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Those real world pilots probably don't fully understand or don't trust VNAV PTH descent.The only thing discomforting about the speed brake is when a pilot doesn't use it when he should be using it. Floyd

I agree, that theres no distinction between stall warning and stall, therefore I asumeing that the stall activation in FS2004 is a full stall.I would like to see PMDG 737 stall closer to the top of the red dashed minimum speed bar in all configurations. I don't think it's realistic to add a few knots to takeoff performance just to avoid a stall. I noticed even with a normal two engine takeoff the the -700 stalls just slightly below V2 too. Not realistic. A normal two engine takeoff has never been a problem because it accelcerates easily to V2 + 15. Its only the single engine climbs where the airplane is very slow to accelerate past V2 that we can see this problem happening. PMDG, the stall activation should occure at the top of the red dashed minimum speed bar in all models and configuratins.Floyd

I like this airplane and think its a great product.With that said I think there is a problem with the stalling speeds.The airplane is stalling just 2 knots below V2. This causes the AFDS to exit TO/GA mode and revert to MCP SPD and V2 in the MCP window gets 20 knots added to it. I used this setup. -700, KSNA RWY 19R, Temp 59C, TOGWT of 125,000 pounds, Takeoff N1 at TO 93.8%, Trim 5:50, Flaps 5, V1 =119 VR= 122 V2 = 131In this case V2 was 131 knots and the airplane stalled at 129 knots when it should have stalled at 116 knots instead of 129 knots.The stall indication should be activating at the top of the dashed red minimum speed bar on the airspeed display on the PFD which was 116 knots. Thats what its for.I also tested the -800 and found it stalled 10 knots below V2. Thats better than the -700 but still not right.V2 was 145 knots and the airplane stalled at 135 knots. In this case the airplane should have stalled at 120 knots as displayed by the top of the red dashed minimum speed bar on the PFD.Is this acceptable?Floyd

I did some more V1 cuts with the -800 and -900 and they performed without any problems.It's only the -700 thats loosing TO/GA Mode and stalling after liftoff during a V1 cut.Can anybody else confirm this too?Floyd

Hang on. I just tried some V1 cuts on my computer and the same thing is happening to me. The airspeed won't accelerate much above V2 and the airplane stalls and crashes to the runway. TO/GA disengages amd goes to MCP SPD for pitch.I haven't done any V1 Cuts for a while but last time I was doing them it worked fine with plenty of thrust to climb out at V2 + 15. I used a -700, ZFWT of 105,000 pounds and 20,000 pounds of fuel for a total airplane weight of 125,000 pounds, Takeoff thrust at TO, flaps 5.Can anybody else confirm this?Floyd

No, it's not normal for TO/GA to disengage during a engine failure after V1. Was there a time it was working normally? I had this same problem at one time a while back but I can't remember how I fixed it. I believe that I had forgotten to install one of the updates. Maybe you should contact PMDG or try an uninstall and reinstall.Floyd

Are you using the PMDG Load utility before you run MSFS? What zero fuel weight are you using?It sounds like the airplane is too heavy for your Takeoff V speeds.Floyd

I saw this problem before a while back.Are you getting a STALL warnig after you rotate?Are you using FS2002?Floyd

"Approaching Minimums" is a common callout at 100 feet above MDA(H) or DA(H) when IFR.Floyd

Weight Limmitations from an Operations Manual(These might vary slightly with different airlines operations)Max Taxi Weight is 155,000 pounds.Max Takeoff Weight(MTOW) is 154,500 pounds.Max Landing weight is 129,200 pounds.Max Zero Fuel Weight is 120,500 pounds.Floyd

Is that a -700,-800 or -900 MTOW?Also, was the correct OAT set in your simulation that you were using for the takeoff chart?Anyway, I'll try it tonight. I thought I saw a post a while back about the -800/-900 on this same subject.Floyd

The PMDG 737NG's are the best in the market! Great addon.I think Paul is right here, takeoff acceleration needs tweaking. All models seem a little slow to accelerate to V1. Takeoff performance is not matching published takeoff chart performance. Floyd

Yes, VNAV can be tricky.Floyd

Whats your takeoff thrust set at? Is the STAB TRIM set properly?Are the flaps set properly?Floyd

Was the VNAV light extingushed after leveling at 8000 feet?If it was did you try pushing the VNAV button again after setting 5000 feet in the MCP Altitude window?Floyd

The white speed bug you are refering to is called the "VREF+15 Bug" and is displayed after selection of VREF. It's automaticlly set 15 knots above VREF. On a single engine go-around VREF+15 is approximately equal to V2 for flaps 1.On a engine failure on final approach VREF+15 is equal to at least VREF for flaps 15.Set the magenta command speed bug (MCP airspeed window) to VREF + wind correction always.Floyd

Its not strange,A real 737-700 with 3.0 degree glide path and Vref + 5 will with a typical landing weight =For Flaps 30 = 3.7 degree airplane body attitudeFor Flaps 40 = 2.0 degree airplane body attitudeYou will notice the more flaps, the more the airplane body attitude is reduced. Add 2.0 to 5.0 degree's to the numbers above and you'll get the airplane body attitude at touchdown.By the way, flaps 40 is used on CATII/IIIA approaches to improve the runway sight picture during landing.The airplane body attitude at touchdown is affected by pilot technique. Holding the airplane off the runway (floating) will increase airplane body attitude at touchdown. Its possible to see 10.0 to 12.0 degree airplane body attitudes at touchdown but any more than that your risking a tail. Floyd

Are you refering to MSFS's ATC?If you are then just request a lower altitude before TOD.Floyd

