" you cenetic energy by using spoilers.If you "get" your descending clearance too late you'll probably have to use them of course. ;-)If it's hard for you to slow down the bird just switch from VNAV to V SPD and reduce the descend rate or the speed yourself. Or you could even increase the speed and mak a level off to extend flaps before you get recleared to a lower level.BTW: Pilots are usually interested in flying as fast as possible so if it it not necessary just don't reduce the speed until reaching 10000ft.4)If you keep your plane in VNAV mode it reduces the speed itself every time you lower the flaps/slpats one step further. Otherwise just do it the way you think it's most economic.5) I actually don't know but from Zurich to Geneva LSZH to LSGG witch is about that distance you usually fly FL140.CheersMartin

Just to add to #1, the aircraft will *do* whatever it takes to get to the selected altitude which at times will pitch at rates not to comfy but in fact IS the way the real NG flys here. This is affected by a number of things like weight but there is NO set rate on the real aircraft and either on this bird. On the real NG you will ALWAYS consider a D-Rate TO, I suggest you use it at the proper times (one pilot told me that he ALWAYS uses it) otherwise you will have a very aggressive rocket ;)[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]

Just to note, if you failed to notice, I did sign my name :)

Hi Randy and everybody else,I

HiThe ASSUMED TEMP thrust reduction and the DERATED THRUST are two different things and they have one major difference on the real NG. For SEL TEMP reduction the extra thrust is availible to the pilot as opposed to DERATE reduction.For ASSUMED TEMP thrust reduction, the maximum amount of reduction is 25%. Normal range for SEL TEMP input is 30 to 58 degrees but it could range from 16 degrees (engine flat rated) up to 75 degrees (flat rate - 25%).If you make a DERATE reduction the ECC will not let you override the max N1 limit calculated. This means you don't have access to the extra power in case of an emergency. TO1/CLB1 reduces available thrust with 10% and TO2/CLB2 with an additional 10%. This is approx 3% and 6% respective decrease of N1.The ASSUMED TEMP reduction gives the pilot access to the extra thrust by pushing the throttle levers to the firewall.Also note that the ASSUMED TEMP and DERATE reductions are added. I can't remember by what values the thust is reduced in either case but for a worst case scenario (max ASSUMED TEMP and TO2/CLB2 DERATE reductions) you can end up with too little thrust. Consider this; Full throttle -20% (DERATE) -25% (#### TEMP) = 60% of full throttle. Scary! BEWARE...Today the FMC considers both reduction modes equal. Hopefully this will be fixed in SU2 (Anthony?)Hope it helps,

Great info Mats, tack!