I can confirm the same behaviour detailed above (No ILS approach in Navigraph database = no G/S arming or capture) for the Runway 30 ILS approach into CYQU.Give it a try but it seems Ryan and the team are on it.

Hello,Really hope, PMDG will solve this 'bug' very soon. For now, I uninstalled SP1 and reinstalled PMDG 737 with Hotfix2. Now, I can switch on the Glidescope, also for every ILS, not in the FMS database.Henk Altena

I too have noticed this behavior at multiple airports (KMSP, EGSH to name two) , put it down to my lack of knowledge with the NGX. Shooting an ILS is pretty basic stuff, and it should be doable with the FMC completely disabled.

Already fixed guys - we'll be updating SP1 soon to fix this among a couple other things.

Just to avoid confusion were talking about 2 different things here.1) The reason the ESSA Rwy 26 is not in the FMC as a Runway option is because it was intentionally removed as stated in the post above.2) It's obvious the glidescope is not gonna work unless the runway is in the FMC and is selected with GS set to On. Since the runway is not in the FMC well you can figure out why it is not working. Whether or not this is how the real world airplane works I do not know cause nobody that does know has chimed in yet. But in the real world the Runway would already be in the FMC and this issue would be moot.In the Tutorial it shows you how to setup for capturing the Glidescope. Both Nav Radios must be set, Both Courses Set and Runway selected in FMC along with GS set to On. That has always been how it was done since the NGX was released. So why are you expecting it to be any different now?So you got 3 choices.1) Contact Navigraph and get them resolve the runway issue2) Choose another Runway3) Do a visual approach.

I cannot see any info from FMC to the autopilot here...

The FCC uses these inputs to calculate the approach/go-around pitch command:

• MCP APP mode selector pushed
• Inertial vertical speed and acceleration
• Airplane pitch attitude and pitch rate
• Longitudinal acceleration
• Flight path acceleration
• G/S deviation
• Radio altitude
• True and computed airspeed
• Nav receiver tuned to LOC frequency
• MCP selected runway heading
• Stabilizer position and trim
• Flap angle
• A/P pitch actuator position
• Engine N1
• Angle of airflow
• Wheel speed
• TO/GA switch
• ground speed
• squat switch.

I'm always surprised when see that a lot of people talk about the FMC as the important thing on the plane.It is only an auxiliary system, te plane must be able to fly without it (and it can), all the staff not related to flight management can be done in other ways.IRS can be aligned by ISDUWeight (that is only needed for manouvering speeds and stall prediction) can be manually set, as well for the N1 limits and Speeds.Autopilot can be used and radio tuned. Autopilot is still avaiable in all modes not related to FMC (that are only LNAV and VNAV)As seen in another post, too much people does not understand that the 737 is still an airplane, it can fly as the old planes did, or as the newer ones do... And also in emergency.It is not a case that it can be inoperative with no effect to the CAT III operation (MEL)FMC is only required for ER operation or for 14 CFR navigation requirement.

But that's the point. That ILS is not in the fmc so I can't select it. How is this in RL, the 737 must be able to fly an ILS without selecting it in the fmc right?

Hi.I have verified my thoughts at work today. In Real world when we dispatch flight, Maintenance Control tracks if FMS Database is current, if FMS database is not current, the FMS is just gets deferred and we plan flight accordingly based what aircraft and ground equipment will be available for the whole flight. It is almost impossible that the flight is dispatched to an airport with NAV data discrepancy. If it is missed some one may lose his/her license. If for some reason ILS became unavailable while flight is in the air the crew uses just another type of approach. If for some reason ILS is not in FMS database crew will not be able to tune it, because you have to use published data and if frequencies do not agree this ILS approach may not be executed and it will be investigated. Also before we get Nav updates (for instance from Jeppesen) we receive a noticed much in advance and before changes come to affect we are fully ready for that.Thx

Guys - this was our bug within the simulation framework, not something relating to actual systems dependencies of the real airplane.

Hi.I have verified my thoughts at work today. In Real world when we dispatch flight, Maintenance Control tracks if FMS Database is current, if FMS database is not current, the FMS is just gets deferred and we plan flight accordingly based what aircraft and ground equipment will be available for the whole flight. It is almost impossible that the flight is dispatched to an airport with NAV data discrepancy. If it is missed some one may lose his/her license. If for some reason ILS became unavailable while flight is in the air the crew uses just another type of approach. If for some reason ILS is not in FMS database crew will not be able to tune it, because you have to use published data and if frequencies do not agree this ILS approach may not be executed and it will be investigated. Also before we get Nav updates (for instance from Jeppesen) we receive a noticed much in advance and before changes come to affect we are fully ready for that.Thx

This is the DDPG from boeing, maybe your company maybe a bit more restrictive than the basic requirements:

This is the DDPG from boeing, maybe your company maybe a bit more restrictive than the basic requirements:

Thanks. I am going to work tonight, will ask our crews what they do in this situation.

I also have such problems with italian airports.Venice is O.K. but not Milano Linate.Last post from PMDG is from almost two weeks ago.Are they looking into this problem?

It is supposed to be fixed in SP1b which is to be released shortly. Just have to wait till then.