zubart

On a 737NG, the trailing edge flaps drive unit is powered by the B hydraulic system in normal mode. If you loose the B system, then the trailing edge flap drive unit is powered by an elctric motor when the Alternate Flap mode is selected on the overhead panel.Bur your right, with the engines shut down, and B hydraulic pumps on, you would be able to cylce the trailing edge flaps and the leading edge flaps with hydrualic power.John Floyd

>I have a slight problem with my FS9 pmdg 737s>>Every time I prepare for take off, engage A/T, A/P,F/D etc. I>accelerate until V1, and just before VR, there is a "engine>fail" comment and my both engines stall with no possibility to>turn them on again(even after pressing ctrl+E). I have to>close the current session and restart it, then it doesn't>occur anymore. I started both with cold&dark profile, with>already engines running on the active runway, with FMC>programmed, with none FMC etc. I tried different>configurations and nothing works. It is on all my 737 models>(-6..-7..-8..-9..). I have no programmed failures 'on', enough>fuel, do everything (I assume) I should. It is always the>first run.>Any advice please?:-hmmmI remember this was a know problem too years ago. Sounds like to me that one of the required update files is not installed.737NG Base Product V1.2737NG V1.2 to V1.3 update Good luck!John F.

Not sure I know what you mean by a soft Autopilot disconnect. There's no such term that I know of in real world NG flying. The NG autopilot will disconnect compleately when any one of the autopilot disengagement criteria are met, and that list is long.John F.

>I've been noticing that on the 737's system annunciator panel>I've been receiving an air conditioning warning during the>final approach phase. I'm unsure as to why or how correct it.>Or is this normal?>>Everything was set before take-off and all warnings were>cleared. It usually occurs shortly after capturing the ILS.>>Hope someone can supply an answer.>>Thanks,>>Jim D.>>a.k.a. ilovetoflyIt's normal just like the real airplane will do. If you don't like seeing the air cond light on RECALL, just dial in the current altitude in the flight altitude indicator and the air conditioning light will go out along with the off schedule descent light.John F.

Yes, the 737NG's permit LNAV engagement before takeoff, but no VNAV engagement. This is accurate behaver to the a real 737NG.Yes, the 747-400 is a different type. It's autoflight systems and procedures maybe different. No, with LNAV engaged on the ground prior to TO/GA push, and after lift off, the FD lateral command bar will begin giving LNAV course tracking commands to follow the LNAV course. It does not require an autopilot engagement.Good luck,Floyd

LNAV can not be ARMED. It's either engaged or it's not.A green mode color on the FMA means the mode is ENGAGED. A white mode color means the mode is ARMED. You will NEVER see a white mode color for LNAV on the FMA.LNAV can be engaged on the ground before takeoff if these LNAV engagement criteria are met. The PMDG 737 simulates this fairly accurately:-origin runway in flight plan-active route entered in FMC-track of first leg within 5 degrees of runway heading-LNAV guidance becomes active at 50 feet AGLGood luck,Floyd

Mats technically right. You can not engage the autopilot on the ground for takeoff. AFDS (autopilot flight director system)status is FD mode. LNAV is just a mode associated with the AFDS as a whole. I wouldn't call it an autopilot mode. It is also a FD mode.Also, LNAV is not ARMED in this case, it is already ENGAGED as seen by the green LNAV on the FMA because LNAV engagement criteria on the ground has been satisfied.Good luck,Floyd

Sounds like you making this harder than it really is.You don't have to "hand fly it". I'm assuming you mean with the autopilot off.Leave the autopilot engaged. When it's time to make the procedure turn, push HDG SEL on the MCP. Rotate the HDG knob to the PT outbound heading. After 45 seconds, rotate the HDG knob in the appropriate direction 180 degrees to the PT inbound heading. Push an appropriate new lateral mode, APP, Lnav, or VOR LOC and intercept the final approach course.Good luck,Floyd

The engine driven HYD pumps should always be left in the ON positon during a final shutdown. Floyd

Single CH is displayed before CMD during a Dual channel autoland ILS. Single CH means that only one autopilot is engaged. It has nothing to do with 2 axis. The second autopilot will engage at about 1500 feet AGL after the ILS self test (flashing) on the PFD. Single CH will then change to CMD and FLARE will arm. The second autopilot must be engaged before 800 feet AGL. Refer to the FMA on the PFD to see what AFDS modes are active and armed. Referring to the MCP for active and armed modes can be deceptive.Floyd

I believe all -800's have 26K engines only. It's possible they may have a takeoff BUMP thrust.Floyd

