Dear PMDG,On several cockpit screenshots, I everytime get the idea that the yoke is on the wrong angle. I've the idea that the yoke has to be more rotated forward (POV) I know you guys are using the official Boeing blueprint and they won't lie, but I still want to take this issue into account or that you can clarify why I think that they are on the wrong angle.I've posted two pictures with the vectors as I see them, see attachments.Regards, StevenP.S. Thank you for uploading a new VC shot =)

looks to me like a different POV and a case of count-rivet-itis

looks to me like a different POV and a case of count-rivet-itis

The angle of both pictures are pretty the same, but besides that... you really see a different angle of the yoke between real and virtual.

We actually measured the yoke angle (among other things) in a real plane with a digital inclinometer too... I don't know what else we could have done here.

Looks like the angle is distorted in the Airliners.net photo because of the lense used. Also the position on the photo is further aft compared to that screenshot.

Dear PMDG,On several cockpit screenshots, I everytime get the idea that the yoke is on the wrong angle. I've the idea that the yoke has to be more rotated forward (POV) I know you guys are using the official Boeing blueprint and they won't lie, but I still want to take this issue into account or that you can clarify why I think that they are on the wrong angle.

The description of the picture you reposted from our Facebook page reads (in part) as follows:

You can also see that the captain's yoke has been temporarily lowered. This makes it a lot easier to program the FMC with a completely unobstructed view of the CDU (you can use your mouse to type on the keypad, or use your own computer keyboard for quicker entry). A single click on the yoke returns it to its original position.

The yoke is in the appropriate position, is at the right height, and rests at the correct angle, as measured from a prototype Boeing cockpit, as well as specifications from Boeing technical manuals.

Do you mean the yoke itself, e. g. the 'hand grip' parts compared to the checklist for example? I see that too, at least in the shot you posted, the hand grips seem quite parallel to the checklist plane. But it might indeed be the POV. OTOH, you might be talking about the yoke as a whole? I suspect since the a/c in flight is obviously trimmed, it might very well be at a different angle compared to the yoke on ground. I assume that trimming the a/c does not only change yoke angle on a Cessna but I guess that might still apply to bigger planes as well.

I assume that trimming the a/c does not only change yoke angle on a Cessna but I guess that might still apply to bigger planes as well.

It most definitely does change - we measured the column through the full trim range and it moves realistically in ours.

In general, on real 737s, once companies choose EFIS/MAP mode or "standard" mode can they change it? I know with the NGX we can but for example for COA, if under United management, they wanted to have the standard screens instead of the current EFIS/MAP setting could they or would it be permanently integrated into the airplane? I feel dumb asking this question. ThanksRegards

In general, on real 737s, once companies choose EFIS/MAP mode or "standard" mode can they change it? I know with the NGX we can but for example for COA, if under United management, they wanted to have the standard screens instead of the current EFIS/MAP setting could they or would it be permanently integrated into the airplane? I feel dumb asking this question. ThanksRegards

Don't feel. Yes they can. Southwest Airlines, for example, is investing $170 million dollars to change the DU style of their 737-700s (the only NG variant SWA operates) from the EFIS/MAP style to PFD-ND style and they are also upgrading the avionics, so that their NGs can be certified to fly RNP approaches. It's not as simple as pressing a few buttons in the FMS at FS Options as in the NGX, but it's doable.

Don't feel. Yes they can. Southwest Airlines, for example, is investing $170 million dollars to change the DU style of their 737-700s from the EFIS/MAP style to PFD-ND style and they are also upgradiong the avionics, so that their 737-700 (the only NG variant SWA flies) can be certified to fly RNP approaches. It's not as simple as pressing a few buttons in the FMS at FS Options as in the NGX, but it's doable.

Ahah that would great for SWA if it was that easy! (maybe they could give me some of that $170 million) Thank you for you reply. I used to think that you could just flip a switch and the DUs would change style.That is very interesting. Is the PFD-ND style the newer style?Regards

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Ahah that would great for SWA if it was that easy! (maybe they could give me some of that $170 million) Thank you for you reply. I used to think that you could just flip a switch and the DUs would change style.That is very interesting. Is the PFD-ND style the newer style?Regards

The PFD-ND style is standard since the first NG was built. Boeing gave the EFIS-MAP option to those airlines that had in the fleet, 737 NGs and Classics, so that the pilots wouldn't feel a big difference between the two models and training costs would be smaller. Happens that the EFIS-MAP option is not certified for some precision procedures, such as RNP (Required Navigation Performance), which is being implanted in many airports as a approach procedure and is increasingly being used enroute (during cruise flight) to allow the aircrafts to fly shorter routes. I'm sure someone else can explain you better what RNP is :(.

It most definitely does change - we measured the column through the full trim range and it moves realistically in ours.

I give you guys credit. Exactly how many months did you live in that cockpit?

Changing the DU's isn't that bad. I believe they use a floppy disc, run some checks, and it is ready to go. It only takes an overnight to do this. It is correct that it is not a simple as pushing a few buttons, but it also doesn't require an rewiring or any "hardware" changes. That is one of the primary advances of glass cockpits.