nicholas49

Thanks kevinh. I have noted what you have said. If you say using VNAV would make speed control easier, I would like to try that. But it will not arm on the ground. The green LNAV light on the PFD lights up briefly and then goes out again. I don't see why this should be the case, given that the route is correctly programmed in the FMC.As for the stab trim, I do not see how you can accurately input the figure (5.50 in this case) on the stab trim next to the throttles, even if I could find the correct keyboard inputs!?

Thank you kevinh for the very helpful post.I'm really sorry about posting in the wrong forum - I thought I checked really carefully beforehand. My mistake.I have followed your instructions* to the letter and have attached a screenshot of the aircraft after take-off when 'things start to go wrong'. I am showing the FMC PERF. INC. page in case that is relevant (but I think is all programmed correctly). The speed has just started to decay before I hit pause. And as you'll see, I'm not even quite flying at the pitch commanded by the FD. Can you offer any more insight into what I am doing wrong?* With one exception: I do not know how to set the stabiliser trim. I see it on the throttle control (though can't seem to make changes there). How do I adjust it and how do I know what to adjust it to?

I am not using PMDG 737NGX! I am using PMDG 737NG from Precision Manuals Development Group (according to the Installation Notes). I am sorry if I didn't make this clear earlier - I thought the fact I referenced PMDG 738 was sufficient.The TOGA clickspot is definitely at the top-left-hand corner of the MCP in 2D. Let's leave that point now though please.Can you direct me to a tutorial for the aircraft I have?RE: screenshots. I did copy and paste the image into this box, but it only shows the file root (and you can't delete that either).

coa1117: thanks for that. I've looked in the Introduction document you referenced. However, I don't appear to have the option to change the 'PMDG Settings' in my FMC. I would post a screenshot but I can't make that work either. Sigh.martin-w: what do you mean by 'start menu'? Please can you be more specific. I am very willing to watch a good tutorial if you can direct me to it! Is this a tutorial that can be run in FS2004 (like the standard FS2004 flying lessons) or is it web-based etc.?On the VNAV/LNAV point, I agree with the SteveAull that this is not the priority for me at the moment.Two more observations:1) I have also noticed that the aircraft is not always capable of rotating at the rotation speed calculated by the FMC. Again, something not right there me thinks.2) Sometimes, on rotation, the throttles power back by about 20%. The PFD changes to 'MCP Speed' from 'TO/GA' Again, you can imagine what this does for the climb-out performance.

I beg to differ. It is the small cross to the left and slightly above the COURSE indicator window. When you hover over it, the mouse changes to a hand. When you click it, TO/GA lights up in the green on the PFD. So that is not the problem.Martin-which tutorial are you referring to? I searched for the one by Tom Risager (is that the one you mean?) and cannot find it anywhere. All the links are dead. I would be grateful if you could direct me.

Yes, I have hit the TOGA button! I advance the throttles to 40% manually, check the engines are stable, and then hit TOGA thrust using the tiny cross-hair button in the top left-hand part of the MCP. Let me know if this is not correct. FWIW, N1 was about 98% on the last take-off.On the last take-off I performed, V2 was 138 knots. The aircraft accelerated to about 160 knots after rotation and then the speed started to decay. At the risk of repeating myself, the speed decays when I follow the (seemingly steep) FD pitch (about 20 degrees). When the autothrust reduced to CLIMB THRUST, this made the speed decay worse/more quick.Nick

Yes, I am using TOGA thrust (as I said several times in my earlier posts).FirstOfficer320: are you saying therefore to disregard the pitch in the FD?I really don't believe that anyone has yet been able to explain why following the FD leads to a speed decay. What might I not have programmed correctly in the FMC? If programmed correctly, surely the pitch angle shown on the FD will reduce at acceleration height? There should be no need to have to use tricks to get around this.Also - can someone explain how I know that the aircraft is maintaining V2+20 knots? There is only one speed showing on the IAS indicator!Nick

Guys, I am still really struggling with this. Can I just explain what happens:Before I start the take-off roll, the only green lights on the MCP are the A/T armed (showing in PFD too) and the FD. Is this correct?I am using TOGA thrust. I rotate and follow the FD (which seems to show 20 degrees pitch up - seems a bit steep?). By about 1,000 agl, the speed is decaying. This is definitely happening even before the thrust reduces to CLB thrust. Following the FD = a speed decay. This cannot be right!On a separate note, when I select CMD A, this activates: 1) HDG select; 2) N1 and 3) LVL CHANGE on the MCP (assuming I'm not using LNAV/VNAV). Is this correct?Also, what do people mean by the 'acceleration height' and also how do I do this: I can't adjust anything on the speed tape and I see nothing in the MCP about flaps?Help!Nick

Thanks for the replies everyone. This is another problem I am having. The MCP will not let me arm LNAV on the ground. It will however activate once airborne. Is this because something is not right in the FMC? Does anyone else experience this? It means that you take-off with the autopilot not in the correct setting (I think it defaults to HDG).If I select V2 in the IAS/MACH display, at what point do you start commanding the autopilot to accelerate to 250 knots below 10,000? I don't understand when you start making manual changes to the autopilot's commanded speed.

