I have searched but cannot find what the yaw damper is used for in the PMDG. Is it for auto-coordination like in the DF737? Or is it used as an actual yaw damper? And if that is the case, what should I use it for or what does it do? I think that it is for the rudder not being able to move from wind, but i forget. Thanks.Brad Zimmer

Hi Brad, the Yaw Damper is not a auto-coordination switch in PMDG 737NG. Here is what my Boeing 737NG manual states about the Yaw Damper:Moves the rudder up to 2 degrees. Oscillations (dutch roll) are detected by the rate sensor i the yaw damper computer. Rudder is then displaced to dampen out any yaw rate related to dutch roll, most helpful at high altitudes and igh airspeed. No rudder feedback is applied to the pedals. Also provides for turn coordination. Digital yaw damper also provides for gust damping.CheersBob Johnson

"Moves the rudder up to 2 degrees."Or up to 3 degrees with flaps down, I read ;-) "Oscillations (dutch roll) are detected by the rate sensor in the yaw damper computer."Hi, Bob.There is no mention of rate sensors in our manuals. I think the later versions use ADIRU inputs rather than internal rate sensors. Other inputs to the yaw damper computers include FMC Gross Weight, Angle of Airflow (AOA) and Trailing Edge Flap Position. There are two Yaw Damper computers on the NG (#1 and #2) . They are known as SMYD's (Stall Management and Yaw Damper). Most of the time, the #1 SMYD is in control of the yaw damping.Basically, the Yaw Damper stops the aircraft getting the wobbles. Turbulence can cause the aircraft to yaw (nose goes left, tail goes right, etc). The Yaw Damper system moves the rudder in the opposite direction to compensate for this. Turning left or right in aircraft with swept back wings can also create the wobbles, so "turn co-ordination" is required (I don't know how different this is from auto-co-ordination in MSFS however). Hope this helps.Cheers.Ian.

Hi Ian,As I was writing this point on the Yaw Damper, I got more into the deep thing than I wanted to answer the question. I did note that what you said was also in my manual. In my days of flying the KC135, we use to pratice recovery from a "dutch roll" that was always a lot of fun to do. However in today's planes, a "dutch roll" at 37000 feet would not be a lot of fun for pax's and a lot of "bags" would be filled :-(, not to say the least about unhappy passengers with all that rolling around (grin).The auto-cooridnation point was in reference to the rudder/airerons that MSFS has when checked. Using Yaw Dampers on the PMDG will not activate that function. However on the real plane it does help with that function, interesting point. I have to dig some more into my manual about the SMYD computer, I find it really a blast to read all the inputs that are monitored during flight.Thanks for that inputCheersBob

I may have misunderstood Brad

Just to correct an inaccuracy stated above. In our 737 the YD switch is NOT for autocoordination, never was, and uses the default YD variable just as many other products with a YD do. It is the YD switch, and nothing else.However, and as we noted in the documentation, using the YD with rudder pedals will essentially negate the function of your pedals. Thus, in FS the YD should not be used while manually flying the plane. Few notice this as they often fly the 737 strictly via automation, with little if any hand flying.On our 737, we used the nose gear steering switch (below the RMI, and which in reality switches nose gear steering hydraulics between systems A & B in case of failure) for the autocoordination switch.The YD switch remains just as intended, as the YD switch.Now, does the FS YD do much of anything? I'm sure some will say it does, but I'll just say... ;-)Oh well, back to my ATR project, as I extend my compliments to PMDG on their fine 737. :-)Regards,http://www.dreamfleet2000.com/gfx/images/F...RUM_LOUF_A2.jpg