zubart

Sounds good but not a standard 737NG procedure. The cross feed should never stay in the open position except to balance fuel, even during single engine flight. If a fuel leak develops in either engine with the cross feed open, all fuel will be lost. To help identify a potential fuel leak, the cross feed must be closed. Identify an engine fuel leak by observing one main fuel tank quantity decreasing faster than the other. During single engine flight it is OK to let an imbalance occur and then balance however many times it requires until landing. This would be a good task for the PNF.By the way, in this airplane, the primary reason to keep the wing fuel balance is to avoid unequal bending moments on the wing root which short en

The Crossfeed does work in the 737NG simulation.Always use the fuel in the Center tank first. when the Center tank pump low pressure lights illuminate, turn them off. Fuel will now flow from both wing tanks to the engines.Use the crossfeed to balance fuel levels between wing tanks 1 and 2. Crossfeeding does not transfer fuel from one wing tank to the other tank or even the center tank. It only sets up a situation to use fuel from only one wing tank to balance fuel with the other wing tank.To Balance fuel:-Open the Crossfeed Valve-Turn off both main fuel pump switches on the low fuel quantity side.-When fuel levels are equal in the wing tanks... -Turn both main tank fuel pump switches back on-Crossfeed valve close.Floyd

The challenge in the NG is to learn to use LNAV and VNAV to their fullest extent. This includes PATH descents and VNAV approaches which are probably the most difficult maneuver

A VNAV SPD descent would be easier but where's the challenge? Might as well use LVL CHG.I don't know if you use a weather add on or the FS9 weather but you should be able to estimate the descent winds from how you have the winds set in FS9's Weather. Descending with a tailwind will be more difficult to manage than descending into a headwind. Use the speed brake and/or configure the airplane with Flaps 1 or 5 if necessary during an approach.Good luck.Floyd

Tony,While in a VNAV PTH descent, below 10,000 feet , the airspeed must not exceed 250 knots or you will get a "over speed disconnect" every time. This is why the FMC descent target speed below 10,000 feet is defaulted at 240 knots which provides for a 10 knot buffer. The FMC will not allow the airplane to exceed this FAR speed and VNAV will disconnect, giving speed control back to the pilot. The pilot can exceed FAR speed if he wants to. In a VNAV PTH descent, the FMC controls the PATH and the pilot controls airspeed. The FMC target speed is just for descent planning to build a PATH. The autopilot will disregard airspeed on the high side in order to remain on the VNAV PTH. A couple of things to remember:-A VNAV PTH descent is a idle thrust descent for planning.-In a VNAV PTH descent , the FMC will pitch as necessary to stay on the path and the pilot will have control airspeed with thrust or speed brake if necessary. To help fix the problem, insert descent winds into the descent forecast page of the FMC. This will help the FMC plan a VNAV PTH descent at the FMC target airspeeds. One problem that often arises is when descent winds produce excessive tailwinds that force the FMC to pitch the airplane down to stay on the VNAV PTH, disregarding FMC target speed. The problem is not so much above 10,000 feet as it is blow 10,000 feet because of the FAR speed restriction. Above 10,000 feet airspeed may increase to VMO/MMO before VNAV disconnect will happen. Check the Legs page altitude and airspeed constraints for reasonableness. Make use of the speed brake. When the airspeed is starting to creep above 240 knots , apply speed brakes then, not later to maintain airspeed below 250 knots. Good luck.Floyd

The PMDG Sim is accurate. The real airplane AFDS behave's the same way. Pilots can't controll bank angle when in Lnav mode. Lnav mode will bank the airplane as necessary up to about 33 degrees ignoring altitude in order to maintain the computed Lnav track. At or near maximum altitude with a very heavy airplane, it is possible to get or approach stick shaker warning, espeacially in turbulence, when Lnav rolls into a 30 degree bank angle. Floyd