Most 737NG's can burn all the fuel out of the center tank now. It's been this way for a couple of years now.One of the Procedure's to burn all fuel from center tank in some airplanes:-When Center Fuel Tank Quantity reaches 2000 lbs -Crossfeed Valve - Open-One Center Fuel tank Fuel pump switch - Off-When Center tank fuel quantity reads 0-Other center fuel tank switch - Off-Crossfeed Valve - CloseGood luck,Floyd

Yes.Floyd

This might help you to avoid the dreaded VNAV DISCONNECT FMC message during a VNAV PTH descent.A VNAV PTH descent is more economical and preferred. Its anidle thrust descent. The airplane will pitch to remain on the VNAV PTH. FMC target speed is just for planning. During the actual descent, the airspeed may go above or below target speed but the AFDS will always pitch to stay on the VNAV PTH. In a prefect world, the airplane would descend at FMC target speed but unfortunately there are some outside factors that prevent this. Wind speed and direction has a greatest effect on the airplane during a descent. Insert known wind speed and direction into the FMC DESCENT FORECAST page to help the FMC predict a good descent path before the TOD point. An unforecasted headwind will cause the airplane to pitch up to stay on the VNAV PTH and therefore airspeed will go below FMC target airspeed. unforecasted tailwinds will cause the airplane to pitch down to stay on the VNAV PTH and therefore increase airspeed above the FMC target airspeed. In the first case the pilot should add thrust manually to at least get the airspeed back to the FMC target speed. If the pilot does nothing, the FMC will eventually add thrust when the indicated airspeed falls at least 10 knots or more below FMC target speed. In the second case, the pilot should use the SPEED BRAKE to reduce the indicated airspeed back to the FMC target speed. If the airplane's airspeed approaches MMO/VMO, VNAV will disconnect. Above 10,000 feet VNAV PTH descents are easy. VNAV PTH descents below 10,000 feet can be more difficult. This is because of the 250 knot FAR speed restriction. In a VNAV PTH descent,the FMC will only allow the airspeed to 10 knots above this before VNAV disconnects.This is the reason the FMC default descent airspeed is 240 knots, to provide a buffer area. If your using VNAV PTH descents below 10,000 feet, keep the airspeed under control by using SPEED BRAKES, FLAPS and landing gear for drag when appropriate.On the PTH DESCENT page, keep an eye on the speed restriction block (SPD REST). It will eventually change from 240/10000 to a FLAPS/airspeed restriction. At this point you defiantly need to be putting flaps out as it suggest.A VNAV SPD descent is more flexible. The airplane may have level off periods between waypoints but it still obeys waypoint altitude and airspeed constraints. It also pitches to maintain the FMC target speed all the time. Its up to the pilot to stay on the VNAV PTH by adding thrust to deduce descent rate or using the speed brake to increase the rate of descent back to the PTH.Good luck,Floyd

Takeoff is a flight director only function of the TO/GA mode. V2 is the Command Speed set in the MCP speed window for takeoff. It is also the magenta airspeed cursor on the airspeed indicator. The MCP speed is already in speed mode in TO/GA mode. At lift-off, the FD pitch commands MCP speed to V2+20.Good luck,Floyd

Question 1During a manual approach and landing, Boeing will preach that if the Autopilot is disengaged, then the autothrottle should be disengaged to avoid "confusion"??? Anyway, unless driven by their company's auto throttle SOP, in real practice, the majority of pilots will disengage the auto-throttle somewhere between 1000 feet and touchdown. During a manual landing, there is nothing published by Boeing to prohibit a touchdown with the auto-throttle engaged.Question 2The FPV displays Flight Path Angle relative to the horizon line and drift angle relative to the center of the pitch scale on the attitude display. This indication uses inertial and barometric altitude inputs. The vertical flight path angle displayed by the FPV should be considered unreliable with unreliable primary altitude displays. The FPV can be used by the pilot in several ways:- as a reference for establishing and maintaining level flight when the F/D is not in use or not available. When maneuvering the airplane,adjust pitch to place the FPV on the horizon. This results in zero vertical velocity.- as a cross check of the vertical flight path angle when established in a climb, descent or on a visual final approach segment. When on final approach, the FPV does not indicate airplane glide path relative to the runway. ILS glide slope, VASI/PAPI or other means must be used for a proper glide path indication.- in climbs or descents, radar tilt can be adjusted to an appropriate elevation based on the displayed FPV. Radar tilt, like the FPV, is reference to the horizon. Example: adjust the radar tilt to the same relative angle to the horizon as the FPV during climb results in the radar beam centered on the existing flight path.- as a qualitative indication of the airplanes lateral drift direction if the map is not available. The FPV moves left or right of the pitch scale to indicate the relative position of the ground track to the present heading. the amount of drift cannot be determined from this display unless the airplane is equipped with heading marks on the horizon line. Example: FPV displaced to the left indicates wind component from the right and corresponding drift to the left.- as a reference be the pilot in maintaining proper pitch control with unreliable airspeed indications. Adjust pitch to establish desired flight path by placing the FPV just above , below or on the horizon.Good luck,Floyd

