Im sure pmdg will be happy to fix that, but how do you know it isnt realistic? What are you comparing this to?

I compare it mainly with the Boeing flightmanuals and a couple of FFS flighthours (haven't flown the real 737NG yet) and with some comments of current 737NG drivers on this forum. Just to be clear, it is absolutely not my intention to offend anybody from PMDG. I have a big respect for their whole approach and skills. But I do really hope they will admit something is not completely right with the flightmodel in the approach/landing state. I also hope that it will be not too difficult to "fix" this but then again, I'm not an software engineer ;-) Kind Regards, Daniel

Another voice here, not a real world driver by any means, but I've found the float to be an issue when flaring to the FCTM recommended 4+ degrees. Hoping for a little more than a admonishment that this couldn't possibly be an issue from PMDG on this issue.

It really depends. Imagine you selected the VREF calculated 10 minutes before TOD.

Why would you do that? Set your approach flap and speed in the CDU just prior to touchdown, and avoid your need for calculations. Not sure why anyone would enter speed and flap at TOD, so long before landing. Regarding floating: I have had no issues with floating at all, every landing has been perfect. Power back slowly at 20 feet and simultaneously flare by 2 degrees and the landing is perfection. My only issue is with the zero degree pitch on approach, when the manuals clearly tell us that on a 3 degree glideslope, at flap 30 it should ber 2 degrees up.

Another voice here, not a real world driver by any means, but I've found the float to be an issue when flaring to the FCTM recommended 4+ degrees. Hoping for a little more than a admonishment that this couldn't possibly be an issue from PMDG on this issue.

Actually, it doesn't say to flare up to 4 degrees, I believe it says the flare should be 2 degrees. That coupled with the pitch up of 2 degrees that the aircraft "should" already have on a 3 degree glideslope, at 30 flap, results in a 4 degrees pitch up after your 2 degree flare. The issue is the slightly excessive lift at flap 30 and 40, resulting in zero degrees on the glidelope, not the flare. Martin Wilby

If I read correctly the pitch for the aircraft while approach/before land should be 2-3degrees but its currently 0degrees ...the actual flare is 1-2degrees but with the aircraft pitch which should be 2-3 > 4degrees for landingbut since its not optimal with the ngx just pitch the plane with 1-2degrees to flare and it will be fine

I didn't saw this recomendation to set VREF.Why don't you get the estimated fuel remaining at destination from the Progress page, then add the ZFW and set that into the GW on the Approach page. That will calculate a Vref for the estimated weight at destination. I do it on 747 and i do it on the NGX.Is this wrong?

I didn't saw this recomendation to set VREF.Why don't you get the estimated fuel remaining at destination from the Progress page, then add the ZFW and set that into the GW on the Approach page. That will calculate a Vref for the estimated weight at destination. I do it on 747 and i do it on the NGX.Is this wrong?

There should be no need for that. All info should already be there, if the FMC was properly set in preflightfrom your destination airport./ Leffe

There should be no need for that. All info should already be there, if the FMC was properly set in preflightfrom your destination airport. / Leffe

mmmm but if you select VREF at TD the GW on the Approach page will be a little heavier than when you are about to land.

mmmm but if you select VREF at TD the GW on the Approach page will be a little heavier than when you are about to land.

Never heard or seen anyone, use your your metodh, before reaching FAF. / Leffe

Guys, this is about nothing ... Vladtop has discovered the issue quite clearly. I didn't find anything here that shows visually his wrong. Regards,GRO___

Never heard or seen anyone, use your your metodh, before reaching FAF. / Leffe

So, are you saying that the normal (real Life) thing to do is to set approach page just before reaching the Final Approach Fix????

I didn't saw this recomendation to set VREF.Why don't you get the estimated fuel remaining at destination from the Progress page, then add the ZFW and set that into the GW on the Approach page. That will calculate a Vref for the estimated weight at destination. I do it on 747 and i do it on the NGX.Is this wrong?

That's how I do it. Works well. It's more accurate than setting the Vref with the current GW while 80nm from TOD.I'm not a fan of going into the FMC on a 4 mile final to change Vref by 1 knot.

So, are you saying that the normal (real Life) thing to do is to set approach page just before reaching the Final Approach Fix????

No, but as a last check, I always go back to Approach page in CDU and check my flaps for a specific landing Vref.And if I haven´t read the Manual I would have set Vref+5 in speed window when approaching, with my now gear downand my flaps to landing config when reaching FAF / Leffe

No, but as a last check, I always go back to Approach page in CDU and check my flaps for a specific landing Vref.And if I haven´t read the Manual I would have set Vref+5 in speed window when approaching, with my now gear downand my flaps to landing config when reaching FAF / Leffe

Oh i got it

+1