atrdriver

I received my Fulcrum yoke last week. All I can say is WOW! I’m blown away! I’ve owned the Saitek Pro yoke and the GoFlight 737 yoke. The Fulcrum is definitely a better product! So far I’ve tested it in MSFS2020, P3Dv4.5 (with the PMDG 737NG) and IL-2 Sturmovic (with the P-38). I was looking for a yoke with extra buttons for use in combat with the P-38, as well as a better performing yoke in the civilian simulators. THIS IS THE YOKE THAT FIT THE BILL! As a RL 737 pilot, I was also looking for a yoke with a more realistic feel than other yokes. While the GoFlight 737 yoke felt perfect in the roll axis, the pitch axis did not have the long travel necessary for that realistic feel. It was also unusable with the P-38 in combat due to the lack of buttons, not to mention the high pivot point that was a total mismatch with the yoke movement in the sim. Because I only use the PMDG 737 software for training prep every nine months, my GoFlight 737 yoke was a $700 dust collector most of the time. Since Chris designed the Fulcrum with an interchangeable yoke, I am looking forward to his planned 737 unit. I can’t say enough good about the Fulcrum yoke! As a RL pilot and sim enthusiast for nearly three decades, I highly recommend it! Great job Chris!

It was the flight model that was the issue. When I changed crash detection, it dropped me into legacy. Thanks!

I just found in another thread that the issue may actually be in Flight Model selection. I did lower crash detection to 2%. Will check to see if that’s the problem.

Since the update, there seems to be (at least for me) a new low level turbulence that’s making flight below approx 2000ft AGL almost impossible. I experience constantly rolling left and right up to 110 degrees. I’ve checked all my controls for hardware issues, even trying two different sticks. No problems with hardware. I’ve checked all weather settings, trying custom and preset weather conditions. Nothing seems to stop the problem. The issue becomes less pronounced as I climb and mostly disappears above approx 2000ft AGL. If you have a fix, I’d really appreciate it!

Thanks for the update Chris. I only just saw this update as it wasn’t reflected on the news link of your website or your Facebook page. At any rate, that hole cut in my custom instrument panel (and now cockpit) is eagerly awaiting your yoke! Thanks again for the update and sincerely hoping the family issues you mentioned are being resolved! Sincerely, Terry Swindle Boynton Beach FL, USA

Dear Sirs, I purchased the 747-8 expansion pack for P3D and see this purchase in my order history. I uninstalled the old 747-400 as instructed and installed the updated 747-400. However, I see no download link for the newly purchased 747-8 in my order history, only that I purchased it. Just wondering if the expansion pack has to be downloaded or if it is delivered via the Ops Center. Thanks.

I figured they knew about it. They don't miss much! I do wish they would get us a FANS MCDU. That's what we have installed in the fleet at my company. It's akin to the B777 CDU, which I believe IS a FANS MCDU.

The theme of this thread is the fact that the AT, if engaged while landing, regardless of autopilot or flight director engagement, should close below 27ft RA during landing as in the real jet. They do not in the PMDG 737.

That was WITH the AT disengaged at 100ft? I do basically what you described above. I don't use the "show thrust lever position" indication but instead simply place the thrust levers approximately where I know they should be, disengage the AT and quickly adjust to match. You can hear a change in N1 if not matched. I'd still like to see that AT close automatically on landing as in the real jet.

There are several things that bug me about the PMDG 737-800. This AT issue is among my biggest peeves. Also chief among them is the fact the LNAV will not automatically arm for go-arounds. This feature is a PMDG feature and has nothing to do with the real jet. I understand why it's available but I do not use it due to the lack of realism.

