There is a quite nice update on the PMDG 773; they fixed a few items pretty well on the FBW systems. Quite late, almost 10 months after release, if I remember correctly. Anyhow, the airplane feels much better than the previous release, from what I noticed doing 5 touch-and-goes with engine outs and max demonstrated x-winds. 

WHOA - that’s great news!

FYI - It's just not the 773 thats been updated but across the 777 family. 

FMC

Update: Leg Type Handling Improvements

Update: RTE 2 Fixes from 737 implementation lessons learned

Fix: CON/CLB Does Not Cancel Derate

Fix: Numerous Waypoint Up/Down-selection Issues

Fix: Prevent Selecting Failures for Items Not Installed

Fix: Procedure Turn Handling

Fix: TO to CON/CLB Throttle Transition Accelerated

 

Some potentially nice fixes there. I wonder if the LNAV / turning behavior has improved? One of my main long term complaints with all PMDG aircraft.

1 hour ago, NovemberUniform said:

I wonder if the LNAV / turning behavior has improved? One of my main long term complaints with all PMDG aircraft.

Unfortunately, it still needs improvement. The IFly 737 remains the "KING" of LNAV logic. Surprisingly, even ASOBO Boeing airplanes perform much better in this area. 

 

Edited April 1Apr 1 by LRBS

Whilst I do enjoy flying the PMDG 737, that problem with smooth turns does bug me. The little "wobble" before it initiates a turn. The way it often turns too far onto final approach, and needs to correct the other way. I also think that the bank angle is too steep. I thought that this was supposed to be limited to 30 degrees? Or did I just dream that last one?

1 hour ago, Christopher Low said:

The way it often turns too far onto final approach, and needs to correct the other way.

Leaving the wobbly PMDG turn issue aside, I saw a comment from a 737 pilot here that in reality it's not unusual with larger intercept angles for the 737 to 'hunt' the localiser, and that you should use LNAV to turn onto final as it can calculate the turn much better. Engage approach mode once you've rolled out. Works a treat in the sim!

https://forum.pmdg.com/forum/main-forum/general-discussion-news-and-announcements/393220-31mar26-pmdg-777-for-msfs-2024-fleet-receives-significant-update

1 hour ago, flyingscampi said:

Leaving the wobbly PMDG turn issue aside, I saw a comment from a 737 pilot here that in reality it's not unusual with larger intercept angles for the 737 to 'hunt' the localiser, and that you should use LNAV to turn onto final as it can calculate the turn much better. Engage approach mode once you've rolled out. Works a treat in the sim!

Just a few comments on that. If they vector you to intercept 2 or 3 NM before the FAF and at a speed of 180 KTS or higher, it will overshoot and correct for it. The intercept angle is at 30 degrees, no less than 8 NM to the FAF, and between 170 - 180 KTS. That will do an excellent job without any "hunting". Regarding the LNAV, the statement is correct, except that you should not engage APP mode once you've rolled out. The issue is that it may parallel the localizer due to a few-degree difference between the LNAV track and the actual LOC. Some will let the LNAV initiate the turn for a smooth intercept and switch to APP mode when the LOC starts moving. Keep in mind that at that stage, we're in vectors unless we do a full STAR with a transition. It depends on the occasion. Personally, I don't see while on vectors for ILS/LOC  to do first an LNAV intercept course and then to switch to APP mode. Counterproductive and unnecessary overload. But again, there are countless SOPs out there; the sky's the limit.  

28 minutes ago, LRBS said:

Just a few comments on that. If they vector you to intercept 2 or 3 NM before the FAF and at a speed of 180 KTS or higher, it will overshoot and correct for it. The intercept angle is at 30 degrees, no less than 8 NM to the FAF, and between 170 - 180 KTS. That will do an excellent job without any "hunting". Regarding the LNAV, the statement is correct, except that you should not engage APP mode once you've rolled out. The issue is that it may parallel the localizer due to a few-degree difference between the LNAV track and the actual LOC. Some will let the LNAV initiate the turn for a smooth intercept and switch to APP mode when the LOC starts moving. Keep in mind that at that stage, we're in vectors unless we do a full STAR with a transition. It depends on the occasion. Personally, I don't see while on vectors for ILS/LOC  to do first an LNAV intercept course and then to switch to APP mode. Counterproductive and unnecessary overload. But again, there are countless SOPs out there; the sky's the limit.  

That's very educational, thanks!

I've flown over 50 flights with the PMDG 737-8 and 9. I cannot duplicate the wobble when intercepting the localizer. Are you coming in too fast or are you trying to intercept too far out. Not saying it doesn't happen, but I can't duplicate the wobble.

10 minutes ago, Bigmack said:

I've flown over 50 flights with the PMDG 737-8 and 9. I cannot duplicate the wobble when intercepting the localizer. Are you coming in too fast or are you trying to intercept too far out. Not saying it doesn't happen, but I can't duplicate the wobble.

The "wobble" is when it initiates any turn, not when intercepting the localiser.

4 hours ago, Christopher Low said:

The "wobble" is when it initiates any turn, not when intercepting the localiser.

I still haven't seen any wobble when initiate any turns, if anything I noticed that it turns too steep sometimes.

On 4/1/2026 at 2:54 AM, LRBS said:

There is a quite nice update on the PMDG 773; they fixed a few items pretty well on the FBW systems. Quite late, almost 10 months after release, if I remember correctly. Anyhow, the airplane feels much better than the previous release, from what I noticed doing 5 touch-and-goes with engine outs and max demonstrated x-winds. 

The weather was calm for my first flight in the updated 777F, but if my landing is anything to go by, then it felt a bit smoother and more predictable during flare and touchdown. I made one of my best ever landings in the 777 this morning at ENGM Oslo Gardermoen.

On a slightly negative note, I did notice one or two examples of what I call "nose bounce". My cruise altitude in the circuit was 6000 feet, and at one point it slightly increased to 6100 feet. The aircraft then adjusted to come back down to 6000 feet, but it did so with a series of "pitch down nose bounces", rather than smoothly. I have seen this bouncing behaviour in various PMDG aircraft over the years, and it always upsets me. It does not look realistic, particularly for such a large and heavy aircraft. It may just have been a one off glitch, but I am curious to know if you have seen that at any point?

48 minutes ago, Christopher Low said:

The weather was calm for my first flight in the updated 777F, but if my landing is anything to go by, then it felt a bit smoother and more predictable during flare and touchdown. I made one of my best ever landings in the 777 this morning at ENGM Oslo Gardermoen.

On a slightly negative note, I did notice one or two examples of what I call "nose bounce". My cruise altitude in the circuit was 6000 feet, and at one point it slightly increased to 6100 feet. The aircraft then adjusted to come back down to 6000 feet, but it did so with a series of "pitch down nose bounces", rather than smoothly. I have seen this bouncing behaviour in various PMDG aircraft over the years, and it always upsets me. It does not look realistic, particularly for such a large and heavy aircraft. It may just have been a one off glitch, but I am curious to know if you have seen that at any point?

 

Wednesday evening, I had a quick flight (LEMD - EDDB) in the updated PMDG B772ER. During the flight I experienced for the first time, the behavior you described above. I had never seen it prior to this update.