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Try this.http://www.allstar.fiu.edu/aero/pic5-3.htmFloyd

On the ground, tuning the FD switch ON arms pitch and roll modes for engagement in the TO/GA and wings level when the TO/GA switch is pushed. Floyd

Use RNAV appraoches. The FMC uses automatic GPS, IRS and Radio position updating to fly RNAV approaches. By the way, no pilot interaction with the two GPS recievers. It's all automatic. The only thing you can do is tell the FMC to stop updating with GPS if desired.Floyd

Thats correct, VS will only work while airborne. Just like a real 737NG. Floyd

737NGNo, that could be the All Flaps Up Landing emergency which is limited to 15 degrees of bank on final approach. In normal operations though at 180 knots and with the proper flap set, the airplane will have full maneuvering. The flap maneuvering speed schedule provides the recommended maneuvering speed for various flap settings. When recommended maneuvering speeds are followed, the schedule provides margin to stick shaker for at least and inadvertent 15 degree overshoot beyond the normal 25 degrees angle of bank. Use the flap schedule on the PFD.Floyd

The bounces in the PMDG 737 add to the realism. The real 737 will bounce ocastionally too. Flying the airplane smoothly onto the runway is still a flare manuver. Initiate the flare when the main gear is approximately 15 feet above the runway by increasing pitch attitude approximately 2-3 degress. Smoothly retard the thrust levers to idle and make small pitch attitude adjustments to maintain the desired descent rate to the runway. A typical flare manuver can take anywhere from 4 to 8 seconds at the proper approach speed. Pilots that have a good feel for the main landing gear can ususally reduce the flare to 4 seconds whereas pilots that are new to the airplane and don't have a good feel for the main landing gear will typically feel for the runway and extend the flare time. This can turn into floating which quickly uses up available runway. Floyd

You can find 737-700 checklist at the PMDG website in Downloads, documentation, PMDG 737-600-700-800 Operating Manual, Normal Procedures, Flight Checklist.Floyd

Be practical about it. From the departure airport, use the SID that will most directly take you to the ENROUTE portion of your flight. Arriving at the destination airport, use the STAR that will take you most directly from the ENROUTE portion of you flight to the IAF for the approach in use. Sometimes it just not practical to use a SID or STAR. It really helps to have the charts on hand to view.Floyd

Check out the PMDG Documentation/AFDS:LNAV Switch: Pressing LNAV switch arms or engages the lateral navigation mode of the AFDS, and transfers roll and yaw (heading) control to the FMC.If LNAV arms, but the aircraft is not on an intercept heading to planned track, the FMC scratch pad will show the text NOT ON INTERCEPT HEADING, and the previously armed roll mode will remain active. To fix, turn the airplane to within a 90 degree heading of the Lnav course. This will put the airplane now on a INTERCEPT HEADING. Push Lnav again.Also, LNAV will engage as long as the aircraft is above 50 AGL and within 2.5 miles of the planned track. If the aircraft is outside of these parameters, LNAV mode will arm and engage when the aircraft moves within these parameters (e.g.- after takeoff).LNAV mode will be displayed in green on the PFD if LNAV mode is engaged.LNAV mode is disengaged by any of the following:Selecting HDG SEL modes.At localizer capture.If LNAV switch is pushed a second time before LNAV engagement.Floyd

A Balanced field is a minimum field length. You can not have one inch of runway less.But...Yes, you can unbalance V1 with excess runway available. If the actual runway available is longer than the balanced field length then there is a range of V1 available. Selecting a V1 other than the balanced V1 is called unbalancing.Unbalancing may be used to increase a Vmcg limited takeoff weight or a brake energy takeoff weight. Decreasing V1 can be used to reduce V1 below the maximum brake energy speed.there is a upper a lower bound on V1 speed. The upper bound on V1 is the rotation speed Vr, because no takeoff may be rejected after rotation. The lower bound on the V1 speed is V1mcg which corresponds to an engine failure at Vmcg(minimum control speed ground).Floyd

