Has anyone succesfully married the PMDG NG 2D panel to the Open Sky model, OR is it possible to use the OS air file in the PMDG model?thanks,EricPS-No flaming!

I guess I have to ask why. I am no expert but the PMDG model is great. I am not bashing but just merely asking why.

Okay, well here goes my best explanation. I love the PMDG model and everything else, except this: When hand flying the aircraft (especially when in the approach/landing configuration) and I bank the aircraft left or right, the aircraft seems to be fairly stable, but then at a certain point it has a feel of tending to roll over a little too hard to the left/right. Keep in mind Im not exceeding the max bank angle either. Ive been flying this package for almost two years, and probably over 125 hours or so just to give an idea of flying time. Just for kicks I downloaded a Project OS NG since they just came out with one, and it felt a little heavier thru-out the entire turn/bank without feeling like it was on rails until a certain point.Understand?

I have never flown a transport category or jet at all, but do fly a C172 where there is "overbanking" tendancy beyond about 30-40 degrees. Some of this is associated with P-Factor, which of course a B73NG does not have (unless the fans create a similar effect). However, that's why the private pilot test includes demonstration of 45 degree bank angles, as the over-banking tendancy has to be managed carefully to avoid getting into a potentially dangerous situation. My recollection in some of these high bank angled turns is having the yoke considerably moved in the opposite direction to the bank angle to mantain a 45 degree bank, and to stop the bank angle from increasing.As I say, I'm not sure if theer's any translation between a jet and a Cessna :). But sometimes what we see as flight model issues are actually aircraft accurately modelled.Bruce.

>I guess I have to ask why. I am no expert but the PMDG model>is great. I am not bashing but just merely asking why. >>Wingflex, no-eyebrow model, push back truck.Though I agree the PMDG model is quite nice, the Posky 737ng also has its strong points. I did a quick merger a few weeks ago but I couldn't work out the position of the lights (PMDG uses quite different coordinates in both contact and light points than other aircraft models)

Hi all, I currently fly the 738 in the real world I have about 1400 hours on it. I too have the PMDG 738 and to be honest its too easy to fly, landing the real thing is very different, much much harder. In FS its very true to the real world up to about 100 ft after that its a different animal. The FS version is too stable, in the real world you have to react quick if the speed drops off, you have to give it a good flare otherwise you'll plant it on the runway.Just my 2 cents.UKP

Thanks for the explanation, as I said I was not judging just asking the question. I wonder if the problems or the feel not being right flying of aircraft in FS are merely the limitations of flying a $50 flight simulator. Thanks for the answers

Having thought some more on the subject, I think FS does an incredible job on simulating the real world environment, the visual world and weather engine (ASV6) is far better than any level D flight simulator I use for my 6 months LPC/OPC checks. Going back to the landing comment I made earlier i think the problem lies partly with the aircraft itself but mainly the outside environment. For example, landing on 26L at Gatwick can be interesting even on a calm day as the turbulence created by the hangars on the left (DAS Air Cargo) even with a 5-10 kt southerly wind can prove very testing. Ground effect is another problem that FS has difficulty re-creating, which again in the real world can prove tricky sometimes.As for the aircraft, the power/pitch moment on the 737 is very marked, if you pull the power off the nose will pitch down much quicker than it does in FS a vice versa if you apply a lot of power. The technique i use for landing the 737 in the real world on a generally calm day (wind between 5-10 knts) is at 30 ft a slight check back to arrest the descent rate, close the thrust levers and of course as you do this the nose wants to drop so you have to check back again usually somewhere between 10-15ft and you should get a good landing.CheersUKP