1st off, thanks for all the hard work on this wonderful work of art. PMDG is the standard in the flight sim bizz. I rate you guys right next to Gulfstream lol. 1st issue-While on a RNAV APP on the GP, adding flaps caused the plane to pitch up to 500 fpm to slow. This only happened twice out of 8 approaches. Normally you are configured at this point, but i was curious. The airplane deviated from the glide path. I expected the plane to nose over to stay on path. The other time it happened I was descending to the IAF in VNAV. The aircraft pitched up to slow and missed the calculated crossing altitude. This may be the case on Boeings as i only have Gulfstream Honeywell experience. In the gulfstream, the aircraft will choose altitude over speed, but will queue you to intervene.2nd issue-I could not engage VNAV and LNAV on the ground. I was able to do it on my first flight. Since then i can only get VNAV to engage. I followed the tutorial but couldn't do it. I was able to engage after about 500ft in the climb. I see that others have had this issue.3rd issue-During instant replay, i ran into the vc freeze. even the 2D screens froze. This has only happened once, and only during instant replay.4th issue-Shot the VOR/DME approach to 33 at KCHS. This APP was started at CULAP(IAF) and brings you around on a 10nm DME ARC around to final. I flew it in blue, oops pardon my gulfstream language,...I flew it in LNAV via the FMS. Totally legal as long as i monitor the NAVAID. The map didn't show the arc, but depicted a course from CULOP to IPETE(IF). At IPETE, it did a left 270 to get back to course. The aircraft then flew by BEVLY(FAF) on altitude but intercepted the course in between BEVLY and PIKDE(MAP). I was in position to maneuver and land the plane by the MAP. This issue made me curious and drove me to shoot the ILS to 15 which also has a arc procedure. For this approach, the FMS Had points around the arc at 12 DME. It was octagonal but did the job well. It transitioned from LNAV to LOC in an excellent fashion. Gets no better than this. See the attachment below for REF.(00076vdt33.pdf)5th issue-Took the aircraft over to KDCA for my favorite, the river visual to 19. For obvious reasons, the app was also converted to a RNAV app. I love flying this app. The approach went very well until reaching JUBOL. In between JUBOL and WIRSO, the map had a right 360 circle. The aircraft followed this circle back around to intercept in between those 2 points. See below for REF.6th issue-Not a issue to some but i found this interesting. On my first approach and landing, i noticed that the nose was a little low at ref+5. Reminded me of flying the G5/550 which has a flat approach because of the big wing. The body angle was around 1 degree putting the ADI nose indicator on the horizon. I crossed checked the weight and approach speed. I continued the approach, and flared and she continued to float a bit. She even gained a few feet. Next i shot another. This time I trimmed the jet perfectly and went for the text book flare procedure. I had the same results. Next time around i did a slight flare and she settled about 1000ft down in a greaser. I then checked the training manual for body angles on approach and at touch down on speed. I also spent some time watching landing videos of 800s. The jets in the videos are touching down 2 to 4 seconds after the flare. I've sat jump seat in a BBJ a few times and the jet approached at about 2.5 to 3 on the ADI. The manual said about 2 to 4 with an increase of 2-3 degrees in the flare. Honestly, no one is looking at pitch degrees in the flare. I normally shift my eyes down the runway to judge my sink rate pull the yoke back in short pumps till the nose raises a little while cross checking with the GPWS ALT callout rates as i reach for the thrust reverse levers. I find that flying the NGX at vref and pulling the power at 100ft like i do in the 550 puts me right in the sweet spot for touchdown and minimizes the float. Once again some could care less or disagree but my favorite part of flying real world or virtual is the landing. I do have a question about the auto-throttle. In the dc-10 and the 5/550 the auto throttle will automatically retard at 50ft if left engaged regardless of the type of approach flown while manually flying. I would demo this to new pilots just to show there was no foul if you forgot to click em off during landing. But normally we wouldn't land with it engaged. I know the Turkish airline had a incident when the throttles retarded due to a radio altimeter malfunction. I checked the training manual but it didn't say. I think I read somewhere that some operators left them on while hand flying and they would retard regardless. I left them on the NGX to check and they didn't retard so i have no clue so I'm asking.Once again thanks, she is a welcom addition to my virtual hanger.

4th issue: The plane flew direct from CULOP to IPETE because there's no arc in the navdata for the plane to fly. The current navdata isn't capable of doing DME arcs, so they have to be setup like that ILS approach, with the fixes placed along the arc.

1st item - were you in VNAV PATH or VNAV SPD?

VPATH. that was the first thing i checked. Haven't had that problem again.