IN the MSFS 2004 menu choose PMDG, Styles, Airline Selection, PFD/ND.Floyd

Yes. Use flaps 5 for intercepting the LOC within a reasonable distance from the FAF. This has always been a standard 737 approach configuration. In this configuration, as the GS comes alive, select gear down and flaps 15. Time the remaining flap extension so as to be at your landing flaps when the GS captures. In the real 737NG, with flaps 15 set the gear horn will sound continuously until the gear is extended. The gear horn isn't modeled in the PMDG 737. The decision point for go-around or landing occurs at RA (Radar Altimeter). If the runway is in view, land. If the runway is not in view at RA push the TO/GA button and start the Dual autopilot go-around. Usually you'll have a good idea before this point whether or not you'll be able to land. By the way, for more realism, set the visibility on your SIM to 1/8 of a mile for CAT IIIa approaches.For a CAT II/IIIa use RVR for minimums only. Usually the 737NG CAT II minimums are 100 feet RA and 1200 feet RVR or approach plate RA and RVR, which ever is higher. The 737 is only authorized CAT IIIa, not b or c. CAT IIIa minimums are 50 feet RA and RVR 700 feet or what ever your airlines Ops Specs authorizes.Floyd

737NG Autoland.An Autoland is a Dual Channel Approach.-Tune both NAV to ILS frequency -Set course selector to ILS course-Configure to flaps 5, bug 5 to intercept ILS course-On a intercept heading when cleared for the approach push APP, verify VOR/LOC and GS armed on the FMA-Engage the second autopilot-Single CH appears when LOC intercepts, verify VOR/LOC capture/engage on FMA, APP light goes out-At glide slope intercept, finish configuring airplane for landingand set MAP altitude in the MCP-ILS deviation test after capturing LOC and GS at about 1500 feet agl (Amber flashing LOC and GS diamonds on the ADI's)-CMD appears now and FLARE arms in white on FMA.-800 feet agl second autopilot must be selected by now-500 feet agl flare armed callout by PNF-400 feet agl slight nose up trim added by autopilot-350 feet agl if flare not armed, disengage both autopilots and go around-At 100 feet above RA, FO calls out "Approaching Minimums"-At RA minimums with suitable visual reference Captain responds with "Landing" or no suitalbe visual reference Captain responds with "Go-Around". If Go-Around, push TO/GA for Dual Autopilot Go-Around-50 feet agl autopilot begins flare, Flare engages green on FMA-27 feet agl thrust levers retard-At touchdown auto throttle disengages in 2 seconds -Autopilot must be manually disengaged -Captain flys nose gear onto the runway-Rollout completedFloyd

Hello,A:Hi.I read the manual, chapter 9, about the AFMS, and I'm leftwith a couple of questions.1) The AFDS MCP section mentions two FD switches, but I canonly see one. Are there really two?A: Yes. 2) All the buttons and controls are identified and explainedwith the exception of the course knob. How does it differ fromthe heading knob? A: There are also two of these, Captain and FO. The course display is only used with the #1 and #2 NAV radios. The Course display is used to set a course for a tuned ILS or VOR freq that is being used for navigation. The Heading display is only used to turn the airplane to a desired magnetic heading. By pushing HDG SEL, the AFDS will give FD commands to manually turn the airplane to the heading set in this window. If the autopilot is engaged, then it will turn the airplane to the heading set in the heading display.2a) When I take off on say runway 34, I'd like to set thenumber to 341 degrees, but is it the heading or the course?(The tutorial uses ambiguous language)A: Have not seen the tutorial but you would set the HDG SEL to 341 degree's to fly a desired heading. If part of the takeoff departure is to intercept a VOR's 341 degree course then you would set 341 degrees in the CRS window and tune the respective VOR freq in the #1 NAV.2b) Before selecting APP and then VOR/LOC, the manual says ata minimum to set right ILS frequency and set the course. Is itthe course, the heading, or both?A: It's the Course. You set the ILS Final Approach Course in the MCP Course window. Also, VOR/LOC then APP not the other way for an ILS approach.Good luck!Floyd

Just a correction. Normal RNAV approach RNP is 0.3 not 3.0.Modeling RNP and ANP would be cool though.Floyd

Haven't tried the Engine Failure in a long time but I think your right, it don't work. A lot of the failures seem to be hit or miss.The V1 cut and Engine Fire will work though.Floyd

Where is the Edit button when you need it!Correction to Alternate Operation Instructions for B-737 600/700/800/900 Center Tank Fuel AD:Climb and Cruise-Turn one ........Floyd

