>I had the same problem the first few times I tried a cold>start, worked thru it by triel and error and reading up on the>procedure.>One thing that puzzels me tho. I have the C & H yoke. If I or>someone else moves the mixture or prop levers forward and it's>not noticed, after the engines are started and if you move the>levers back, the engines idle down and quit. I noticed this>happening with fs9 long before I purchased 737-NG. Thing is,>the mixture lever is mapped to the mixture control not to any>fuel cutoff switch as far as I can see.>This in no way points to any so called bugs in PMDG.>I'm just curious about this? Do jets have a mixture control,>controllable by the pilot/flight eng.>>Regards>If you map an axis to the mixture controls in FS, then it acts as an ON/OFF axis for jets. It probably shouldn't but that's what happens.It's a function of FS, not the PMDG - note that the engine start levers aren't affected by it (or keystrokes either).

I did just quickly read through the advanced tutorial since the title says it all. Advanced I want basic ;) So I concentrated on FMC manual, system manual and Fred Clausens tutorials. I want a bit of a learning curve.Anyway the good news is that I am up and running :D Not sure but the ISO middle button should be on open and not auto right? That seemed to help at least. Am now a mere 115 NM until T/D for my flight to KORD. I think I have obviously made the hard part since now it flies all by itself :D

Great to hear that you are up in the virtual skies :D The ISO Valve can be in either OPEN or AUTO for engine startup. I usually have the ISO valve in the AUTO position for engine startup and flight. However, sitting on the ground prior to engine startup I have it in 'OPEN'.

Hi Bob,You may be right about the MDA settings, since I don't fly non-precision approaches, that one may have passed me by. Remember I said that 99.9% of the time it is operator error, you may have found that .1%, bug (grin)By the way, have you sent the PMDG team a email on this issue? When the PMDG 737 was first released when the bugs WERE everywhere, I wrote them a note about a couple of them and Robert got back to me within a couple of days. I suggest you send them a note on their support email. Maybe they can correct this with the 800/900 releaseCheersBob Johnson

"However, sitting on the ground prior to engine startup I have it in 'OPEN'."My apologies to the authors of the tutorials, but I have not read any of them. Do they give reasons why/why not to do things? This can mean the difference between understanding what you are doing and just repeating things parrot-fashion.When the Isolation Valve is in AUTO, its position is dependent on the position of the Pack switches and the Engine Bleed switches (normal 737 system logic). Any switch OFF will open the Isolation Valve. Normally, Engine bleed switches are left in the ON(open) position and not touched in the air or on the ground unless there is a malfunction of some description. Most Boeings are operated this way but I don't know why... Perhaps it's just part of a "set and forget" policy? Therefore, with the engine bleed valves on/open and when the Isolation Valve switch is in AUTO, its position will be basically dependent on the position of the Pack switches only.On the ground, on hot days, it may be necessary to run both packs using APU bleed air. The only way to get APU bleed air to both packs with both engine bleed switches ON (engines not running) and with both Pack switches in AUTO/HIGH is to manually select the Isolation Valve to OPEN (it cannot be done in AUTO). Note: the APU on a 737NG is more powerful than on the Classic 737, so both packs can be run without any problems. Hope this helps.Cheers.Ian.

Well what you consider a *bug* I consider to be *not implemented currently*. An example would be At or Below etc and OFFSET routes for the FMC. So while there are **many things** not *implemented*, in my opine does not qualify as a *bug*. [h4]Best Wishes,Randy J. Smithhttp://www.precisionmanuals.com/images/forum/betaimg.jpg

**wow** we *like* to use *these* thing ***alot***.J/k ;)

They just give you the button pushing theme generally at least on the start up sequence. During flight and programming of the FMC the tutorial explains what you are doing quite well. I am using the Fred Clausens tutorial btw haven

I represent a little known fringe group that seek to protect the humble *. This symbol has been used so much that it is now on the endangered symbols list and at risk of extinction.If you guys are not careful the worlds * will be exhausted and then keyboards will need to be remodelled to put a different symbol for use with SHIFT + 8.Andy b

"I thought the AP would do the job but then descending 34000 feet in 30 nm seem quite hard to achieve?"Doesn't sound like a A/P problem... it sounds like you're trying to break the laws of physics (and, as Scottie says, ye canna break the laws of physics, Cap'n). The aircraft has way too much momentum to descend 34,000' in 30 NM.Basically, VNAV and LVL CHG is meant to make your aircraft descend at idle thrust. You can't get any less thrust than this (other than switching off the engines), so if you want to descend quicker than that, you'll have to resort to spoilers (and failing that, extend the gear (in emergencies)).A (rough) rule of thumb for a normal idle descent (no head/tailwind) on most Boeings is:Distance from TOD to waypoint (say PAPPI) should be three times the altitude change (in thousands of feet)... although you will have to add a few nautical miles for slowing the aircraft to 240kts or whatever the speed restriction is at PAPPI. So 3 x 34,000 = 102nm.. plus about 5~10nm(?).Hope this helps.Cheers.Ian.

>PS, I really don't think there are ANY bugs with this bird at>present, on anything. I have flown it now half way around the>world and I am pretty Proficient with this bird. I get a>little frazzeld when people think they have found a bug and>they have not gone through the proper procedures.I too am on an around the world jaunt in the 737NG and, after more than 100hrs at the controls, I have come across a few issues that I think may be bug 'candidates'.The most notable relates to screwy ATA estimation made by the FMC on the progress page. The attached screenshot gives an example of a grossly incorrect ATA estimation for D291J. I would have to be averaging approx 200kts ground speed to achieve this, yet I was cruising at over 450kts GS at the time and the descent phase does not drop my average that low over 200nm. Note about 10 mins later the ATA corrected itself to a more reasonable 0522z estimate. I have seen many more examples on my travels.Another issue I have noted is with main panel corruption when panel lighting auto switches from night-day or day-night. Specifically, the autopilot panel LEDs either go dotty or disappear and the MZALFOTRI buttons disappear. It can be 'fixed' by undocking, then redocking the main panel.Finally, there is an error in the manuals that has headwind giving the opposite effect of what it should on required takeoff field length. I am still waiting for a PMDG comment on that one from a thread posted a few weeks ago.Relatively minor issues I agree, but it's a bit of a stretch to say there are no remaining bugs with this aircraft (in fact, any software!).Gary

Hmmm, two days and page three on the forum. Can anyone else confirm these issues (dare I say bugs)?Gary

Yeah that was what I suspected. So the tutorial got a flaw. Has anyone here flown the Fred Clausen 2 tutorial? In the tutorial you where supposed to programme the descent 30 nm before PAPPI but that is way to late or maybe I misunderstood it?So you guys who had flown it just programmed it like 120 nm:s or similar before and got down to 5000 properly using the des now function in the FMC?Am I right that if I programme my FMC so it says 200/5000 (speed/alt) at PAPPI it means it will programme it

Try this:First start the left engine, then switch the left pack switch to OFF and the right one to AUTO. Then start the right engine :) I'm unable to start the right engine with the left pack switch to ON. -Morten

"First start the left engine, then switch the left pack switch to OFF and the right one to AUTO. Then start the right engine. I'm unable to start the right engine with the left pack switch to ON."Not sure what you're trying to say here, Morten.... You say start the right engine with the left pack switch OFF and the Right (pack) in AUTO.... Then you say you are unable to start the right engine with the left??? pack switch ON. Didn't you say the left pack was OFF?Thanks.Cheers.Ian.P.S. I have no trouble starting the right engine with the left pack switch OFF and the Right Pack switch in AUTO.