>As I live and mostly fly in Norway, I don't have any use of>that link.. :( >>But thanks anyway.>>>>After you preflight the FMC, the CRZ page will offer a>>optimum and maximum altitude for the flight. Choose the>>optimum altitude. Be sure you insert any speed or altitude>>constraints on the Legs page so the FMC can take these under>>consideration when computing a CRZ altitude. In the real>>world, ATC may assign a CRZ altitude considerably lower than>>optimum because of other traffic considerations.>>>>Good luck,>>>>>>Floyd>>>>>As I mentioned in the first post, the optimum altitude in the>FMC tends to take me to way too high altitudes. And second, I>need to know the cruise level before I start FS, since I'm>using Radar Contact.>>>-J

After you preflight the FMC, the CRZ page will offer a optimum and maximum altitude for the flight. Choose the optimum altitude. Be sure you insert any speed or altitude constraints on the Legs page so the FMC can take these under consideration when computing a CRZ altitude. In the real world, ATC may assign a CRZ altitude considerably lower than optimum because of other traffic considerations.Good luck,Floyd

As stated before, passing through 15,000 feet, the FMC N1 transistions into CLIMB thrust only. It is normal to see 100% N1 after 15,000 feet, just like the real 737NG. Floyd

Some of these things may help......-Check the LEGs page for incorrect waypoints and accuracy.-Winds aloft? What is the headwind component?-Use a Cost index of 20. This close to LRC.-Cruise Altitude within 2000' of optimum altitude. Start at 2000 feet above optimum and cruise until the airplane is about 2000 feet below optimum, then climb again no more than 2000 feet above optimum.Good luck.Floyd

LNAV engagement criteria in flight:- Active route entered in FMC- Within 3 NM of active route, LNAV engagement occurs with any airplane heading- OUTSIDE 3 NM, AIRPLANE MUST BE ON INTERCEPT COURSE OF 90 DEGREES OR LESS AND MUST INTERCEPT THE ACTIVE ROUTE SEGMENT BEFORE ACTIVE WAYPOINT.Good Luck,Floyd

First of all, during a RNAV approach set the MCP altitude window to 600 feet if you minimums are 510 feet just before crossing the FAF. During descent when the airplanes altitude is about 1000 feet above minimums, reset the MCP altitude window to the MAP Altitude. You will problaly be able to get VNAV re-engaged after TO/GA is pushed but it will probably disengage again when the airplane reaches the MAP altitude and may never reengage again.It's normal for the autopilot to disengage during when TO/GA is pushed...no single pilot go-arounds in this airplane, only FD go-arounds.Good luck.Floyd

The PMDG 737NG is the best out there, but your right about this issue, VNAV may not be available during or after executing a Missed Approach Procedure at the destination. You may also notice that the FMC CRZ page MAY no longer be available to divert to a alternate either. The PMDG FMC seems to only allowed one flight to the destination and that's all. A real FMC just doesn't behave this way. Hopefully in the next PMDG 737NG offering, PMDG will correct this and I'm sure they will. I don't have the PMDG 747 so I don't know if that FMC and VNAV does the same thing or not. Good luck.Floyd

Yes, you should enter any speed and altitude constraints from any charts into the FMC during preflight to predict an accurate TOD point.Floyd

Tyler,Question 1) A real 737-700 today uses a special FMC feature to automatically "cutback" thrust during a KSNA 19R takeoff. The feature can also "Bump" the thrust from 24K to 26K when required on heavier aircraft. This feature is found on the Takeoff Reff page 2 but is not modeled in the PMDG FMC. Older 737 may have to do a manual cutback, I'm not sure. The cutback trust setting is less than a CLB2 thrust setting to accomplish a very quiet climb out over those rich neighborhoods south of KSNA airport. Also, A -700 will usually not require a bleeds off takeoff. You can still simulate a KSNA 19R Noise Abatement FMC automatic Cutback in the PMDG 737-700. Set aircraft weight below 130,000lbs. Use Max Power 24K thrust and use flaps 5. On Takeoff Reff page 2 insert 800 feet in the Thrust Reduction position. Select CLB 2 for thrust setting. Use the desired SID and engage LNAV before takeoff. Engage TOGA, after takeoff the airplane will climb very steeply, follow the FD command bars, 800 feet is the altitude a thrust cutback is required at KSNA. At 800 feet your airplane will reduce thrust to CLB 2, simulating a noise abatement Cutback. Continue the climb at the this thrust setting to 4000 feet the restore altitude, then bug MCP airspeed to UP, simulate restoring the trust to normal by going to the N1 page and selecting normal CLB thrust, retract flaps and that