Ok, laugh...but than try to answer..Everytime after taking off, the VNAV goes off. that is it. Even following the quickflight in the manual step by step actually turns off the whole VNAV procedure.:-samurai

You need to give more detailed information.Floyd

VNAV is not avalable for takeoff and should only be engaged after flap retraction.This post has a little on it too:http://forums.avsim.net/dcboard.php?az=sho...e=&topic_page=2May I offer http://homepage.powerup.com.au/~speedy/737start.htmlGo grab the Geezer Guide.It may be of some small use.Cheers Brad MarshCoffee Swilling Lazy Bumhttp://homepage.powerup.com.au/~speedy/pic..._work_small.jpg

Hi Brad,Following the 'manual' of PDMG on the quick start flight: after crossing 1000ft should put on Lnav and Vnav. The IAS in the MCP put on V2 + 10 knots from the start. Then follow the flap instructions on the display. Vnav must switch off because it can not follow the programmed altitude and speeds anymore. And from that point the whole programmed FP is a mess. If it is true what you say there is a wrong instruction in the manual, other cause could be that i take off with too much pitch etc. Anyway from some point the FMC cannot follow the programmed VNAV anymore. Thanx for the links anyway !!Andre

Hmmm, well, some flight plan info might help....Also, when VNAV disconnects or does not engage, it usually (as it's nice) gives some message, such as "UNABLE NEXT ALT" or "CHECK MCP ALT" or ...Give us more details... piccies... whatever to help you solve the problem...anthonyAnthony MertonPrecision Manuals Developmenthttp://www.precisionmanuals.com

Hi Anthony,Took a while because i tried to make some flights to give some more information. Ok. here it comes:Taking from 36L EHAM, Pampus1V departure init. fl6000 ft. after take off passing 1000 ft pushin LNAV en VNAV. LNAV sticks, VNAV engages after a few. seconds and changes to manual speed at the autopilot (but with the speed from the FMC). No message on the FMC.Climbing my manual setting autopilot to fl60 at first waypoint, pushin VNAV, VNAV disengage direcly. Ofcourse than messages apear as check FMC altitude etc.. After getting to cruise altitue at fl240 VNAV en LNAV sticks !! Till the next waypoint. Than both disengage. After putting the plane in the right plandirection manual LNAV sticks. VNAV has the same problem again.And it goes like this forward and backwards.I read an earlier topic about VNAV and take-off before retract flaps, but manual says different and it doesnot cover my problems in flight.

My experience is that you can engage VNAV also before retracting flaps, not imediately after takeoff but as soon as climbing rate is stable. Usually I take the time for retracting gears, engaging LNAV and in

Engage VNAV after the plane is in a clean config (flaps retracted) which usually means above 3,000 AGL (or higher depending on your t/o flaps). Below that, you can use LVL change which should be the default anyway when you engage the a/p.I've had a lot of luck with the alt-VNAV setting to comply with ATC mandated levels (need to turn that on in the PMDG menu). That makes vnav a lot more flexible, while retaining the speed modes feature.

Hi All,Seems to be that gap btw IRL and simming again I think. IRL each company has strict SOPs and there is very little latitude for variation. This is a safety issue of major importance. Boeing publishes their recommended procedures in the FCTM and Operations Manuals and the vast majority follow them.Last 3 companies I have flown the NG with all do the following [ which is pretty standard Boeing from the Flight Crew Training Manual]Using a standard Flap 5 Takeoff as an example:LNAV is OK for T/O and the pitch mode will be TO/GA after pressing the gogo buttons.As soon as you indicate a positive rate of climb the gear is retracted.Climb at V2 to V2+20 as guided by Pitch bar of FD. The Speed Window on the MCP is open throughout this procedure with your preset V2 indicated and teh white bug on the speed tape at V2+10. When passing your chosen Acceleration Altitude you wind the Speed Bug up to 'Clean Speed' (called 'bugging up') As soon as you are above V2+20 and accelerating call for Flaps 1. When passing the Flaps 1 Minimum Manouevring Speed call for Flaps Up. When Flaps are up and no lights showing the PNF selects the Gear Handle and Autobrake to OFF. Select VNAV or dial climb speed into MCP window (this is where most pilots select VNAV) and off you go.Just what we do and I know from someone elses post that Continental do it differently but I am not sure how many other companies do. Rule one folks... KISSBrad Marsh

It's funny when Brad is flying the thing we have folks telling other ways lol. Brad is indeed correct. You DO NOT have any flap speed protection on the NG in TO mode (not that you need it but I do not want to take flaps to 250 knots)and was already CONFIRMED but out 800 pilot on the real bird that VNAV selection while flaps are extended will not hinder the speed target to go to the climb restriction (250/1000) OR if you happen to put something there in it's place it will keep that. You cannot perform a Noise Abatement Procedure engaging VNAV A NG pilot is telling you that you should NOT. LNAV while can be engaged on the ground PRIOR to pushing TOGA most of the time is selected at 400'. YOU NEVER SET ANYTHING OTHER THAN V2 ON THE MCP IAS/MACH WINDOW. [h4]Best Wishes,Randy J. Smithhttp://www.precisionmanuals.com/images/forum/betaimg.jpgAMD 64 3200+ | ASUS KV8 DELUXE | GFORCE 5700 ULTRA @535/1000 | WD SATA 80 GIG | 512 DDR 400 |

Well the funny thing is: yesterday flying the 800 for the firsttime. And no problemo 's .Taking off with LNAV, following climbinsequence etc. etc. till ATC put me on track of flightplan. On cruisingaltitude taking VNAV and hoil

You know what I would do in that case? I would choose LVL CH and HDG SEL. You can then cleanup and engage VNAV when you arew ready without ANY issues. [h4]Best Wishes,Randy J. Smithhttp://www.precisionmanuals.com/images/forum/betaimg.jpgAMD 64 3200+ | ASUS KV8 DELUXE | GFORCE 5700 ULTRA @535/1000 | WD SATA 80 GIG | 512 DDR 400 |

Everybody,problem solved:If you you use a controldevice whith Forcefeedback, than you have the opportunity to "experience" the force effects. That is very realistic and nice.........if you are flying a Cesna 150 or something from that caliber.But in the 737 PDMG the moving controller (Yoke or Joystick) is seen as force on the controller from the pilot, and the CMD will change to CMS pitch/roll. And hoil$B!&(B!Turning back the effect solves the problem.Andre