9 hours ago, martinboehme said:

But in the end, flying both aircraft feels pretty similar to me: Program the FMS and hit go.

That's been my take as well.  I typically hand-fly both to 10K feet or so and after that it's on to automated flight until we're on final, in both planes.  

8 hours ago, martinboehme said:

I realize emergencies work differently in the two aircraft, but when @ryanbatc writes "programming stuff to make it fly where you want", that doesn't sound to me as if it's referring to emergencies. That sounds as if it's about "the FMS bits", hence my question.

To me it just felt like a lot more MCDU entries compared to the boeing.  But maybe it's similar.

14 hours ago, ahsmatt7 said:

I’ll be doing a review similar to this in a few days. My review will be from the stand point of my opinions of the PMDG bird having logged a substantial amount of time in the real thing as a captain. 
 

This for whoever gives two poops about it lol

 

I was wondering if you and  @Stearmandriverwould try this very short scenario and share your thoughts.

 

KJFK TO KLGA @ 3,000 FT

 

KJFK 31L JFK5 KLGA RNVX 31

FUEL 10T

PAX 0

DISC closed between CRI and PACH

EFB performance data, OPTIMUM, 230/30 up to 5,000 FT, but due to the way ASOBO implements the wind, we actually get only 17 KTS x-wind on rwy and climb out up to about 900 FT where it starts to go up to 30, and during descend, below 1,000 FT it will die back to 17 KTS., OAT 15C, QNH STD, flaps 5, TO2 @ 61C.

ENGINE FAIL AT V1

What I noticed:

Some better control during taxi and takeoff roll, still needs more refinement IMHO.

Not being current in the aircraft, the yaw at V1 is all right, maybe a bit too much, having in view that the engines are pretty close to each other. I might be wrong, and your input will clear my assumption.

Also, the rudder inputs are twitchy, the elevator is a bit too sensitive, and the elevator trim is a bit slow.

During climb-out, before the left turn, I noticed the FD (LNAV integration with AP) was jumpy (left/right bounce).

After the turn inbound CRI while in AP mode (LNAV + VNAV), the a/c is being unstable with some unnecessary banks (in one case at 35 degrees) and pitch oscillations. After CRI, it stabilized, but the same problems with the FD (LNAV integration with AP) and jumpy (left/right bounce) persisted.

I expected the thrust to change automatically to CON, but it did not. Perhaps it's a software issue, and you'll need to set it up manually?

I was watching the VSD and noticed that the swath operation was incorrect during the turns. It showed information for the waypoints outside the swath.

During the approach, the LNAV and VNAV were unstable on the path (up-and-down jumps), with no smooth computations.

The same issues we witnessed with the MSFS2020 are here. 

Thanks.

13 minutes ago, LRBS said:

in one case at 35 degrees

Did you get a 'bank angle' warning? I've had this on a couple of LOC captures, swinging left to right... I use RealTurb and sim turb set to low, so I'm going to try the next flight without RealTurb.

Another issue I had with the FS2024 build of the 737-800 is despite being a tiny bit above MTOW even with the engines at idle it just naturally starts moving on its own and you have to constantly apply the brakes during taxi.  Maybe this is how the real thing really is but I have never experienced it in any previous 737-800 model especially at max gross weight.  Yeah sure if its much lighter but not at those heavier weights.  

Also maybe its just me but I found the EFB almost worthless and it was not doing what I wanted it to do.  Luckily the old way of using the FMC seems to work fine.  

34 minutes ago, flyingscampi said:

Did you get a 'bank angle' warning? I've had this on a couple of LOC captures, swinging left to right... I use RealTurb and sim turb set to low, so I'm going to try the next flight without RealTurb.

Only once. I reinstalled 3 times and checked with the other two people, but none of us are current on the airplane; we have no current QRH. For me, it's very interesting how this product works compared to what I've been seeing when I jumpseat.  

19 hours ago, Konterhalbe said:

Just wanted to share my first impressions of the PMDG 737-800 

even though PMDG is undoubtedly the worst company in terms of customer treatment

Good:

• Customer Support is top class. I've had a couple bug reports and inquiries and I've received all replies with short notice (and this around the christmas/new year days!)

 

 

So which is it?

I always get a chuckle out of these, like PMDG has personally slighted every single person who complains about RSR's long forums posts.  Yeah, he talks PMDG up like it's the cat's pajamas, but that doesn't hurt my feelings lol.  

If you ever have a problem with a PMDG product, and submit a ticket, they answer in like 4 hours.  Every time.  

I haven't bought the 747 for 2024 yet.  I'm waiting for the -700, and I'm having too much fun with the A340 to worry about it all.  I'm sure it's a pretty great plane to fly, not nearly as groundbreaking as they used to be, and that's that.  I have the 777-300ER installed and haven't touched it, again because of the A340.

2 hours ago, flyingscampi said:

That will explain it.

You can still get GSX to animate the boarding of PAX and baggage (not fuel), but you have to set the payload manually via FMC or tablet.

It's a shame because the FSL A321 adds immersion with its tight GSX integration.

They claimed because they have too many issues with it, and that console users can't use GSX, so what's the point.

Edited January 2Jan 2 by Tuskin38

22 minutes ago, longhaul747 said:

 

Also maybe its just me but I found the EFB almost worthless and it was not doing what I wanted it to do.  Luckily the old way of using the FMC seems to work fine.  

Critical information such as TORA, TODA, ASDA, and intersection departure computations should be included. Also, I noticed that when you enter your own WX in the EFB, it does not import your customized conditions. 