Don't really understand what you are looking for here. If ATC is telling you to fly a heading then your on radar vectors. Why do you need to calculate the heading after a "certain" waypoint? Now, if radar vector's end and ATC clears you to fly using your own navigation then just slecet the waypoint on line 1L of the FMC, line select 1L again, push EXEC, engage LNAV, and now you have a course direct to your waypoint. To fly "present heading", just align the Heading Bug with the Heading Pointer ( the tri-angle on the outside of the compose rose) to fly the current heading. Yes, airlines have the option to use HDG or TRK on ND's. I think you'll mostly see TRK used though.Floyd

First, all Aborted takeoffs and landing distances are arrived at without considering the use of Reverse Thrust. Only Braking and Speed Brakes are considered.Reverse Thrust is most effective at high speeds and should be canceled as appropriate at lower speeds , 60 knots, to avoid FOD ingestion. Also use a lot of Reverse Thrust at first, don't just crack them open to idle reverse. Boeing recommends the use of Autobrakes if installed, otherwise use common sense, if its a long runway and plenty of distance to the taxi exit stay off the brakes until about 80 to 100 knots to reduce brake wear and heat build. Brakes will last much longer and your airline and mechanics will like it too.MSFS's braking simulation could stand some realism tweaking though.Floyd

>I know I've seen this written somewhere but am having no luck>finding it at the moment. When you're setting up the cockpit>pretakeoff, do you set the MCP speed bug to V2 or V2+15.>>My tendency is to set V2 since that's what we do on the>Challenger but I have this nagging voice in the back of my>head that says the 73 is supposed to be set for V2+15. If>that nagging voice is correct, then that raises a second>question: What's the correct airspeed for second segment>climb after an engine failure?>>Thanks,>czcz,Always set the MCP Speed window to V2. AFDS (Autopilot Flight Director System) in TO/GA for takeoff the flight director commands V2 + 20 as target until another pitch mode is selected.There is a White V2 + 15 airspeed bug displayed for takeoff. At V2 + 15 a maximum bank angle of 30 degrees is permitted with takoff flaps. Limit bank angle to 15 degrees until reaching V2+15.After an engine failure the AFDS commands a minimum of V2, or the existing speed up to a maximum of V2 + 20.Floyd

Maybe VNAV would not engage at FL390 because:You may have leveled off at FL390 past the TOD point. This can happen when you have an intermediate level off on short flights and fail to get to your planned cruise altitude before the TOD. If this is the problem, insert a lower cruise altitude in the FMC.Or, you may not have had a lower altitude specified on the LEGS page for the FMC to calculate a VNAV PTH descent.Or, maybe LNAV was not engaged.Floyd

>Hi All,>>Well, it seemed my other question in relation to SquawkBox>didn't reveal any answers for me, however I have just had this>problem and need to get to sleep, so I thought asking you all>might be a bit quicker and less effort than looking through>the manuals (if it even is in there).>>On my flight yesterday I had a problem in that when I'd taken>off I switched to LNAV at 400ft, however I received a radar>vector and had to maintain altituded thereafter. When I was>finally able to engage VNAV at much greater than 3000ft AGL>(therefore off both lateral and vertical track), it would not>engage, stating 'Unable cruise alt', although I got there>easily when I had to regretfully use VSpeed instead.Possibly this could be caused from leveling off too long and the current Cruise Altitude in the FMC was now to high. Next time request a low cruise altitude and insert it in the FMC and try VNAV again. Or If the airplane is between the FMC target altitude on the RTE LEGS page for the active waypoint and the manually entered MCP target altitude, VNAV will not engage. To enable VNAV, adjust the FMC or MCP target altitude as appropriate. Floyd I believe>it may have something to do with the estimated fuel at arrival>being 0.0, although I did have plenty when I arrived (in a>previous post I recall someone saying this was not all>together uncommon in the NG series in the realworld also).This is totaly not true. You would not takeoff if the progress page was giving you a arrival fuel of 0.0 and your destination in real world. Floyd I>was unable to find any other problem, and N1 went into CRZ>when we reached the FL390 cruise.>>Thankyou for any help :D,>Geoffrey Balean>Canberra, AU (YSCB)>>http://www.hifisim.com/images/as2004proudsupporter.jpg>http://www.vozvirtual.org/images/pmdgforumsignature.png>>"Today is the tomorrow you worried about yesterday. All is>well!">>Pentium 4 2.4GHZ, P4G8X Deluxe with Broadcom NetXtreme Gigabit>Ethernet, 512MB RAM, LG Flatron L1710S 17" LCD, GeForce MX440>Millenium Silver, Creative Soundblaster Audigy, Logitech>Speakers, CH Yoke & Rudder, Quantum Fireballp AS30.0 ->Basically nothing crash hot :)>>MSFS 2004 acof, PMDG 737 6/7/8/900, Activesky 2004, Flight One>Cessna 152, SquawkBox 2.3 w/ guage, ServInfo 2.2, FS>AutoStart, FS Real Time, FSUIPC 3.212 (unreg.:()

>POL136/16 would be my answer.>Hope it works (it should do)>>However I have another problem. I can't create Along Track>waypoints, like POL/5. FMC just says "invalid entry" =/>>Comments gents?>>Make sure you line select the waypoint you want to create a Along Track Waypoint from and bring it down to the scratch pad, POL, then add /5, and now you have POL/5, line select the reference waypoint again, exec, and you should get a new waypoint.Floyd

>Hi,>>You have to insert either a + or a - before the distance, ex>POL/+5. + signifies beyond the waypoint while a