IMHO, we all still staying here and want PMDG to test this problem . Its bad- when model not having the IMPORTANT parameter ,thats disagree with PMGDs and other ( official) 737 documentation... I hope - this problem will be corrected :-)

Guys, Just want to say that PMDG doesn't develope their planes using manuals only. They also have other sources to get information and also from NG experts. One more pic to post here, showing that the NGX has an accurate behaviour during approach. Waiting for the touchdown attitude observation from PMDG.

BraytonCycle, I would say pitch on approach is your problem. If the pitch on approach is higher, then your flare pitch will be higher too. You will get your 4-5 degree pitch up upon flare. Martin Wilby

Martin, I do agree with you. Normally if we switch the flight directors off in the real thing with Flaps 30, Vref + 5, as a guide we hold 2 degrees and then make slight adjustments. The attitude on approach is low but what really puts me off the NGX is the touchdown attitude. Hope they can fix the attitude issue.

Guys, Just want to say that PMDG doesn't develope their planes using manuals only. They also have other sources to get information and also from NG experts. One more pic to post here, showing that the NGX has an accurate behaviour during approach. Waiting for the touchdown attitude observation from PMDG.

Hi Frank, This picture tells us absolutely nothing.What is his configuration?What is his current speed?What is the Vref?Maybe he is chasing the GP (currently a fraction to high)What is the GP angle?etc.. Just trust the Boeing manual which is written after 1000's of hours testing the NG by professional test pilots. Kind regards,

Well said Daniel! Martin Wilby

I agree. The training manual said that there will be about 1 degree change for every 5kts above or below vref + 5. I think both charts are correct for the speed flown.

my training manual says only ABOVE (not shouting) not below and that is logic ... all the best.

Hi Frank, This picture tells us absolutely nothing.What is his configuration?What is his current speed?What is the Vref?Maybe he is chasing the GP (currently a fraction to high)What is the GP angle?etc.. Just trust the Boeing manual which is written after 1000's of hours testing the NG by professional test pilots. Kind regards,

Hi Daniel, I am not a real world pilot nor a proffeser on the NG, so I might be wrong. But from reading the figures showing in the QAR, it actually shows that the -800( 0~1.5 degrees) does have a lower attitude on approach (flaps 30) comparing with the -700 and -300 (2.5~3 degrees) when ILS is fully captured and that's one of the factor why the -800 has more harder landings than the -700 and -300. Of course I do trust the Boeing manual.(well 99.99% of the time) Regards,

Two degrees up

Two degrees up

Two degrees up

Martin Wilby

Hi Daniel, I am not a real world pilot nor a proffeser on the NG, so I might be wrong. But from reading the figures showing in the QAR, it actually shows that the -800( 0~1.5 degrees) does have a lower attitude on approach (flaps 30) comparing with the -700 and -300 (2.5~3 degrees) when ILS is fully captured and that's one of the factor why the -800 has more harder landings than the -700 and -300. Of course I do trust the Boeing manual.(well 99.99% of the time) Regards,

Hi Frank, Please re-check the manual. In the FCTM Chapter 6 you can find the attitude for the -800 model is 2.4 - 3.6 on a 3 degrees GP in Vref30+5. What chapter are you looking at if I may ask?

Two degrees up

Two degrees up

Two degrees up

Martin Wilby

looks like the plane behaves like its written in the boeing manual ...if people still say 0degree is correct then they are living in a pmdg world

Wow, I'm certainly glad PMDG is investigating this for you ladies and gents.. I've been on a holiday for a little while, life is calling again.. Cheers, laugh, and have fun, that's what life is about..

my training manual says only ABOVE (not shouting) not below and that is logic ... all the best.

It's obviously linear up and down the speed range at 5kt increments. I'm not a smart man(lol), but I do think the pitch would increase about a degree if I flew at vref instead of vref + 5.

you reduce the speed you have more pitch, you add speed you reduce pitch it s physic .... and basic of flying ..... what it s written in the book is above . (more speed) less pitch correct ? if you have less speed then the nose will be more up of course (but no datas is given in my training manual about less speed ) ... so you cannot say above or below will give the same result ....

you reduce the speed you have more pitch, you add speed you reduce pitch it s physic .... and basic of flying ..... what it s written in the book is above . (more speed) less pitch correct ? if you have less speed then the nose will be more up of course (but no datas is given in my training manual about less speed ) ... so you cannot say above or below will give the same result ....

Well shut the front door!....I said there will be a change of 1 degree for each 5kts above or below vref +5. though it doesn't mention below (it is charted in the touch down attitude chart for vref -5 and -10) vref+5, it's implied that you would understand above ref5 = lower pitch and below ref5 = higher. As I said there will be a change on each side + or - 5 kts. Though I have only 6,533.6 real world hours composed of the beechjet 400, C-141B, DC-10-30, G-4, G-5 and the G-550, I guess you are implying that I don't understand basic flying and physics. I must have slept through my pro aero degree from Embry-Riddle. Very interesting that you focused on that minor detail instead of the issue at hand. Either way I guess I'm lucky to have amassed those hours and ratings with 17 years of flying without knowing physics and basic flying. Be careful because alot of the guys I've taught and evaluated over the years are out flying for airlines and cargo carriers.

Hey G550, I went to American Flyers College at Ft. Lauderdale Executive in 92.. Were you in Daytona or AZ?