I love the PMDG 737. I fly the 800 series, and i want to know how to disarm the N1 limit in the FMC! It's awful, i can't get up to FL320 even with around 1800FPM before it stalls or looses lots of speed beacuse of it lacking thrust from the N1 limit. Can anybody help me? Or is it just me, im used to flying powerful 757's and 767's?? :(

I love the PMDG 737. I fly the 800 series, and i want to know how to disarm the N1 limit in the FMC! It's awful, i can't get up to FL320 even with around 1800FPM before it stalls or looses lots of speed beacuse of it lacking thrust from the N1 limit. Can anybody help me? Or is it just me, im used to flying powerful 757's and 767's?? :(

Just change the thrust rating in the FMS. But that's only for TO. Climb power is set in the climb mode of the FMS. You can set it for max angle or speed.Bill M

Just change the thrust rating in the FMS. But that's only for TO. Climb power is set in the climb mode of the FMS. You can set it for max angle or speed.Bill M

Can you tell me what setting it is for max angle/speed?

First thing to check would be weight. What was your gross T/O weight?

Ya i'd check your weights as windycloud said. I can get FL400 no problem on a short hop from CYYC-CYVR, Even with a derated T/O & climb.

I usually cruise at 35 without problems. If you're at max weight, 1800 is a bit steep when you're up there.

Ya i'd check your weights as windycloud said. I can get FL400 no problem on a short hop from CYYC-CYVR, Even with a derated T/O & climb.

Not heavy at all about 125000 pounds :S

Not heavy at all about 125000 pounds :S

Use FLCH or VNAV on the autopilot,watch the V/S it uses,and note that to use if you have touse V/S .FLCH is the better choice anyway,as it'll hold the airspeed by changing the pitch.Also,do you switch over to Mach speed at anytime?you cannot fly 300 knots at FL320,you do know that,I presume,but I ask none the less.

Not heavy at all about 125000 pounds :S

That's not too heavy. Assuming the plane is in a clean configuration the engines should give you adequate thrust to reach up to its ceiling (service and even absolute). Judging from your post it sounds to me that you expect the plane to climb at 1800fpm or better above FL300. Now I haven't flown the 737NGs for awhile but generally speaking at high altitudes a jet is still able to climb but only at a small angle of attack. If the pilot exceed the AOA in pursuit of better climb performance the plane will soon get to a point where it cannot hold airspeed and altitude at the same time. It will either have to descend to avoid a stall or it will stall in level flight. All this happens before it reaches its ceiling. So if you climb correctly you can climb higher. If you climb too aggressively you will stall before you arrive at where the plane is capable of reaching. The Pinnacle 3701 crash is due to the pilots' lack of understanding of this fact. I hope this is relevant to your problem with the PMDG 737.

the pmdg 737 series is an amazing machine! I have no problem climbing...learn to use VNAV and FLCH wonderful little doodads they are.. :(

basics -use 250KIAS until 10,000ft then 280KIAS/M0.74 thereafter.Best Angle = V2 + 80Best Rate = V2 + 120(source: http://www.b737.org.uk/rulesofthumb.htm#Climb_Speeds)climbing as above will result in a decreasing vert. speed (VS) and indicated air speed (IAS) the higher the aircraft climbs (but TAS is INCREASING).generally you will see this type of climb profile (above FL200) -FL200 - FL220: +2300' VSFL220 - FL240: +2100' VSFL240 - FL260: +1800' VS260-280: 1600280-300: 1400300-320: 1600320-340: 1500340-360: 1000360-380: 800380+ : <800wish to climb at a faster mach (ie, >M0.74 the VS listed above will be lower).wish to climb at a slower mach (ie, <M0.74 the VS listed above will be higher).--

basics -use 250KIAS until 10,000ft then 280KIAS/M0.74 thereafter.Best Angle = V2 + 80Best Rate = V2 + 120(source: http://www.b737.org.uk/rulesofthumb.htm#Climb_Speeds)climbing as above will result in a decreasing vert. speed (VS) and indicated air speed (IAS) the higher the aircraft climbs (but TAS is INCREASING).generally you will see this type of climb profile (above FL200) -FL200 - FL220: +2300' VSFL220 - FL240: +2100' VSFL240 - FL260: +1800' VS260-280: 1600280-300: 1400300-320: 1600320-340: 1500340-360: 1000360-380: 800380+ : <800wish to climb at a faster mach (ie, >M0.74 the VS listed above will be lower).wish to climb at a slower mach (ie, <M0.74 the VS listed above will be higher).--