This May help.Use fuel from the center tank first. This will extend the life of the airplane structure.But, FAA Airworthiness Directive 2002-19-52 in September 2002 and AD 202-24-51 in November 2002 require flight crews to maintain certain minimum fuel levels in the center fuel tanks when operating any Hydro-Aire fuel pumps. They may be a potential ignition source because of chafed wire bundles in the center fuel tank. No dry running center tank fuel anymore. Inspected airplane's can use an Alternate Operating Procedure. This part of the original FAA Center Tank Fuel AD for 737's NG. Editors note: The following extracts from the AD have been edited to restrict it to information relevant to the 737.2002-24-51 BOEING: Docket No. 2002-NM-309-AD. Applicability: All Boeing Model 737-600, -700, -700C, -800, and -900 series airplanes.To require the flightcrew to maintain certain minimum fuel levels in the center fuel tanks, accomplish the following:Airplane Flight Manual (AFM) Revision: Model 737-600, -700, -700C, -800, and -900(:( For Model 737-600, -700, -700C, -800, and -900 series airplanes: Within 4 days after receipt of this AD, revise the Limitations Section of the AFM to include the following (this may be accomplished by inserting a copy of this AD into the AFM): "CERTIFICATE LIMITATIONS The center tank fuel pumps must be OFF for takeoff if center tank fuel is less than 5,000 pounds (2,300 kilograms) with the airplane readied for initial taxi.Both center tank fuel pump switches must be selected OFF when center tank fuel quantity reaches approximately 1,000 pounds (500 kilograms) during climb and cruise or 3,000 pounds (1,400 kilograms) during descent and landing. The fuel pumps must be positioned OFF at the first indication of fuel pump low pressure.The CWT fuel quantity indication system must be operative to dispatch with CWT mission fuel.Note The CONFIG indicator will annunciate when center tank fuel exceeds 1,600 pounds (800 kilograms) and the center tank fuel pump switches are OFF. Do not accomplish the CONFIG non-normal procedure prior to or during takeoff with less than 5,000 pounds (2,300 kilograms) of center tank fuel or during descent and landing with less than 3,000 pounds (1,400 kilograms) of center tank fuel. NoteIn a low fuel situation, both center tank pumps may be selected ON and all center tank fuel may be used. If the main tanks are not full, the zero fuel gross weight of the airplane plus the weight of center tank fuel may exceed the maximum zero fuel gross weight by up to 5,000 pounds (2,300 kilograms) for takeoff, climb and cruise and up to 3,000 pounds (1,400 kilograms) for descent and landing, provided that the effects of balance (CG) have been considered.If a center tank fuel pump fails with fuel in the center tank, accomplish the FUEL PUMP LOW PRESSURE non-normal procedure.When defueling center or main wing tanks, the Fuel Pump Low Pressure indication lights must be monitored and the fuel pumps positioned to OFF at the first indication of fuel pump low pressure. Defueling with passengers on board is prohibited.The limitations contained in this AD supersede any conflicting basic airplane flight manual limitations." AD 2002-24-51, issued on November 23, 2002, becomes effective upon receipt.Alternate Operation Instructions for B-737 600/700/800/900 Center Tank Fuel AD:Takeoff and Initial climb - Both center tank pumps must be off for takeoff if center tank is less than 5000 pounds. Both center tank fuel pumps ON above 10,000 feet or after pitch attitude has been reduced to begin acceleration to a climb speed of 250 knots or greater if more than 2000 pounds remain in the center fuel tank.Climb and Cruise-Turn on center tank fuel pump OFF during climb or cruise when the center tank fuel quantity reaches 2000 pounds. Open the crossfeed valve to minimize fuel imbalance. When Master Caution and FUEL system annumciator lights illuminate, turn the remaining center tank fuel pump switch OFF without delay and close the fuel crossfeed valve.Descent-Turn one center tank fuel pump switch OFF at the beginning of the descent if less than 3000 pounds of fuel remain in the center tank. Open the crossfeed valve to minimize fuel imbalance. When Master Caution and FUEL system annumciator lights illuminate, turn the remaining center tank fuel pump switch OFF without delay and close the fuel crossfeed valve. If an extended period of level flight is required prior to approach and landing, ie., holding, and fuel remains in the center tank, a single center tank fuel pump switch may be ON if both fuel pumps were previously turned OFF. The fuel crossfeed valve should be opened to prevent fuel imbalance. At the first indication of pump low pressure, the fuel pump must immediately be turned OFF and the crossfeed valve CLOSED. Floyd