The ALWAYS option in no way applies to landing. Here's an example of how having it unchecked affected me. Prior to checking the option, used to push my hardware throttles to the max forward position after engaging TOGA and leave them there. During descent when the AT would reduce thrust to idle and go into ARM mode, the software would look at the position of the hardware throttles and advance the sim throttles to max to match the hardware throttle position. For reasons I never fully understood or researched, I would not have control over the sim throttles. After checking the ALWAYS option, I pull my hardware throttles back to idle after engaging TOGA on takeoff. This way, when the AT reduce thrust to idle during descent and enter ARM Mode, they stay at idle and also allow me to manually control thrust if needed as described in my previous post. I have never been able to discover why the AT don't retard to idle during the flare in landing. Incidentally, the Airbus crash you mentioned above did not occur on the first flight. That flight was conducted at an airshow and had nearly 100 journalist and various VIPs on board. Most survived. I believe 2 lives were lost.

In the real jet, they disengage at touchdown. They retard in the flare. I don't recall exactly what triggers the retard movement (although I believe it's radio altitude). In the PMDG jet, I always have to manually disengage the AT prior to the flare because I too had the issue where the AT would advance in the flare, just as you mentioned. I don't know if the system was attempting to maintain VRef or exactly what it was doing. The option you mentioned above regarding manual overriding of the AT has to do with a mode that the AT go into during descent called ARM. When the AT come back to idle during a descent, the AT Mode will go into ARM, which allows you to manually position the throttles as needed to maintain speed because the speed range deviation that can vary without automation kicking in is +15knots and -10kts. Hard to believe but the real jet is just that sloppy! If speed is exceeded by 15kts (Vmo/Mmo notwithstanding), you will get a DRAG REQUIRED message on your CDU. If the speed is less than 10kts slow and the AT is in ARM mode, you can manually move the throttles without the AT intervention. More than 10kts slow and the AT will intervene and increase thrust. This is my understanding of the system. The ALWAYS option in the PMDG Sim menu allows you to replicate this feature. I do not understand why the AT will not retard in the flare like the real jet does.

I fly the 737-800 for a living. I never disengage the auto-throttles under normal conditions. They retard on every landing, regardless of the Flight Director mode that is selected OR whether or not the the autopilot is engaged. They automatically disengage at touchdown. Incidentally, I always disengage the autopilot prior to 1000ft AFL on visual approaches and by minimums on an instrument approach in IMC conditions.

I fly the 737-800 for a living. Never use CWS and have never seen anyone else use it!

I just wanted to say that 3mta3 is "spot on" in his narrative above. I wouldn't be at all surprised if we fly the NG for the same company! It is my company's POLICY to use the landing gear for drag when necessary, namely in the terminal area where most folks normally use spoilers or flaps for drag. The spoilers really aren't all that effective in the real jet. I recently had a controller give me a vector to a base leg much sooner than I expected while descending through 5000ft. As the pilot flying, my response for the captain was "gear down." Captain's response to me? "Attaboy!" Putting the gear down at 5000ft on a visual approach just doesn't feel right, but that's the way the company wants you to fly THEIR jet! Without that gear hanging out very early on, I never would have gotten configured and stabilized by 1000ft on this approach. The NGX doesn't accurately simulate just how slippery the real jet is during descent! I'm still fairly new to the type with only 240 hours in it, but I'm getting much more comfortable with getting her down in a timely fashion!

