Hello there. In the 737 when engaging the VNAV below 10,000 ft the aircraft can climb far to rapidly initially and then steady out. Is it possible to set a maximum climb rate within the fmc to ensure VNAV doesn't exceed 3000 fpm ^ ?

How about the V/S setting?

Umm, ok, any ideas why the CLN8R SID from EGSS always crashes fsx?

Try using derated climb. (FMC > N1 LIMIT)

Faulty AIRAC data? try updating (or downdating) them...

Hello there. In the 737 when engaging the VNAV below 10,000 ft the aircraft can climb far to rapidly initially and then steady out. Is it possible to set a maximum climb rate within the fmc to ensure VNAV doesn't exceed 3000 fpm ^ ?

What's wrong with exceeding 3000fpm?

What's wrong with exceeding 3000fpm?

Deck angle. If it's very high it's uncomfartable and scary for the self loading freight. It's not as much rate pf climb but pitch angle.

Cheers for that last one actually, I never thought about that, very true, thanks. And the updated airacs have been trialed.

Deck angle. If it's very high it's uncomfartable and scary for the self loading freight. It's not as much rate pf climb but pitch angle.

Never fly on a lightly loaded MD-8x!!With respect, there is some trash spoken on this subject. For a start the body can only feel acceleration, not speed. You can only tell a high deck angle by looking out the window.Best regards,Robin.

In all the "Buh bye. Buh bye. Buh byes." I've done, I've never heard a passenger say, "You pitched too high on the initial climb."As long as you rotate at the correct rate and smoothly, you really shouldn't have much of an issue. It's the pilots who under-rotate and then get too fast and then have to pitch up to get back on speed who would have any problem. And I've never seen anyone do over 22. 25 would the the limit, probably, and I've only seen that in upset training. The only, time I've seen people select V/S at low level climb is because of TCAS traffic or a very low level climb restriction.And to add, the highest pitch would be right after rotation, and you don't want to be monkeying with your climb performance then.

Are you a pilot and more importantly, do you fly large passenger aircraft?I was a commercial pilot but flew BE200's mostly. I asked the question in the ngx forum also and was advised you generally like to keep pitch not higher than 20 degrees. Pax comfort I would imagie is one reason but safety would play a big role also. If you loose a donkey pitched that high you can imagine how bad that would be.So, with respect, I might not be correct, but I also think I am not completely wrong here either.

Are you a pilot and more importantly, do you fly large passenger aircraft?I was a commercial pilot but flew BE200's mostly. I asked the question in the ngx forum also and was advised you generally like to keep pitch not higher than 20 degrees. Pax comfort I would imagie is one reason but safety would play a big role also. If you loose a donkey pitched that high you can imagine how bad that would be.So, with respect, I might not be correct, but I also think I am not completely wrong here either.

You are wrong.V2 is precisely in case you "lose a donkey". Pitch has NOTHING to do with it. It is not "fly x pitch in case of engine failure" - never seen that ANYWHERE. Please prove me wrong, but it is an aerodynamic consideration, and not about how Mrs. Smith is feeling back in row 7. Unreliable airspeed is about the only time pitch is used in anger (pitch + power = PERFORMANCE) but again has nothing to do with engine failure or passenger comfort. The only other time pitch is really important are pitch limits for landing/taking off to ensure you do not have a tail strike.If you flew B200 you should know this??????Concorde. Feeling sick yet? ;) Last I looked, passengers LOVED flying on her, and the deck angle could get pretty crazy during short charter flights when she was lightly loaded/fuelled. Let's not forget the kick of reheat.Something I find quite amusing about all this is how NO ONE comments on rolling +/- 30 degrees from upright during a turn? Why is pitch singled out for special treatment?You didn't do much night flying either, did you? I'll leave you to figure out what I'm getting at. ;) If you did, you should know what I'm on about...Best regards,Robin.

Are you a pilot and more importantly, do you fly large passenger aircraft?

If you were asking me, yes. I've got 4 types, including B737.

I was a commercial pilot but flew BE200's mostly.

One thing that is important to remember that BE-200 is a Part23 aircraft. Part25 aircraft have very different climb performance, especially twins like the B737. If you're used to a C402 or B200, 20 degrees is going to seem pretty high.

If you loose a donkey pitched that high you can imagine how bad that would be.

Then the plane will naturally pitch down with the loss of the underslung engine's thrust and you'll target something around 13deg, but you want to be on speed. "Speed is life," isn't just a slogan, it makes sense.Sadly, none of those types include the Concorde. But I did fly in one once. Did a go-around at JFK, too. WOW!