Yes that always cracks the mustard climbing at 800fpm. But thats Cessna climb rate!! i fly the Cs757 and LEVELD763 and i normally takeoff at 15 degrees of pitch. (3500-5000FPM) and past 2500FT i hit VS, at a climb rate of 2500 FPM. Then the 757/767 will climb all the way up to its service ceiling FL420, now problem even with a pretty heavy payload. After around FL300 i climb with the 757/767 around Mach.0.78-0.82 and cruise normally at mach 0.83. So if im right the 737 is pretty underpowered COMPARED to the 757/767. I know the 737NG max mach is 0.81. It's just frustrating slowly climbing up to a higher altitude lets say of FL370-400. Is the 737NG like this in real life? Or should i mess with the N1 thrust in the CFG to make it more powerful. I want it as realistic as possible.

That's not too heavy. Assuming the plane is in a clean configuration the engines should give you adequate thrust to reach up to its ceiling (service and even absolute). Judging from your post it sounds to me that you expect the plane to climb at 1800fpm or better above FL300. Now I haven't flown the 737NGs for awhile but generally speaking at high altitudes a jet is still able to climb but only at a small angle of attack. If the pilot exceed the AOA in pursuit of better climb performance the plane will soon get to a point where it cannot hold airspeed and altitude at the same time. It will either have to descend to avoid a stall or it will stall in level flight. All this happens before it reaches its ceiling. So if you climb correctly you can climb higher. If you climb too aggressively you will stall before you arrive at where the plane is capable of reaching. The Pinnacle 3701 crash is due to the pilots' lack of understanding of this fact. I hope this is relevant to your problem with the PMDG 737.

I understand all about the FPM and VS. It's just that the 737NG seems to lack power, and can't climb that fast.

Is the 737NG like this in real life?

yes, like real life. next time you fly real-world look at your watch at takeoff ... and then once the aircraft is a cruise. you DON'T get to TOC in 8, 10, or 15 minutes.in general for modern jetliners -737s and A32x's have a climb to cruise time of about 25 minutes767s and A330s have a climb to cruise time of about 22 minutes747s and A340s have a climb to cruise time of about 27 minutes

Yes that always cracks the mustard climbing at 800fpm. But thats Cessna climb rate!!

a cessna doesn't fly at +800 VS when at FL370 :( :( ... to be honest a cessna will not have a climb rate of +800 if climbing at a set IAS to 8000'.

... and past 2500FT i hit VS, at a climb rate of 2500 FPM.

this is not how you climb in a jetliner. you climb at a set IAS and then mach (above ~ FL260-FL280). you adjust pitch (ie, VS) to hold the most efficient airspeed.

I know the 737NG max mach is 0.81.

you don't fly at max mach. a 737NG is going to cruise at around M0.78 (a 737classic is going to cruise at M0.74)... jet fuel costs money; and speed costs money.

I want it as realistic as possible.

then don't touch anything. climb in VNAV. the FMC will calculate the most efficient climb speed/rate.IMO most addons (and the MS provided 'standard' aircraft are even worse) are VERY overpowered and don't have realistic climb and/or cruise profiles.a few addos have relistic performance ... PMDG is one of the best in getting the performance 'numbers' right (within FS's limits and faults).--

The cost index FMC setting will also determine climb and cruise performance. The higher the number the less the efficiency. It's a complex calculation manipulated by dispatchers and operations managers because labor costs and fuel costs are included.Try a CI of 80 for better aircraft performance or more if you don't care about fuel burn, maybe 100 as advised by a former Boeing captain now writing books for both simmers and real world airliner pilots.