Hi guys, I just got my type rating in the 737-800 in February and have 85 hours now in the actual airplane. I have been a sim enthusiast almost as long as we've had sim programs on PCs. I even have the original Microsoft Flight Simulator with the 5.25" floppy disks STILL in the original box! Here's my take on the current topic. The PMDG 737NGX is a marvel among high-end FSX add-ons! I'm using my company's checklists and procedures for all phases of flight with this product. I've owned this product since it was released but never really got into the depths of it because, where home sims are concerned, I've always been a "crank it up and fly" kind of simmer. When I found out that I would be flying the 737 at my new job, I got serious about it. I have to be honest, the PMDG NGX was a huge help in a number of areas. I nailed down my cockpit flows in no time at all. The previous (surface) knowledge I'd gained from using it made me the "go to guy" for the FMC in my class! I was basically teaching FMC to my classmates during basic indoc! While systems were not something I had gotten into using the NGX, basic operating procedures were no trouble at all during simulator training. Bottom line: the PMDG 737NGX was an awesome tool to enhance my training for the actual aircraft. Now on to the big question, which always seems to be COULD someone, with lots of PMDG NGX experience, land a real 737-800. While there are varying opinions on this topic, my answer would be no, with one caveat. While my company does not do coupled autoland, there are those that do. I believe that someone with PMDG experience COULD set the MCP/FMS up to do a coupled autoland, but I don't think they would be able to hand-fly a normal landing. On a PC, you simply don't get the feedback that you get from the actual airplane. The "sight picture" is also different than you experience in the real jet. The one thing that was a new experience for me in the actual jet was the pitching moment experienced as the auto throttles increase and reduce thrust during the approach. You will notice this to some degree in the NGX. It took me about 50 hours to find my groove for compensating for these thrust changes while hand flying the jet. Now it's almost second nature. I still have a long way to go but am feeling comfortable in it sooner than I thought I would. I'm not a very technical person when it comes to replying in forums like this. I hope that relaying my limited experience in the actual jet hasn't been too much of a yawn! Terry Swindle

Thanks for the correction guys. Sorry to put out obviously wrong information! I went back and looked at the FCOM and re-educated myself. I am currently going thru a 737-800 type rating course and am still mixing up information from previous airplanes I've flown. Time for a brain dump! Thanks again!

Hubert, The simple answer is redundancy. If you lose that engine-driven pump, you have electrical backups. Also, you need those electric pumps for engine start since the engine-driven pump isn't operating until engine spool up. Multiple pumps, more reliable fuel delivery!

There is an engine driven pump that draws fuel from the respective wing tank with the electric pumps off.

I use ForeFlight coupled with a small $5 file called FSXFlight. FSXFlight sends GPS signals over your WiFi to your iPad/ForeFlight. Since I use ForeFlight in real world aviation, I subscribe to the charts and have them up-to-date. This set up shows you on all the charts, both IFR and VFR. The best thing about this set up is that it allows me to maintain proficiency using the program, which carries over into my real world flying.

I'm not really sure why people aren't clammering for PMDG to do the 787. It's a cutting edge airplane with an amazing avionics package, dual Head-Up Displays, new technologies in terms of electrical, pneumatics, ice protection, etc. The 757 has been one of my favorite airliners since it was introduced NEARLY THIRTY YEARS AGO! However, it would be a step back from PMDG's upcoming T7. I'd really love to see what PMDG could do with the 787 and just how accurately that they could produce that composite bird! Terry Swindle

My motto is "I love to fly but I hate to work"! As someone mentioned above, the flying is still fun. It's the politics and BS that goes with being an airline pilot really takes away from what should be a really great career. When someone tells me that they want to become a professional pilot, I don't hold back the negative stuff. The first thing I tell them is to become a doctor or lawyer and buy/fly your own airplane. That's what my father did, although I know that he sometimes envies the fact that I've been able to fly some neat planes while he has been flying the same Mooney for 47 years. As much as I love to fly, I probably enjoy flight simulation with equal passion. Unlike RW professional flying, I can fire up just about any virtual plane that tickles my fancy and fly in what ever manner I like, whether it's aerobatics over KDCA or flying the NGX into Aspen CO. I also use FSX on a professional level as a tool to prep for those pesky check rides the Feds require every six months (ANOTHER stressful event that detracts from the glamour of the career). My other hobby is RC airplanes. Flying professionally isn't for everyone. The "glamour" wore off years ago. For me, it puts food on the table and electrons through my computer and RC airplanes! As for you guys considering taking the plunge, go get that law degree! ;-)

I actually need to correct something in my previous post. I was referring to the Bridge Visual to Rwy 10 at TJSJ (San Juan, PR). THAT is the challenging approach there! Terry!

