Yes, I've extended (on ground) the speedbrakes, and advancing the lever caused the speedbrakes to retract, ok, I was thinking that actuator war already armed from a previous flight, I extended them again, and one more time they retracted when thrust levers are applied.The actuator will only work in one direction for each action.It will extend if in landing or RTO mode, will retract if advancing throttles, BUT it is not able to retract 2 consecutive times without firstly extend (and will do only on landing and RTO). So, If the autospeedbrake already worked and was re-setted to the stowed position, manually extending the speed brakes they will stay in that position untill the speed brake lever is manually moved back.

What? What do you mean by: "it is not able to retract 2 consecutive times without firstly extend (and will do only on landing and RTO)". How can they retract if they aren't extended?

An On Off actuator (that can be only extended or retracted) can retract only if it is extended, you cannot retract 2 times if you don't extend. The extension procedure is done only when landing and RTO conditions are met (Radio altimiter, main wheel compressed, wheel spin, reverser switch...)Manual movement of the lever will not move the actuator.So, on ground, at the gate, you cannot automatically retract te spoilers by advancing thrust more than one time (if pilots didn't retract after landing using trottles), if pilots used thrust to taxi, and the amount of TLA was sufficient to retract, you cannot retract automatically the spoilers again until you do an RTO or another landing.In the PMDG each time you extend speed brakes on ground, advancing throttles will cause speed brakes to retract, that's completely wrong and dangerous for "virtual" ground personnel.

An On Off actuator (that can be only extended or retracted) can retract only if it is extended, you cannot retract 2 times if you don't extend. The extension procedure is done only when landing and RTO conditions are met (Radio altimiter, main wheel compressed, wheel spin, reverser switch...)Manual movement of the lever will not move the actuator.So, on ground, at the gate, you cannot automatically retract te spoilers by advancing thrust more than one time (if pilots didn't retract after landing using trottles), if pilots used thrust to taxi, and the amount of TLA was sufficient to retract, you cannot retract automatically the spoilers again until you do an RTO or another landing.In the PMDG each time you extend speed brakes on ground, advancing throttles will cause speed brakes to retract, that's completely wrong and dangerous for "virtual" ground personnel.

That's not "completely wrong" at all... on the real 737NG if you advanced the throttles the speedbrakes retract because the two are inversely related to speed. I don't see what you're trying to get at. in your situation where the pilots "forget to retract the speedbrakes" they can always simply move the speedbrake lever to down by hand (without using thrust). I'm still not sure what you're asking actualy. Mitch Bowman

That's not "completely wrong" at all... on the real 737NG if you advanced the throttles the speedbrakes retract because the two are inversely related to speed. I don't see what you're trying to get at. in your situation where the pilots "forget to retract the speedbrakes" they can always simply move the speedbrake lever to down by hand (without using thrust). I'm still not sure what you're asking actualy. Mitch Bowman

As I told, manual movement of the lever will leave the actuator to its last position.The actuator has 2 positions, extended and retracted.If the actuator is already retracted, there is no way to retract more. It must extend before retract another time.To extend it (letting you to retract again) you must either taxi over 60 kts, then use the reversers for an RTO or take off, arm the lever and then land.Here is a scenario on how the real works:Piltos are landing, the lever is set to ARM.At touch down the actuator extends to deploy the speed brakes.Now, under 60kts the pilots move manually the lever back to down.The actuator is still armed. The pilot stops at the gate, but want to cycle the lever. He manually moves the lever to the extend position, then try to "accelerate" and the lever will automatically retract as noone retracted after landing.Now, the actuator is retracted, the pilot tries again, manually move the lever to the extend position.Now, the actuator is still in the retracted position and cannot move again to retract as it is already in that position.Advincing throttles will not cause the lever to go down. You need to do it manually or play with the plane circuit breakers, or take off and land, or RTO.In the pmdg is working not correctly as th "retracted" actuator is still able to retract more and more and more.... times without extending.

Where did you come up with this actuator? Do you know for a fact that this is installed in the real airplane?As far as i know, when speedbrakes are up and you add throttle, they will be retracted.This actuator is connected to the speedbrakes. If you move them, you move the actuator.

