FDE update 737NG

Ok here are the findings from my flights.Two flights conducted from SBGR 09L to SBGL 10 via PERES and terminal procedures pretty much straight on.Input data for the first flight:Airframe: 737-800, 26k enginesPayload: 12.5 tonsFuel: 4.4 tonsTOW: 54.x tonsNo DerateMax Rate ClimbFindings from first flight:9000 ft V/S 4000 fpmFL180 V/S 3000 fpmFL320 V/S 1600 fpmTOC reached at PERES +10 nmThis flight was flown without VNAV guidance as the FMC couldn't compute the profile. TOC and TOD too close. Immediate descent conducted with full airbrakes to lose some of the altitude. Once at 10000 ft slowed down to 250 kts and conducted a regular landing.Input data for second flight:Airframe: 737-800, 26k enginesPayload: 0 tonsFuel: 3.5 tonsTOW: 45.0 tonsNo DerateMax Rate ClimbFindings from first flight:initially V/S 4000 fpmFL220 V/S 3600 fpmFL320 V/S 2400 fpmTOC reached after 10 min at PERES - 30 nm. Climb burn approx 1.0 tonsThis flight was conducted entirely with VNAV guidance and the FMC never complained once. When reaching TOC I had TOD 14 nm or 2 min ahead. Descent performed normally without any excessive use of speed brakes or throttle. (I botched up the landing but that is out of context ;-))Boeing FPPM states that a 45 ton -700 will reach FL 370 in 12 min and burn 1000 kg during the process. This for ISA conditions and 24k engines. Also note Boeing's Fuel and Time data for a 200 nm short trip with a 737-800 26k at 40 ton landing weight. Fuel burn 1300 kg. Time 37 min. Enroute press. altitude 35000 ft.I would say the test results falls well within the margin of error for a desktop simulator. As stated before. The FDE is as good as you can expect and performs well within reasonable margins. The FMC computations will have trouble with extreme profiles like this, simulated or real. Over and out,