Although I am a bit embarresed to tell you this and that I didn't think of it before I thought I would post it for anyone else having the same problem I've had.

 

My problem has been that after T/D I've been forced to use the speedbrakes more often than not and looking at my descent rate it has mostly been somewhere around 1000-1200 ft/min and with the speedbrakes fully extended maybe somewhere between 1500-2000 ft/min. This is in the 738 with winglets. I did manage to get a little bit better descent profiles by putting in forcasted winds and use of TAI into the FMC but still this didn't fix my issue 100%.

 

Then the other day I suddenly came to think of one thing...I'm using a Saitek Throttle Quadrant and when I'm about to take off I spool up the engines by moving the throttle levers on my Saitek TQ to about 40% N2 before I hit TOGA. Then the throttle levers will remain in that position during the whole flight until I disconnect the A/T during final and manage the throttle manually again since I like to do all my landings without using autoland as long as the weather permits of course. Important to mention here is also that I have the PMDG option 'A/T Manual Override' set to 'In Hold/Arm Mode Only'.

 

What I found was that during the descent looking at the FMA the A/T is in ARM mode most of the time and since I leave the throttle levers at about 40% N2 after t/o this is of course the thrust that will be commanded by the position of the throttle levers during my descent when A/T is in ARM mode when a more apppropriate commanded thrust maybe would have been 35% N2 depening on at what altitude you are at, what wind you have etc.

 

Anyway since I noticed this I have now tried pulling the throttle levers on my Saitek TQ all the way back to idle after having reached my T/D and now my descent profiles are so much better and instead of having to use the speedbrakes trying to slow down maybe 8 out of 10 times now I instead use them maybe 1-2 times out of 10.

 

Don't ask me why I didn't think of this before and considering how many hours I have in the NGX I'm really embarresed but at the same time I'm more than happy I finally did think of this and that I'm now thanks to this discovery able to have much more realistic descent profiles and use of speedbrakes  :smile:

 

With this confession :wink: I wish you all fellow NGX drivers a great weekend and happy flying !!

Sure would be nice to have one of those fancy pants throttles with servos in them, wouldn't it?  :wink:

Sure would be nice to have one of those fancy pants throttles with servos in them, wouldn't it?  :wink:

LOL. On this point, I should mention that I think one of my favorite little features of the NGX is the ability to show where the throttles are set to on the engine monitor to avoid a sudden spike (or drop) in power when coming out of A/T.

LOL. On this point, I should mention that I think one of my favorite little features of the NGX is the ability to show where the throttles are set to on the engine monitor to avoid a sudden spike (or drop) in power when coming out of A/T.

 

Definitely.  I'm normally one who doesn't like to make very many realism concessions, but that's one I definitely use.

What I found was that during the descent looking at the FMA the A/T is in ARM mode most of the time and since I leave the throttle levers at about 40% N2 after t/o this is of course the thrust that will be commanded by the position of the throttle levers during my descent when A/T is in ARM mode

 

 

:mellow:

 

oh....i didnt know that :lol:

 

Your post is an explosion of info, for me atleast, as that 1 little sentance explains so much.

 

The burden of embarissment falls on me i thnink :blush:

Sure would be nice to have one of those fancy pants throttles with servos in them, wouldn't it?  :wink:

 

Sure would but I'm not sure my wallet thinks likewise :wink:

 

LOL. On this point, I should mention that I think one of my favorite little features of the NGX is the ability to show where the throttles are set to on the engine monitor to avoid a sudden spike (or drop) in power when coming out of A/T.

 

Yeah, I also have the option enabled to see where your physical throttles are set at but in this case that doesn't really help at least the way I understand how this works since when the A/T is in ARM mode the commanded thrust will be what your physical thrust levers are set at compared to FMC Speed mode.

 

:mellow:

 

oh....i didnt know that :lol:

 

Your post is an explosion of info, for me atleast, as that 1 little sentance explains so much.

 

The burden of embarissment falls on me i thnink :blush:

 

Glad if my discovery helped someone else and guess one should be happy how you keep learning/discovering new stuff even after hundreds of hours in the NGX.

You're not the only idiot...I say that with all the respect in the world....this coming from a fellow idiot, lol! Thanks for having the nerve to make this post, because you just solved one of the few things I didn't like about the PMDG. Yet another problem that ain't their fault, lol!

Wow...didn't know that either....switching to PMDG to set that! Schwweeeeet!

I found descending at 320/330knts in the NGX gives a fantastic descent rate. That's until FL100/10,000ft or any speed restrictions prior. I've only got around 200 hours in the NGX and only just working out its characteristics! It doesn't fly the best - not PMDG's fault, I hear that's how it is in the real world too 

I found descending at 320/330knts in the NGX gives a fantastic descent rate. That's until FL100/10,000ft or any speed restrictions prior. I've only got around 200 hours in the NGX and only just working out its characteristics! It doesn't fly the best - not PMDG's fault, I hear that's how it is in the real world too 

 

How do you ever get the thing slowed down to below 250 kts so you can descend below 10000 feet?

 

Michael Cubine

How do you ever get the thing slowed down to below 250 kts so you can descend below 10000 feet?

 

Drop the landing gear of course! Haha nah just joking! But seriously, just use VS and get her in no more than a -400fpm descent around 1/2K before the altitude you want to reduce at. Speedbrakes come in handy during that time too! I would say try use FLCH, however the 737 has a tendency to not want to pitch up to slow down if you're looking at dropping more than 100KIAS. In bad weather/turbulent air, I'll generally come back much sooner since the 737 likes to try fly the approach at 500knts LOL! Just work out its tendencies and you'll find out a pattern to slowing her down. Reducing speed was my biggest problem coming from the 767 > 737!

 

 

I have the PMDG option 'A/T Manual Override' set to 'In Hold/Arm Mode Only'

 

From my side I have to admit that I wasn't aware of my own settings even if I did not have such behaviour. I just checked it and found a "NEVER". However, I'm now wondering what setting would be the closest to reality (assuming that most of us likely are aware of their financial capabilities not allowing a servo driven throttle).

 

 

How do you ever get the thing slowed down to below 250 kts so you can descend below 10000 feet?

LVL CHG 250 at 11k works fine. Or just let VNAV do it. V/S works, too as was previously said.

 

 

 

the 737 likes to try fly the approach at 500knts LOL!

Uhh, what are you doing to that poor jet?

Gonna have to test this out.  I have CH throttles but it's probably the same thing.  I haven't quite figured out the TOGA thing with them.  I *try* to leave the realism settings to default , manually push them forward and hit TOGA, but about 1/5 times the A/T does disengages and I have to reengage it.  That's not a real problem...pretty used to it.  But, sometimes it seems that the manual throttle settings have something to do with the engine power even though A/T is engaged at altitude.  This is a problem you wouldn't have in a real B737 so I'm still scratching my head. 

Uhh, what are you doing to that poor jet?

 

 

Haha - just another way of saying it doesn't like to slow down easily