How to fly a fully loaded 737 NG which has to turn 180 degr as soon as possible?174 pob / tanks 100% full and 13.000 lbs of cargo.If I try with 5% flaps and autothrottle, I get a stall.What's the best procedure?Frans Dekker / SC AF074

No one any idea?:( I fly the 900 and when I follow the Flight Director it shoots suddenly to the top and disapears.Frans Dekker / Senior Captain IVAO AIR FRANS :+ HOLLAND

>No one any idea?:( >>I fly the 900 and when I follow the Flight Director it shoots>suddenly to the top and disapears.>>Frans Dekker / Senior Captain IVAO AIR FRANS :+ HOLLANDare you using the FMC to calculate the V2 speed? are you holding the V2 speed? also while i don't have the numbers in front of me i would strongly suspect that full tanks, full payload, and cargo = well over gross takeoff weight.

Thanks so far Dave,Yes I did program the FMC and I did have V2 on the MCP.I had nearly the max gross to weight of 172.000 lbs.Further suggestions?Frans Dekker

Frans,As a senior captain you, if anyone, should know not to overload your aircraft! ;-)With the -900 loaded with 174 pax in single class and 13000 lbs of cargo you have room for 35000 something lbs of fuel, which is about both wings full and the centre tank at 60%, before you hit the maximum structural limit for the NG. With a 100% fuel you are about 9000 lbs above that.About the F/D. Care to show us a screenshot of the main panel? Following all procedures the F/D should give you a pitch for V2+20 for the first climb segment.Hope it helps,

>Thanks so far Dave,>>Yes I did program the FMC and I did have V2 on the MCP.>I had nearly the max gross to weight of 172.000 lbs.>>Further suggestions?>>Frans Dekker ok make sure that you have the FD switch on, select TOGA prior to takeoff... the TOGA bars will pop up at 60 knots and command V2+20... if you want to make an immediate turn at 400 AGL then do not select level change until the turn is complete, only HDG SEL so that you will get turn guidance from the FD but still have TOGA commanding pitch for V2+20. there is no reason why that shouldn't be safe, but I am trusting your math... but it seems odd to have full tanks, full payload, and cargo... that should put you overweight I would believe.

Even at 4000Kg over MTOW you should still be able to fly, at least IRL but that doesn't mean teh FM in PMDG will accept it.If you are flying correct speeds for the weight you shouldn't have a prob. Having said that, let me say this (Sheesh I sound like a politician :D ) There is a problem if the pitch bar of the FD goes anywhere above about 12 degrees after takeoff and you have cleaned up. Personally, unless I am about tohit teh hard stuff I would not pitch a 737 above 20 degrees and in normal day to day ops 15 degrees is more than enough for just about everything (ie a Flap 1 heavy takeoff)Hope this helps a little, if not find me on MSN at around 1900Z when I am home.

Ok, Ok Mat (and Dave/Brad). The fully loaded 737 was a test. Senior Captains have to make tests :-).Initialy I had a problem at WMKP (Worldtour leg 22 of IVAO)with a normaly loaded plane. After that I wondered what happens with maximum load (with the fuelplanner of Ross Carlson)After checking the PMDG manuals I found the cause, I think.I saw there a table Takeoff stabilizer trim setting with the relation between trim and weight. With shame I have to confess that I never check the trim setting of the FMC. Now it has to be 4.60 instead of 5 + it was before. For some reason it was critical now.(Temperature?) This also effects the F/D because it has nothing direct else than to the ground :-) Love your signature Mat. Mine is (at IVAO) A specialist knows more and more about less and less till he all knows about nothing.Frans