I have shot this approach for real many times as an ATR captain when I was based in KSJU. Being told to expect that approach always put a smile on my face! It was challenging and required a constant turn all the way down to crossing the runway threshold. LOTS of fun!Someone mentioned the VOR/DME approach to 13L/R at KJFK. I've done that one REAL LIFE several times as well. I actually have a video of a first officer I flew with a few months ago shooting that approach to 13L. The video isn't great because the camcorder was mounted on a mount suction-cupped to the side window. I couldn't be distracted by trying to free-hand record.I have also done the Rosslyn LDA approach to Rwy 19 at KDCA a couple of times. The last time was about three weeks ago, at night with the ceiling at 1200ft. It was quite challenging and my first time doing it as a jet captain (EMB-145).The most exciting approach I ever did in real life was the visual approach to Rwy 09 at TDPD (Melville Hall, Dominica). You enter the left downwind leg over the water at 2500ft. By the time you turn base, you are 200ft above the ground! The terrain rises from sea level to (I believe) around 5000ft within a few miles! There's a saddleback along the north face of a ravine the runs all the way back down to the airport. You have to get into that ravine to make the runway! I have a great video that a first officer shot of me flying that approach in 1999. Don't ask me to post it because, as much as I would like to, I can't.I use FSX to prep for my sim training events at work. I did my first recurrent training in the EMB-145 on December 27th, 2011. The training was basically a KRNO (Reno, NV) checkout. We have some very elaborate company-designed engine failure procedures for that airport due to high terrain surrounding the airfield. I practiced those procedures extensively using the FeelThere EMB-145 in FSX (Ultimate Terrain installed). That add-on is good enough to allow me to practice company profiles in preparation for training/checking events. I can tell you that having practiced those procedures at home on FSX made the actual EMB sim at work (which is a multi-million dollar full motion sim) seem easy. I was fully familiar with everything I was required to do for the training event.Obviously, my favorite add-on is the PMDG 737NGX. I need to go try some of these approaches using that add-on. especially with the HUD! By the way, I have sat in the 737NG jumpseat on many occasions. The last time I did so, I peeked over the captain's shoulder through the HUD. All I can say is that the PMDG recreation of that HUD is SPOT ON!!!Keep the blue side up!Terry

I actually got in this morning and just got home. The flight to KGSO last night was pretty uneventful, other than deviating around some thunderstorms. The flight back to KMIA this morning found us departing with weather at 1/4 mile visibility in fog. The rest of the flight was pretty routine. With regard to feelings, thoughts or impressions, I'll keep it brief. With nearly 20 years in the ATR, I can say that I really like that airplane. It is a solid-flying, well built machine that is a real money-maker for the airlines. As turboprops go, it's a pleasure to fly with very well-behaved flying characteristics. I could fly that airplane in my sleep! The Embraer is my first jet. With only 30 hours in the airplane (under five since finishing IOE last week), I'm still getting acclimated to the new machine. My impressions aren't glowing. Compared to the ATR, the airplane feels cheaply built. It also has a very stiff ride in turbulence. Something that REALLY surprised me about the airplane that I didn't fully witness until this morning was that the autopilot does a VERY crappy job of tracking a basic ILS approach. We were cleared for the visual approach to Rwy 12 at KMIA and I chose to let the autopilot fly the approach. When the LOC captured, I was shocked by how much maneuvering the jet did to "attempt" to track the LOC. I had to disconnect the autopilot to stop the occillations! It was like a roller coaster ride (laterally-speaking). I left the APP mode engaged for the FD as I hand-flew it and watched the FB bars rock back and forth! The ATR was silky smooth in this respect. I'm gonna keep playing with it and see what it takes to avoid such occillations, if possible. I'll also chat with my colleagues who have more experience in the airplane and see what they say. My FO (800 hours in type) said that it was normal to see such bad behavior! My second trip is tonight...KMIA-KBHM and back in the morning. One thing I can say in defense of this plane...it IS a jet! Anticipating NGX, Terry Swindle