Hopefully this will make some sense.Maximum Takeoff Weight is the most limiting of:-field length-climb capability -obstacle clearance -tire speed -brake energyField length required is determined by three other requirements. -Safely stop with the event(engine failure) below takeoff decision speed V1-Safely continue takeoff with the event(engine failure) above takeoff decision speed V1-Extra margin of runway for normal all engine takeoffThis is the FAR Balanced Field. Refer to the diagram (attachment) as you read the text below.The engine out takeoff distance decreases as V1 increases. This is because the airplane accelerates to a higher speed on full thrust before losing one engine.The accelerate/stop distance increases as V1 increases. This is due to the higher speed from which the airplane must be stopped and the extra runway used during the all engine acceleration.The actual field length must be at least as long as the minimum field length which is the point where the two distances are equal.Because the takeoff distance and the stopping distance are equal, this field length is called the Balanced Field Length.If the actual runway available is equal to the balanced field length, the only allowable takeoff decision speed, V1, is referred to as the Balanced V1.Good luck.Floyd http://forums.avsim.net/user_files/140468.jpg

It's not very realistic but whatever works for you to enjoy your SIM.The other option is actually more realistic. During a real world rejected takeoff, no Captain would rely on autobrake alone without maximum manual braking as necessary. Floyd

You assume correctly, don't reverse an engine that is on fire.During FAR Takeoff Field Length certification maximum manual braking and speedbrakes are required. However, thrust reverses are not. requiredFloyd

This is the abort procedure for a 737-600/700/800:-Captain simultaneously close the thrust levers, disengage the autothottles and apply maximum manual wheel brakes or verify operation on RTO autobrakes. FO verifies all of this is being done.-If RTO autobrakes is selected, monitor system performance and apply manual wheel brakes if the AUTO BRAKE DISARM light illuminates or deceleration is not adequate. Fo verifies all of this and calls out " SPEEDBRAKES UP" or "SPEEDBRAKES NOT UP".-Raise SPEED BRAKE lever.-Apply maximum reverse thrust consistent with conditions.-Continue maximum braking until certain the airplane will stop on the runway.-Field length permitting initiate movement of the reverse thrust levers to reach the reverse idle detent by taxi speed. FO calls out "60 knots" and communicates the reject decision to the control tower and cabin as soon as practical.-Review the Brake Cooling Schedule for the brake cooling time and precaution in the QRH.-Consider the following:Wheel fuse plugs meltingNeed to clear the runwayRemote parkingWind direction in case of fireAlerting fire equipmentNot setting the parking brake until a PAX evacuation is necessaryAdvising ground crew of the hot brake hazardAdvising PAX of the need to remain seated or evacuateCompletion of Non-Normal checklistFloyd

STEEP DES AFTER XXXXXThe FMC altitude constraint at waypoint XXXXX results in a steep descent path to the next waypoint. Remove altitude constraint at XXXXX if allowed, otherwise the airplane will pitch to increase descent rate to make the altitude constraint and probably exceed the planned FMC descent speed (which is usually OK) to make the path.Here are some other fine points when using VNAV PTH descents:The difference between a VNAV PTH descent and a VNAV SPD descent is in a VNAV PTH descent the airplane pitches to stay on the path and disregards FMC target airspeed. In a VNAV SPD descent the airplane pitches to maintain target speed and ignores the path.When flying a VNAV PTH descent, the speed shown in the FMC is just a target speed for planning purposes. The autopilot will always pitch to maintain the path descent and disregard target speed. The Airspeed may increase up to VMO where then VNAV will disconnect. Airspeed increasing above target speed is generally OK as long as ATC doesn't hit you with a speed reduction. If airspeed is on the low side, then at about 15 knots below target speed the autothottles will add thrust until airspeed is back to target speed. Going over target speed is not a big deal but reducing speed to 240 knots at 10,000 feet is and this is where the speed brake will most likely be needed. Above 10,000 feet during a VNAV PTH descent the FMC will permit descending faster than target speed. It will not permit the airplane to fly faster than the 250 knots FAR rule and this is why VNAV disconnects at about 255 knots in a descent below 10,000 feet. Use the speed brake below 10,000 feet to maintain FMC default target speed of 240 knots. Unforcasted descent winds cause airspeed to go above or below FMC target speed. While still in CRUISE go to the FMC DESCENT page, push FORECAST, and insert the known winds at lower altitudes. This will help the FMC predict the PATH descent and if the forecast winds you put in the FMC are fairly accurate then the airplane will stay pretty close to FMC target speed during the descent.Physics and common sense also come in the play here. An altitude constraint during descent can not be so close to the airplane where by it is physically impossible for the airplane to accomplish it. During preflight check all FMC altitude and airspeed constraints to make sure they are physically practical for the airplane to do. Generally the airplane is capable of a 3 to 1 idle thrust descent in calm winds. A heavier airplane will glide farther than a light airplane.Also, be aware there is a VNAV "bug" in this FMC. If you are flying in a VNAV Pth descent, check the IVSI every now an then and if you see a magenta target bug, this is not right. To get rid of the bug cycle the VNAV button OFF then back ON and the IVSI magenta bug should disappear and VNAV PTH descent will work properly.Good luck.Floyd

