will the 737 have Vertical Profile on the NAV Display? AA does that now, also have a t/o config button on the MCP.

With regard to the NGX currently under development, are you guys going to include a Wedgetail, like the 737-based aircraft in use with the RAAF? It would be incredibly cool if you are going to or are already working on it. Even if it's just the external visual model and a good guess at what the interior consoles may look like.

will the 737 have Vertical Profile on the NAV Display? AA does that now, also have a t/o config button on the MCP.

Yes, I was wondering about this too. Will the PMDG 737NGX have the abiltiy to fully calculate and capture Vnav path decent speed restrictions? I have heard that it is a very hard feature to model in a sim FMC.

Yes, I was wondering about this too. Will the PMDG 737NGX have the abiltiy to fully calculate and capture Vnav path decent speed restrictions? I have heard that it is a very hard feature to model in a sim FMC.

The original model by PMDG did this very well, so I would expect the NGX to perform similarly....and Roll Tide.

Yes, I was wondering about this too. Will the PMDG 737NGX have the abiltiy to fully calculate and capture Vnav path decent speed restrictions? I have heard that it is a very hard feature to model in a sim FMC.

uhh can the PMDG 73 do VNAV? I hope so lol or I ain't buying it lol.

I would expect nothing less from PMDG. Eric

Yes, I was wondering about this too. Will the PMDG 737NGX have the abiltiy to fully calculate and capture Vnav path decent speed restrictions? I have heard that it is a very hard feature to model in a sim FMC.

The original NG can do that :(

Well, in that case, you guys (add-on devs in general and PMDG specifically) know that your simulation is too real for not having those performance numbers....so i was wondering how do you expect us to fly those acft without performance data to calculate V1, V2 etc... not to mention fuel burn, optimum cruise etc... ?Or otherwise put: the realism of your products require these numbers. So, if you say now we can't have them due to licenses (which I completely understand...) how do you expect us to simulate realisticly with your product ?-so as a buyer of your product, where you sell realism as part of your product I expect those numbers to be delivered in the package...or is my expectation set to high here ?

Dieter,The realities of licensing proprietary data aside for a minute, may I offer a possible solution.You've possibly heard of TOPCAT - the excellent Take Off / Landing Peformance Calculator that is available at the following link:www.topcatsim.comTOPCAT is one of those applications that greatly enhances the Airliner Sim experience, and one of the few apps that I simply wouldn't be without nowadays. I have no affiliation with Christian, the developer, but I know a 'killer app' when I see one! One of the 'gripes' about the MD11 early on was the difficulty in determining a take off derate for a given weight, conditions and runway. TOPCAT will do that for you. TOPCAT will calculate all the distances and margins for takeoff and landing. TOPCAT will give you a reasonable 'fuel required' figure for your route. TOPCAT will shine your shoes and leave them outside your door. OK maybe not that last one...Seriously tho, if you want a comprehensive planning tool for a range of addons, give it some thought.Mark

The original NG can do that :(

The original NG is FS9. It's been a long time since I used it. I'll have to go back and look at it again now :(

uhh can the PMDG 73 do VNAV? I hope so lol or I ain't buying it lol.

The PMDG NG family is from 2003/04 (guess I'm not wrong, the 800-900 a bit later) and have a great and precise VNAV performance.One of the things I miss is RTE 2 for those online flights, when you dont have sure what's the RWY in use. But still, you can reconfigure the APP in a flash and have a nice descent path.Oldie but 'greatie'! :(Best regards! :(