Where did you come up with this actuator? Do you know for a fact that this is installed in the real airplane?As far as i know, when speedbrakes are up and you add throttle, they will be retracted.This actuator is connected to the speedbrakes. If you move them, you move the actuator.

Nope. If only it were that simple. If you land and the speedbrakes deploy or after an RTO, you can stow them by advancing the thrust levers. In flight, there is no function that will stow them automatically. Another Boeing-ism that doesn't make sense to most pilots - me included.

Where did you come up with this actuator? Do you know for a fact that this is installed in the real airplane?As far as i know, when speedbrakes are up and you add throttle, they will be retracted.This actuator is connected to the speedbrakes. If you move them, you move the actuator.

Actuator boeing part number: 10-61359-3.I think I know what it is and where it is installed and to move itself uses a worm gear that is hard to manually force. A "shoe clutch" works when the pilot or the actuator wants to move the lever. In addition, if a pilot locks the lever while it is extending or retracting, the actuator simply continues is work and retract/extract itself, but the lever remains in the hand of the pilot, in the position he locked the lever.That's the actuator It is pretty sure the same of the 737-100,200,300,400,500,600,700,800,900 actuators, maybe the oldest planes have a different part number or dash number only for design difference or lengt difference.

I give up. This is beyond me. You guys sort it out. To me it works just fine.

This is beyond moronic.. it's a flight simulator, shut up and fly the thing. God, the things people try to find wrong with the NGX.

If the lever goes automatically down (when it must not) it is a wrong logic...And is part of the simulation.

This is beyond moronic.. it's a flight simulator, shut up and fly the thing. God, the things people try to find wrong with the NGX.

Searching wrong things is a good base for upgrades, for the next product, also for training purposes, as now you know that the lever will not stow automatically in all the situations.If we shut up, no fixes, no improvements and no newer version of a product can be produced as the actual one (or the past one) is good enaught to fly in the sim.Because the NGX is the best plane for FSX it is normal to check its limit VS real one. Some are useless things, other, like no flight control operational when no hydraulics wich lead to a crash, are things that can be fixed.

Because the NGX is the best plane for FSX it is normal to check its limit VS real one. Some are useless things, other, like no flight control operational when no hydraulics wich lead to a crash, are things that can be fixed.

The NG elevators and ailerons can still be operated even if all hydraulic pressure is lost. The rudder is exclusively hydraulic, but in an emergency situation, the aircraft can be controlled without the use of the rudder.

Searching wrong things is a good base for upgrades, for the next product, also for training purposes, as now you know that the lever will not stow automatically in all the situations.If we shut up, no fixes, no improvements and no newer version of a product can be produced as the actual one (or the past one) is good enaught to fly in the sim.Because the NGX is the best plane for FSX it is normal to check its limit VS real one. Some are useless things, other, like no flight control operational when no hydraulics wich lead to a crash, are things that can be fixed.

Have you ever actually flown a real 737 NG? my guess is no. So how do you know that you are not wrong and PMDG (who are practically handed the info from Boeing themselves) are correct. As far as I can tell what your saying makes no sense.

Have you ever actually flown a real 737 NG? my guess is no. So how do you know that you are not wrong and PMDG (who are practically handed the info from Boeing themselves) are correct. As far as I can tell what your saying makes no sense.

Eleven years in AirOne company I think is sufficient to tell what is wrong. I replaced personally 3 or 4 of that actuators on 737-200 and -400, I have manuals for the NG (the real one) and they aren't pilot manual but technical manuals.And remember that not only pilots knows how the plane is made. Or better, they know how to fly, probably know some technical items, but technicians know the systems in detail.The speed brakes are working with a wrong logic. If you are sure that I'm wrong I post you the schematic of the speedbrake logic, so you can see with your eyes. This make more sense now?

The NG elevators and ailerons can still be operated even if all hydraulic pressure is lost. The rudder is exclusively hydraulic, but in an emergency situation, the aircraft can be controlled without the use of the rudder.

Have you tried on NGX? no way to move them without hyd power.Rudder that is fully hydraulic have a stby system that is not simulated also.PS: if stby hyd system is not lost, on the NGs the SMYD will help pilot with rudder turn coordination.