Here are the steps to do an instrument approach using VNAV in a 737NG. This is one way of probably many and probably not much different in a 744. Rnav approaches are not autolands. The airplane will level off 50 feet above the runway touchdown zone if useing the autopilot or hand flying with the FD (flight director). The biggest feature not modeled on the LEGs page is ANP/RNP or Actual Navigational Performance verses Required Navigational Performance . In a real FMC, the RNP 0.3nm must be inserted on the legs page for RNAV/GPS approaches. Sometimes you may see a note about this on the approach plate.Recommended roll modes for final approach:RNAV, GPS or TACAN approach : LNAVLOC-BC, VOR or NDB approach: LNAV or HDG SELLOC, SDF, or LDA approach: VOR/LOC or LNAVFor LOC, LOC-BC, SDF or LDA approaches, ensure appropriate navaids are tuned and identified prior to commencing the approach and monitor raw data throughout the approach. For VOR and NDB approaches, raw data should be monitored, if available.FMC approach procedure................SelectSelect the approach procedure on the ARRIVALS page. DO NOT MANUALLY BUILD THE APPROACH OR ADD WAYPOINTS TO THE SELECTED FMC PROCEDURE. Add cold temperature corrections to waypoint altitude constraints as appropriate.Verify VANV glide path angle is displayed on the final approach segment on the LEG's page.RNP appropriate for approach (if required)...Verify/Enter, this allows appropriate alerting to occur if ANP exceeds RNP.Approximately 2 NM prior to the FAF and after ALT HLD or VNAV PTH engaged:MCP Altitude......................Set MDA(H)/DA(H), This allows VNAV to command descent in VNAV PTH. If the MDA(H)/DA(H) does not end in zero zero, for example, 1320, set MCP ALTITUDE window to the closest 100 foot increment above the constraint. There may be a level segment beyond the FAF before intercepting the descent path.Prior to reaching FAF:AFDS roll mode ...............Verify/Select, verify appropriate roll mode annunciates.VNAV switch (if required) ....................Push, select VNAV if in ALT HLD. Verify VNAV PTH annunciates.Autopilot......................Verify engaged, the autopilot should remain engaged until suitable visual reference is established.Prior to reaching MDA(H)/DA(H) and when the airplane is at least 300 feet below the missed approach altitude:MCP altitude....................Set missed approach altitude.At MDA(H)/DA(H)/Missed approach point:If suitable visual reference is not established, execute a missed approach.After suitable visual reference is established:A/P disengage switch.......................Push, disengage the autopilot before descending below MDA(H)/DA(H).A/T disengage switch...............Push, disengage the autothrottle before descending below MDA(H)/DA(H).Floyd

Just to add, the pilot can always easily override the autothrottle's position and hold the thrust levers in a new position. By the way, when doing an auto land, airspeed bugs are always set a Vref+5. It is not necessary to add 1/2 the wind and all the gust like in a manual landing. This is because the autothrottle has a very capable wind gust sensing system. Floyd

During a manual landing it is safe to touchdown with the autothrottle engaged. It will automatically disengage at touchdown. This is not a common technique though. Except for a CAT II/IIIa autoland, the autothrottle is usually disengaged by the PF during a manual landing at around 100 to 500 feet AGL.Floyd