I think that in your quest for "realism", you're being unrealistic. Pilots do not use performance charts for any normal line flying. And 99% of the time, neither do dispatchers. It's all done via "PFM" by the computer flight planning software, or as RSR pointed out, right there in the FMS. So if FSBuild is able to spit out realistic numbers, then you have just accurately simulated real life operations.The only "performance charts" used by the crews are the speed cards, and on very, very rare occasions, there are performance correction factors found in the QRH for an abnormal in-flight condition. Thats it.In the case of the PMDG J41, the speed cards have been provided, and there are no failures to affect performance. So you're covered.Based on an average workload of 40 flights a day, I've probably dispatched approximately 45,000 revenue flights. I can count on two fingers how many times I've had to pull out the AFM or Cruise Control Manual to actually work a performance problem. One was figuring out the second-segment climb performance for J41 gear-down ferry departing a mountainous airport at night, and the other a CRJ flaps-down ferry, for which we had to get a one-time airworthiness release from the FAA to conduct. So getting into the spaghetti charts is hardly something that an FSX "pilot" needs to worry about. As long as the folks at FSBuild, FOC, or whatever can generate good data, thats all you realistically need.

this is really depending what company you re working for ... and the kind of ops you re doing ...in a 15 days shift and 10 flights a day ill have to dig into 727, 737 and ATR manuals for every flight to make TO and weight calculation to be sure my Max TO is inside the margin i ve got from gravel runway and icy conditions plus of course wind direction never heard of any flight dispatching program telling me the xwind factor ???!!!... that s not into any fms too believe it ???!! back to next aircraft coming i have no worries about the datas for 777, 737 NG and 787 all datas are already in ...the worst case was MD11 but we had already on with PW datas i made one in LBS with GE engines but it was a nightmare to found datas and nowhere on the net a FPPM is available ...!!!phil

this is really depending what company you re working for ... and the kind of ops you re doing ...in a 15 days shift and 10 flights a day ill have to dig into 727, 737 and ATR manuals for every flight to make TO and weight calculation to be sure my Max TO is inside the margin i ve got from gravel runway and icy conditions plus of course wind direction never heard of any flight dispatching program telling me the xwind factor ???!!!... that s not into any fms too believe it ???!!

I suppose you're right, Phil. Though in a typical 10 hour shift, I worked between 35 and 60 flights, depending on which airline we're talking about. I can only imagine how nice it must be to only have 10 flights a day! Of the dispatch software I've used - Sabre/Bournemann, Navtech, Jeppessen, and Worldflight - ALL have provided full takeoff analysis. Some did it MUCH better than others, of course. As long as I entered the pertinent data (or it was pulled from the relevant server), then almost everything was "automatically" calculated: Penalties for MEL/CDL items; penalties for wet or contaminated runways, runway slope, shortened runways, or temporary obstructions; credits for performing a static takeoff; cost savings gained by fuel "tankering"; and about 200 other things were all done by the computer with one click of the "Release" button. It goes without saying though, that the output is only as good as the input. If you forget to tell the computer about that 17kt headwind, and your plan to use a Flaps 20, Static Takeoff in Key West, then expect the computer to happily (and unnecessarily) tell you to take 15 people and 20 bags off the airplane to comply with the performance limited MTOW.So I get what you're saying. Not everyone has the latest and greatest toys. I can honestly say that that sucks for you. There would have been no way to manually calculate the balanced field length, takeoff run, second segment climb gradient, AND do manual weight & balance, AND flight follow, AND tend to the phones, ACARS and radios...not with an average of 50 flights a day.Tell your DO to buy the Sabre software. It's the best thing out there as far as I'm concerned.

Yes, I was wondering about this too. Will the PMDG 737NGX have the abiltiy to fully calculate and capture Vnav path decent speed restrictions? I have heard that it is a very hard feature to model in a sim FMC.

VSD will be there. We've had full VNAV in every aircraft since the original NG (800/900 is where soft constraints got added, the 744 and MD-11 have nearly perfect models of the real thing.)

