Hi Robert,First of all, congratulations for your award winning products. I introduce myself, I'm a Fokker 100 pilot (Air France) and contributor for the french magazine "Microsimulator" dedicated to flight sim. So I'm really proud to check your products in order to inform the Microsim readers, generally hardcore simmers. I'm looking forward flying nextly your "queen of the sky".Today, I just report a minor bug to fix, perhaps in the patch to be released shortly, regarding the autobrake weight off wheel logic. As soon as the bird is airborne, the autobrake rotactor should return to "Off" position. This is not the case and it remains in "RTO" position. I've noticed the bug appeared after 737 800/900 installation. Moreover, the previous version 737NG 600/700 is affected by the problem.One more thing I'd like you to confirm about the real "737" during climb to the cruise level inserted via the CDU (INIT page). The climb is engaged in VNAV mode to follow FMC vertical fliht path, but you have to stop climb frequently according to ATC assignments. And each time you resume climb to a higher level, you have to re-engage VNAV mode. Does this operation match reality ? I'm curious about the answer because my airplane really differs from this automatic guidance logic.Thank you for the answer. I intend to contact you directly very shortly.Etienne Benhada

Sorry Etienne, but your info on the 737 seems to be false. The autobrake selector can not move on its own on any 737!!So, PMDG is correct, after becoming airborne, the selector won't move to off as on other aircraft. It won't even move to disarm if you manually override the autobrakes.Regards,Mark

>Sorry Etienne, but your info on the 737 seems to be false.>The autobrake selector can not move on its own on any 737!!>So, PMDG is correct, after becoming airborne, the selector>won't move to off as on other aircraft. It won't even move to>disarm if you manually override the autobrakes.>>Regards,>>MarkHi Mark,I really affirm that on the version 1.3 of 737NG 600/700, before the "800/900" update installation, the autobrake selector moved automatically from RTO to Off position in response to a "WOW" logic (Weight Off Wheel) like in the real world. This autobrake system logic is common to most of the aircraft equipped with such a device. So the first version of the 737NG was matching reality contrary to the the new one. As I wrote previously, I think the new files (737 800/900 update) modified the old ones about the autobrake system logic. So at the moment, the new autobrake logic presented to my eyes seems to be corrupted. Nevertheless I may commit a mistake regarding the real 737 autobrake WOW logic (I don't fly the real aircraft but the equivalent Fokker 100). I would like a real 737 pilot to give the technical answer.Best regards,Etienne

Etienne, I just told you - my info comes from the real 737, not from V1 or 1.1 or whatever. Basically, the first version was incorrect in this matter (if you say so, I don't remember). Do not compare apples with oranges (Fokker 100 with B737). You may be an expert on the F-100, but remember the 737 is a completely different aircraft! Even B757/767/747 pilots are sometimes amazed by the differences with regard to the Fluf/Bobby! (737)Regards,Mark

OK Mark,No more problem for me about the 737 autobrake selector logic if your information comes from the real airplane. I'm satisfied by your answer and I suppose then that the autobrake selector has to be manually set to Off upon completion of the "after take off check-list".By the way, I'm not an expert on the Fokker 100, I just fly the airplane. And I'm convinced it's natural for any pilot to be interested by onboard technology and to compare the different systems between them. On this fact, I hope I didn't offend your mind by comparing the 737 technology with the F100. The comprehension of engineer philosophy, particularly regarding avionic systems, represents for me a good way to open my mind to kwnoledge and I learn a lot by comparing "apples with oranges" (or Airbus philosophy with Boeing). I don't force anyone to share my point of view on this matter and don't worry about me, maybe I've got my own solid opinion about aircraft differences.RegardsEtienne

HiAnd the weird thing is that in the real 757/767 the autobrake will automatically trip to OFF from RTO after lift-off, producing also a distinctive sound from the switch movement (;)).Tero

Hi Etienne>By the way, I'm not an expert on the Fokker 100, I just fly the >airplaneROFL. Good one. :-)As for your other question about having to engage VNAV after entering ALT HLD. This is an airline option as I understand it. Though not a real world pilot but testing this bird together with real drivers have hopefully gained me some knowledge.In the PMDG Styles menu you can alter this behaviour, I think it's under VArious and check the Enable VNAV ALT checkbox. THis is the default behaviour of for example the SAS NG fleet. When reaching the MCP altitude the AFDS reverts the bank channel to VNAV ALT, A/T goes to FMC SPD. To re-engage VNAV SPD enter the new assigned altitude on the MCP and click on ALT INTV.Hope it helps,

Etienne, Interesting name sir ;-). This is my grt grt grt grt grt grt grt grt grandfather's name Estienne Cheneau from Lauguedoc Province, France. This autobrakes issue was fixed in the later updates simply because the switch must be placed manualy to OFF as there is no spring loaded switch although I do believe the system indeed goes to off anyways regardless of the RTO position once airborn, someone can correct me I am wrong. The temporary level off situation does indeed work 100% like the real AFDS. If you have a set MCP level less than your CRZ ALT the AFDS with go to VNAV SPD/ALT HOLD or if you have checked the VNAV ALT option in the menu to VNAV ALT. If you look at the FMA on the PFD you will indeed notice the aircraft still engaged in VNAV although the button light on the MCP is out, study of the 737 NG will at once recall to mind that one does not depend on the MCP lights but on the FMA on the PFD for engagement. If you are using the VNAV ALT option once you are cleared to a higher altitude simply reset the MCP altitude window and push the ALT INTV button and off you go. For the option without, one must reset the MCP altitude window and then push the VNAV button... Best Wishes,[h4]Randy J. Smith[/h4][h3]P M D G's 747-400[/h3][h4]coming to a runway near you[/h4][/font color]Caution! Not a real pilot, but do play one on TV ;-)AMD 64 3200+ | ASUS KV8 DELUXE | GFORCE 5700 ULTRA @535/1000 | Maxtor 6Y080M0 SATA 80 GIG | 512 DDR 400 | Windows Xp Pro | Windows Xp Pro 64 |

Gents-if I can add to this discussion:The original 600/700 was incorrect in its autobrake operation - i.e. in 737NGs, the Autobrake switch is not magnetically latched. The 800/900 update corrected the behaviour, to be accurate according to the Boeing Maintenance and Operations Manuals.Tero is right, though, the bigger Boeings (757 etc.) have magnetically latched switches, so they flip back after wheels-off-ground.By the way, Etienne, "are you that Fokker" pilot? ;-)(Always wanted to say that) heheheheheBest,

Thanks a lot mates for bringing light to my mind when it's in the darkness.It was a real pleasure to discuss this topic with such cool guys.I'll keep you posted in case I would encounter any trouble with the 737 NG. Maybe one day I'll be helpful for one of you.Best wishesEtienne

Hey, another Etienne, on the same forum, on AVSIM. Who would have thought?Cheers,