Flaps 5, Bug 5 is a standard approach profile configuration for all 737's when intercepting an ILS. It means flaps are set to 5 and the MCP airspeed window is set to the flaps 5 maneuvering speed as seen on the airspeed tape on the PFD. Basicly, this is just a good configuration for maneuvering this airplane, not to fast, not too slow. You should always plan to intercept the ILS in this configuration within 15 miles of the airport. If your further out and intercepting the ILS, you may want to hold off on configuring to flaps 5, bug 5 until you get closer in. Floyd

An Autoland is a Dual Channel Approach.-tune both NAV to ILS frequency -set course selector to ILS course-Configure to flaps 5, bug 5 to intercept ILS course-on a intercept heading when cleared for the approach push APP, verify VOR/LOC and GS armed on the FMA-Engage the second autopilot-Single CH appears when LOC intercepts, verify VOR/LOC and GS capture/engage on FMA, APP light goes out-finish configuring airplane for landingAt glide slope intercept, set MAP altitude in the MCP-ILS deviation test after capturing LOC or GS and about 1500 feet agl-800 feet agl second autopilot must be selected by now-500 feet agl flare armed callout by PNF-400 feet agl slight nose up trim added by autopilot-350 feet agl if flare not armed, disengage both autopilots and go around-50 feet agl airplane begins flare, Flare engages green on FMA-27 feet agl thrust levers retard-At touchdown auto throttle disengages in 2 seconds and autopilot must be manually disengaged and nose gear flown onto the runway.Floyd

I think I see what you are concerned about but is normal for the FMC.After you have brought up the new fix to line 1L, it is normal for line 1L's course to be different from 6R. Line 1L is showing the current course from the airplane to the new fix. You'll notice that it is constantly changing. Line 6R shows the original course between the fixes before modification. You can accept this course by pushing 6R or insert any other course you want.Does this answer your question?Floyd

OK. Then insert the course you want which would be 118 degree's into line 6R and execute. Don't know why line 6R isn't offering you 118 first. Floyd

Make sure the MAP range is set adequately.But your right, this behavior isn't exactly right. In the real 737NG's, the "green banana" does not disappear. It also should not change in size as the one in the SIM does.This is a minor problem.Floyd

If you select YJN to the scratch pad and then put it on line 1L, the original course from COMAU to YJN will now be displayed on line 6R. Push 6R to select this course as the intercept and execute. You should now see the original magenta course line to YJN, 118 degree's.Floyd

That's because the autopilot will disengage when TO/GA is pushed on a Single Channel (either A or B autopilot engaged) autopilot approach. You will have to hand fly the missed approach using the FD or reengage the autopilot after passing 400 feet agl.Only Dual Channel autopilot (A and B autopilots engaged) go-arounds allowed with all 737NG AFDS's.Floyd

I would have to say that the CI in the PMDG airplane is modeled fairly accurately.Example 1: CI 20 127,000lb FL370 CLB 288/.767 CRZ .767 DES .758/264 (In the real -700 264 is actually 261, still close)Example 2:CI 100127,000lbFL370CLB 315/.801CRZ .801DES .787/315Don't know what's wrong with yours. Do you have the -800/900 upgrade? Floyd

You can also see this poblem if a magenta bug appears on the IVSI during a descent in VNAV PTH. To fix, recycle the VNAV button. The Magenta Bug will disappear and the airplane will resume the VNAV PTH if its not too late. VNAV PTH descents do not use magenta bugs. Sure wish they would fix this.Floyd

Using the -700, I just flew the Boach2 SID out of Vegas and everything worked as it should. I engaged VNAV at 3000 feet and set FL190 in the MCP Altitude window. The airplane leveled off at 7000 in VNAV PTH, passed BESSY, and then continued the climb in VNAV SPD to FL190.Not sure what's wrong with your system. This is what I have loaded on my mine-PMDG 737 install order:PMDG 600/700 V1.2Update to V1.3PMDG 800/900Update to service update 1Update optional models updateLatest Airac (NavData)SID/STAR (PMDG)Floyd

Are you sure the Generators are on the Buses?Go to the Forward Overhead Panel.Look at the Electrical Bus Switching Panel.If you see two blue GEN OFF BUS lights illuminated then you need to put the engine driven generators on the buses by:Clicking on the #1 GEN Switch and the #2 GEN Switch. There should be no blue or amber lights now on this panel.Floyd