I meant to take it off and forgot, apologies.Floyd

I think they want to sign your name according to the forum rule....With VNAV engaged, the MCP window will of course be blank and the AFDS will fly the FMC speeds on the LEGs page. Yes, selecting speed intervention like you said might be necessary in situations where FMC speed is not appropriate. This will probably be interference by ATC when they want faster or slower speeds before the FAF.LNAV/VNAV uses a DA(H)on an approach plate. Usually to use a DA(H), your airline must be an approved carrier. The approach plate will usually make a note about this. DA(H) is a minimum that the airplane that may actually descend through (like an ILS) during a missed approach whereas the airplane can never descend below a MDA(H)minimum during the miss approach. You'll only see DA(H) on a LNAV/VNAV approach. A LNAV approach uses only a MDA(H). One technique to treat a MDA(H) like a DA(H) is to add 50 feet to the MDA, for example, if MDA is 420 feet then add 50 feet to make the MDA 470 feet. As the airplane descends through 470 feet, the missed approach is started so the airplane will descend no lower than the 420 feet published minimums.Floyd

Here are the steps to do an instrument approach using VNAV in a 737NG. This is one way of probably many and probably not much different in a 744. Recommended roll modes for final approach:RNAV, GPS or TACAN approach : LNAVLOC-BC, VOR or NDB approach: LNAV or HDG SELLOC, SDF, or LDA approach: VOR/LOC or LNAVFor LOC, LOC-BC, SDF or LDA approaches, ensure appropriate navaids are tuned and identified prior to commencing the approach and monitor raw data throughout the approach. For VOR and NDB approaches, raw data should be monitored, if available.FMC approach procedure................SelectSelect the approach procedure on the ARRIVALS page. DO NOT MANUALLY BUILD THE APPROACH OR ADD WAYPOINTS TO THE SELECTED FMC PROCEDURE. Add cold temperature corrections to waypoint altitude constraints as appropriate.Verify VANV glide path angle is displayed on the final approach segment on the LEG's page.RNP appropriate for approach (if required)...Verify/Enter, this allows appropriate alerting to occur if ANP exceeds RNP.Approximately 2 NM prior to the FAF and after ALT HLD or VNAV PTH engaged:MCP Altitude......................Set MDA(H)/DA(H), This allows VNAV to command descent in VNAV PTH. If the MDA(H)/DA(H) does not end in zero zero, for example, 1320, set MCP ALTITUDE window to the closest 100 foot increment above the constraint. There may be a level segment beyond the FAF before intercepting the descent path.Prior to reaching FAF:AFDS roll mode ...............Verify/Select, verify appropriate roll mode annunciates.VNAV switch (if required) ....................Push, select VNAV if in ALT HLD. Verify VNAV PTH annunciates.Autopilot......................Verify engaged, the autopilot should remain engaged until suitable visual reference is established.Prior to reaching MDA(H)/DA(H) and when the airplane is at least 300 feet below the missed approach altitude:MCP altitude....................Set missed approach altitude.At MDA(H)/DA(H)/Missed approach point:If suitable visual reference is not established, execute a missed approach.After suitable visual reference is established:A/P disengage switch.......................Push, disengage the autopilot before descending below MDA(H)/DA(H).A/T disengage switch...............Push, disengage the autothrottle before descending below MDA(H)/DA(H).Floyd

Sorry to hear that.Good luck.Floyd

I'm not a expert on how PMDG aircraft affect system resources buta couple a years ago my system went into a super slow frame rate crawl after I pushed the FMC EXECUTE button. I went through the LEGs page and found that one of the waypoints had a distance to it of over 4000nm even though I was flying a 200 nm trip. It was obviously two waypoints with the same identifier, one half way around the world the other 50 nm away. I never could get the waypoint 50 nm away to load. Every time I'd try to my frame rates would go from 28 fps to 3 fps. I eventually just left it out and my frame rates stayed normal. Try a different flight plan with different waypoints and see if it makes a difference otherwise good luck.Floyd

STEP through your ROUTE looking for a Waypoint that shouldn't be there or a great distance between two waypoints. I use to experience this with the 737NG.Floyd

Chris,Great Idea.Floyd