33 minutes ago, longhaul747 said:

Another issue I had with the FS2024 build of the 737-800 is despite being a tiny bit above MTOW even with the engines at idle it just naturally starts moving on its own and you have to constantly apply the brakes during taxi.  Maybe this is how the real thing really is but I have never experienced it in any previous 737-800 model especially at max gross weight.  Yeah sure if its much lighter but not at those heavier weights.  

Also maybe its just me but I found the EFB almost worthless and it was not doing what I wanted it to do.  Luckily the old way of using the FMC seems to work fine.  

Thank you for reporting this. I would be very interested to know which airport you were at when you started the flight. More information will be forthcoming when I receive your answer.

2 minutes ago, Christopher Low said:

Thank you for reporting this. I would be very interested to know which airport you were at when you started the flight. More information will be forthcoming when I receive your answer.

I was taking off out of SEA heading for CUN.  A 2400nm plus or minus flight.  I was fully loaded with sun seekers plus winter jackets and such.  Fuel load was in the neighborhood of 37000 lbs of fuel.  I was over gross weight by about 500 lbs but that would slip below MTOW during taxi and the takeoff run.  Temperature at SEA at the time was a cold 2C which is good for power.  Takeoff run was a little long but otherwise normal.    

Even at those weights as soon as I released the brakes it started moving well on its own and I had to hit the brakes every 3 or 4 seconds just so I don't start taxiing to fast.  Some planes are like this and might be realistic.  I am obviously not a real pilot so I have no idea how the 738 is but from real life experiences on flights to from SEA to JFK in a 738 with an almost full load of passengers it took a fair amount of thrust to get moving and occasionally they had to hit a bit more thrust to keep it going.  This thing feels like the idle thrust is set a bit high.  Again maybe this is realistic but I never noticed it in real life and other 737 models I have owned in the past.  Sure at very light weights but not on a fully loaded plane.        

3 hours ago, Tuskin38 said:

on the tablet? Does it also set it in the aircraft?

  

 

It does I did some testing. Setting via the FMC doesn't give correct passenger and cargo set from Simbrief even though you ask for it to be set from Simbrief. If you do it through the EFB all weights are correct.

9 minutes ago, longhaul747 said:

I was taking off out of SEA heading for CUN.  A 2400nm plus or minus flight.  I was fully loaded with sun seekers plus winter jackets and such.  Fuel load was in the neighborhood of 37000 lbs of fuel.  I was over gross weight by about 500 lbs but that would slip below MTOW during taxi and the takeoff run.  Temperature at SEA at the time was a cold 2C which is good for power.  Takeoff run was a little long but otherwise normal.    

Even at those weights as soon as I released the brakes it started moving well on its own and I had to hit the brakes every 3 or 4 seconds just so I don't start taxiing to fast.  Some planes are like this and might be realistic.  I am obviously not a real pilot so I have no idea how the 738 is but from real life experiences on flights to from SEA to JFK in a 738 with an almost full load of passengers it took a fair amount of thrust to get moving and occasionally they had to hit a bit more thrust to keep it going.  This thing feels like the idle thrust is set a bit high.  Again maybe this is realistic but I never noticed it in real life and other 737 models I have owned in the past.  Sure at very light weights but not on a fully loaded plane.        

Based off on the weights and flight you flew, that’s not realistic. You would need about 40-45% N1 to get moving. You would also need to hold power for about 20 seconds or so to get a descent taxi speed. 

4 hours ago, Pilot53 said:

Not through the tablet which is what i was referring to 

3 hours ago, Tuskin38 said:

on the tablet? Does it also set it in the aircraft?

 

Absolutely you can!  It's the standard workflow method when operating a Simbrief OFP.  Fuel and all payload is set in the EFB.    It's on the tablet under the Weights & Balance tab.

22 minutes ago, longhaul747 said:

I was taking off out of SEA heading for CUN.  A 2400nm plus or minus flight.  I was fully loaded with sun seekers plus winter jackets and such.  Fuel load was in the neighborhood of 37000 lbs of fuel.  I was over gross weight by about 500 lbs but that would slip below MTOW during taxi and the takeoff run.  Temperature at SEA at the time was a cold 2C which is good for power.  Takeoff run was a little long but otherwise normal.    

Even at those weights as soon as I released the brakes it started moving well on its own and I had to hit the brakes every 3 or 4 seconds just so I don't start taxiing to fast.  Some planes are like this and might be realistic.  I am obviously not a real pilot so I have no idea how the 738 is but from real life experiences on flights to from SEA to JFK in a 738 with an almost full load of passengers it took a fair amount of thrust to get moving and occasionally they had to hit a bit more thrust to keep it going.  This thing feels like the idle thrust is set a bit high.  Again maybe this is realistic but I never noticed it in real life and other 737 models I have owned in the past.  Sure at very light weights but not on a fully loaded plane.        

Was there snow on the ground at Seattle? The reason that I ask is because I have noticed exactly the same effect with the new PMDG 737-800 at two airports so far (EFIV Ivalo and BGGH Nuuk International). Both of these had snow on the ground, and the temperature was presumably very low. However, this has not happened anywhere else, and all of those other airports have not had snow on the ground.

I have reported this to PMDG on their forum, but I am not sure just how seriously Mathijs took my message. There is no way that the 737-800 should be moving at MTOW with idle power. It has never done this before, and does not normally move at idle for me with ZERO payload and two thirds fuel.

Based on my theory that this was happening because of very cold weather, I tested the aircraft at EFIV Ivalo in every month of the year. It started moving at idle power when parked in the months of November to April inclusive. However, it did not move in the months of May to October inclusive.

Does that make any sense to anyone?

Edited January 2Jan 2 by Christopher Low