Thanks for the replies. To follow-up a couple of points:1. I am not convinced that you should need to select reverse thrust to get the autobrakes to work. I actually just tried another RTO and this time the autobrakes engaged, so maybe it was a glitch before (just as well it's not a real aircraft, eh?).2. Flaps. The aircraft's flap setting matches what is programmed in the FMC (i.e. Flaps 5). So this should not be the reason why the FMC does not provide the correct climb-out performance data for the FD. However, this point raises another question: how do I know which flap setting I need for any particular departure? Where do I source this information?I do not agree that you should need to take-off without the FD engaged to overcome the speed decay problem (although I accept that not using the FD is one possibility). To clarify: my question relates specifically to operations using the FD and FMC, so if someone can explain why following the FD after take-off leads to a speed decay, I would still be grateful to hear it. Something is not right here.One additional question I have: at what altitude should I engage LNAV?3. Fine. But does this not mean that the aircraft will stop accelerating at V2?4. Thanks-I will try that!5. Thanks.Nick

HelloI am wondering if some kind person can help me with a few 'teething' problems I'm having with the PMDG 737-800.1) Rejected take-offs: they don't happen! With the autobrakes set to RTO, if I knock out the A/T and bring the thrust levers to idle on the take-off roll (yes, above eighty knots), the aircraft does not perform an RTO. Have I not configured something correctly here? Why does the RTO function not work?2) I have loaded a route into the FMC from FS Build. I have programmed the aircraft weight, V speeds etc. correctly. I spool up the engines manually to 40%, then I select TOGA thrust. So far, so good. But when I rotate the aircraft and follow the FD, the speed starts to decay. This is, obviously, extremely dangerous (in real life, at least), so I imagine that I must have overlooked something fundamental / overlooked an FMC setting if this happens?3) On a similar note, what speed should I select in the IAS/MACH box on the MCP before take-off? Is it the V2 speed? Is it 250 knots? Let's assume there are no restrictions for the sake of argument. What do you guys recommend? Again, looking for a smooth acceleration.4) How do I know which departure profile to select from FS Build without having the plates to hand and 'knowing' which ones are used for which routes? Does anyone have any tips here?5) I understand there is a good tutorial for this aircraft by Tim (?). Can anyone direct me to this?In summary, my main problem is managing a smooth climb-out with appropriate acceleration. Probably something that takes the professionals a LOT of time to practise, and here I am asking for quick solutions :) Thank you so much for your help.Best wishesNick

As I said, the HDG SELECT button does not engage when I engage the auto-pilot.As I also said, I am not using the FMC. It is not (and should not be) programmed for touch-and-goes. They are visual circuits.Nick

I've just flown a couple of touch-and-go circuits in the PMDG 737-800.When I engage the autopilot after take-off following a touch-and-go, the aircraft bank steeply and pitches down dangerously to the point that I need to disengage the autopilot to re-gain manual control. This happens several times. The heading bug and course indicator are set to the runway heading; the FMC is not programmed; the auto-throttle is disengaged. I see nothing programmed in the MCP that would cause the aircraft to behave like this. In addition, when the auto-pilot is re-engaged, it is not possible to activate the heading selector in the way you can after a 'standard' take-off.Does anyone know why it does this? Is it perhaps because you cannot perform touch-and-gos in the PMDG 737 (surely not!)?Thanks for your help.Nick

HelloI've recently bought the PMDG 737NG and I love the aircraft. I can't believe I've waited so long to buy it.I wonder if some kind soul could answer a couple of questions. These relate to differences I've noticed from the standard B737 in FS2004. Please, please keep this non-technical: I am new to this.1) When I intercept the ILS (both localiser and glideslope), I notice that the APP light goes out. Is that normal? I can see that G/S and LOC appear on the flight displays. Again, this is different from the standard 737 where the APP light remains on until you de-select it. Consequently, on final approach with auto-pilot engaged, I only have the IAS/SPEED light, auto-throttle, Flight Director and COMMAND 1 lights green. Is that normal? (Incidentally, the aircraft is so much better at intercepting the localiser than the standard 737!). 2) If you use the LEVEL CHANGE function on the autopilot, where is the rate of descent indicated? For that matter, I cannot see the ROD even when in V/S other than that programmed on the MCP. Is it displayed elsewhere? What is the difference between hitting LVL CHANGE and changing altitude in V/S? