Having spent several hours in the Baby Boeing, I wanted to share some thoughts......... She's a robusto not a panatella! We've gotten so used to the -700s and up, that the 600 comes as a bit of a shock! I remember 737s looking only this way for a couple of decades, but she's unusual enough these days, for a second look. That tall filleted tail, looks dis-proportionally large, perched atop her stubby cigar fuselage. The modern CFM's look a bit out of sorts- don't long slender cylindrical tubular engines belong beneath these wings? Still, in many ways, she's the initial NG- that combination of old world slide-rule aerodynamics, and (mostly) modern avionics- that allowed the 737 to stay current enough, long enough to become the most popular commercial aeroplane in the world. The words "trolly-bus" kept echoing in my head. From the initial taxi, where her shorter wheelbase is most apparent; to the way she trundled down the runway after TOGA was depressed; she bustles around with the enthusiasm of a young, slightly stout mother hen. Mark is so right, I cannot wait to shoehorn her into tight aerodromes where her low approach speeds and correspondingly lower energy dissipation requirements will shine. While not obviously overpowered, she's sprightly in her acceleration and climb, and responsive in her pitch and roll axis'. The combination was inspiring enough for me to turn off everything and hand fly her through a series of circuits and bumps. The translated "feel" of flight is very much apparent and I have been quite enchanted with the way I've been able to play with the yoke and settle her down exactly where and when I'd like. The airframe flies somewhat similarly, yet uniquely enough, that no one will confuse the 600 with the 700- let alone the 900. At one point I had a VREF of 111.............don't Cornish Game Hens fly faster? She feels solid yet delicate, stable yet responsive and "trundles" down the glide without needing a lot of cajoling....I'd say just the right combination for delivering a tired bus load of office workers home each evening. The straight (no WL here) wingtips are a joy to behold, while observing the view over one's right shoulder. They feel much closer than they do in the other variants. The flex is just right and craning my neck around to look at them back there, feels completely authentic. The engine noise is a bit more pronounced and even the stroboscopic flashes reflecting off the tarmac are more intense in my peripheral vision. The package is intimately familiar, yet wholly different. Any 737-800/900 pilot will find themselves immediately at home, yet smiling at the newness and difference of it all. She's just the ticket for tight aerodromes, where a pilot might suddenly find himself flying an extended downwind to allow an Ag-Tractor or Beaver a bit more room on short-final. Those NZ destinations Mark describes sound perfect. I can think of several approaches I want to try............can you? PS- Don't tell G-CIVX I'm still straying (LOL)

Sound greats. Once this baby is in my hands the 800/900 won't see much airtime anymore, I'm afraid. Too bad that the 600/700 couldn't be the base package.

Thought I would share this little video with all of you. It is from Just Planes' "Westjet 737-600" DVD, which I own and highly recommend. Shamless plugging aside, really interesting video to watch as they do a simulator run with engine failure and a TCAS alert and one of the captains describes the -600's role with Westjet.

I have a couple of 100 hours in Southwest's 737-700s......and British Airways flies 737-400s.....so I'm guessing most of my FS 73NGX time will be in the shorter siblings. Been working her over in short hops and liking her all the more as my familiarity grows. This is the 737 flight experience I was craving- ultra short hops, multiple cycles in a single day. Just the sort of change to be completely different from the Fat Girl. I love knowing that my KJFK taxi burn in the 747-436 on a busy afternoon day can be equal (almost) to the trip fuel burn of an EGKK-EGJJ flight in the 736; whilst my fuel burn EGLL-VHHH is a multiple if the MTOW of the 736.......two opposite ends of the spectrum.......

I'd kill for a screen shot of that over-the-shoulder view!

Carl, Thanks for the post and a good read. Sounds like a stubbly, little dichotomy. Looking forward to her.

You are very welcome. Chris- don't do anything rash (lol) ......I'll see what I can do......

Here's a look over the left shoulder.........and more https://picasaweb.google.com/105562135054522268426/PMDG600NGX Enjoy!

awesome shots

Here's a couple in the thread..... as you can see, she's stubby like a short cigar. Not just any cigar mind you......she's also as complex, delightful and evocative as a Habana Montecristo #2, on a cool summer's evening on the terrace cafe of the Hotel Gritti Palace, overlooking the Grand Canal, while savoring a particularly decent Dom. Romane Conti. You will find her a typical Boeing (perhaps the archetype), and yet she will open up so much of the world that has heretofore been the realm of smaller aeroplanes.............

Here's a look over the left shoulder.........and more https://picasaweb.go...8426/PMDG600NGX Enjoy!

What airport is this?

What airport is this?

UK2000 EGKK Xtreme I think.

What airport is this?

Looks like the UK2000 Gatwick EGKK Extreme.

Here's a couple in the thread..... as you can see, she's stubby like a short cigar. Not just any cigar mind you......she's also as complex, delightful and evocative as a Habana Montecristo #2, on a cool summer's evening on the terrace cafe of the Hotel Gritti Palace, overlooking the Grand Canal, while savoring a particularly decent Dom. Romane Conti. You will find her a typical Boeing (perhaps the archetype), and yet she will open up so much of the world that has heretofore been the realm of smaller aeroplanes.............

LOL...hopefully, the cost of admission doesn't approach this analogy. I'd settle for a long Dominican and a decently aged Rioja myself. Nice pics!

Looks like the UK2000 Gatwick EGKK Extreme.

UK2000 EGKK Xtreme I think.

Thanks