Hi PMDG,Nice effort on the -800!Unfortunately, there seem to be quite a few bugs!!First of all, departure out of EDDB on the BELID 2S SID.I won't ellaborate on the obsolete parts of the procedure, I'll restrict myself to the problem part:The procedure calls for a right turn onto the 252 radial outbound from FWE (113.30)Take a look at this picture:http://users.skynet.be/mark.foti/VorLoc.jpgI'm flying in CWS as the autopilot would have wanted to track the radial inbound to the station. Note the FD trying to fight me!I'm not sure, but shouldn't the loc deviation indicator below the EADI be the other way around?Secondly, take a look at this screenie:http://users.skynet.be/mark.foti/Opt.jpgThe optimum level is ABOVE the max level! This can't be right.

Another one:Check out the altimeter!Here it is normal:http://users.skynet.be/mark.foti/Alt2.jpgNow cruising at the same level, a tiny deviation in altitude results in this:http://users.skynet.be/mark.foti/Alt.jpgAlso, the MA light above the left FD should not illuminate with the right AP on, as in that scenario the right FCC is master!

PS, no such thing as an EICAS on the 737! (Where's the Crew Alert System?)The displays are referred to as upper/lower DU (display unit).

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Hey marcom,perhaps a misconception of the fact you have to input the reciprocural radial of the one you're tracking if flying outbound.That's how it work anyway, i know you're right in saying you're on radial 072 in that case but how would an autopilot know if you want to go to or from the station? no mind readers yet ;)so the best way is to input the radial matching your eventual 'track' even though that may not be the radial you'll be on.For the second one i can only confirm your statement, this can't be right, havent seen it myself thoughCheersLenny Zaman

Lenny, I was tracking the 252 radial outbound! That's why I did set 072 into the crs window.Regards,Mark

Oh dear, here's a big one!!When flying with both the autopilot on aswell as the flight director, disconnecting the autopilot will turn off the modes for the flight director!!(in my case LNAV and VNAV)Looking forward to a service pack, guys ;-)

Bugs continued...Turning the A/T on AFTER engaging VNAV (be it with AP or just FD) will put the A/T into ARM. You have to reengage the A/T for it to be coupled to VNAV.And before someone says I didn't mention my name, here you go:Mark

THe alternate flap extension switch moves the flap lever. This is totally unrealistic.Mark

Mark-want to give me steps to reproduce the altimeter issue? I couldn't get it to happen, no matter what I did - I went to 30000 feet, and played with up/down, everything... no luck.

Sure thing Lefteris!I was in VNAV the whole time with 30000 in the alt window.

Let me try and reproduce it and I'll tell you how I did it.Stby,MarkEDIT: it seems the 3rd digit (the hundreds) doesn't roll, but jumps.Can you confirm this?

OK here are a few more details:http://users.skynet.be/mark.foti/Alt3.jpgMy altitude is 30009 ft. I'm in a shallow descent and you can see the error in the altimeter.It also happened to my at around 29000 ft, so it seems to be a problem at multiple altitude. Also, it happens as soon as the first 3 digits are rolled into view.Regarding my statement that the 3rd digit doesn't roll, well it normally does but once it didn't?!Strange things happening.On a sidenote, I think you guys didn't model cruise descents? If you're flying at FL360 and you want to descend to Fl300 (for example to help trouble shooting :-)) using altitude intervention, you can't get back to VNAV CRZ :-(Regards,Mark

Nope - it rolls just fine here at this end... (and at the beta testers' end who tested it).What mode are you in? Full-screen? Window? Any details you can give me? Main Panel? Zoom Panel? Details PLEASE :-).

Zoom panel, full screen.Running a GeForce 4 MX 440.What else do you want to know?