I suppose you're right, Phil. Though in a typical 10 hour shift, I worked between 35 and 60 flights, depending on which airline we're talking about. I can only imagine how nice it must be to only have 10 flights a day! Of the dispatch software I've used - Sabre/Bournemann, Navtech, Jeppessen, and Worldflight - ALL have provided full takeoff analysis. Some did it MUCH better than others, of course. As long as I entered the pertinent data (or it was pulled from the relevant server), then almost everything was "automatically" calculated: Penalties for MEL/CDL items; penalties for wet or contaminated runways, runway slope, shortened runways, or temporary obstructions; credits for performing a static takeoff; cost savings gained by fuel "tankering"; and about 200 other things were all done by the computer with one click of the "Release" button. It goes without saying though, that the output is only as good as the input. If you forget to tell the computer about that 17kt headwind, and your plan to use a Flaps 20, Static Takeoff in Key West, then expect the computer to happily (and unnecessarily) tell you to take 15 people and 20 bags off the airplane to comply with the performance limited MTOW.So I get what you're saying. Not everyone has the latest and greatest toys. I can honestly say that that sucks for you. There would have been no way to manually calculate the balanced field length, takeoff run, second segment climb gradient, AND do manual weight & balance, AND flight follow, AND tend to the phones, ACARS and radios...not with an average of 50 flights a day.Tell your DO to buy the Sabre software. It's the best thing out there as far as I'm concerned.

Sabre ???!!! the one from AA ? we dont have enough funds for this for sure ... have you tried to play with the austian new ware ? very good but not good for very old classic aircraft we had an evaluation on it .. Air Transat take it but this is not really our kind of ops ..we re playing with Navtech and got the support from Windsor Ont the origin ... seen Jeppesen with Corsair ops long time ago and as they were doing worlwide ops jeppesen was not providing too all the datas they needed ... and they payed a max for ... if you re able to find real datas (inside the computer) for 737-200 and 727-200 ADV for icy runway (canadian rules) or gravel one we ll take them in a snap ...!!! we re not able to play with them and find with the crew that job by hands even longer is the best for now ...dispatching only 10 flights a day is not that hard but depending how many diversions you have due do weather conditions let say half is a routine ...!!!! but i dont complain .... world is open to every dream.plus of course as an US dispatcher a canadian is following whole the process and share responsability ... we re three countries in the world doing the same : Canada, China and USA ...have a good dayPhil

Phil,I imagine that dispatching classic jets into gravel strips in Canada is a bit a more exciting than yet another afternoon "push" at someplace like ORD, IAD, CLT or PHL. Can you even reliably calculate Landing Distance Required on a gravel runway? What on earth would the MU reading look like for a wet gravel runway? Anyway, Sabre bought out the "David R. Bourneman" (DrB) company, so the DrB software became "Sabre/Bourneman". It doesn't look anything like the Sabre RES system or anything...it's just a name. It's all graphical, in a single window, with fun colors that tell you if you forgot to look at the NOTAMS, or some other boneheaded error. It links with FliteTrac and CrewTrac so you can automatically see your High Mins captains and Green-on-Green crew pairings. You can visually see which crews connect to which downline flights which is great when you're trying to figure out why the 1730 flight to Harrisburg hasn't left the gate (the captain hasn't arrived from Greensboro yet!).You can drive the airport FIDS screens directly from your dispatch desk, OOOI times automatically update from the ACARS, and you can send/receive ACARS messages like you're using MSN Messenger.By far the coolest bit is the Takeoff & Landing Report (TLR). It automatically gives optimum takeoff flap setting, trim, v-speeds, performance MTOW, Limit codes, pax/bag limits, Target N1/EPR, FLEX temp & FLEX N1, Landing Distance Required, Landing Distance (they're different), performance MLW, headwind/tailwind component, and a bunch of stuff I'm probably forgetting. It pulls most of the data right from the weather server, and the MEL/CDL stuff is usually pulled in automatically, so you just need to verify the OAT, the runway, whether the runway is wet/dry/damp/contaminated, flap setting, and the rest is automatic.Of course that's in addition to the standard route planning, and fuel planning stuff. It's nice to have everything on one screen, without 69 different floating windows that look like Windows 3.1, which is what you get with the NavTech and Jepp products.But I digress...lol.Did you say that you have an assistant dispatcher to share the workload with, too? Man! What I wouldn't have given to have another guy run all my errands for me...calling towers for braking action reports, answering my phones, stuffing my Jepp revisions, calling FSS to manually file my flightplans when the FAA host computers take a crap, maybe even do a little flight following. What a life! ;) Take care, buddy!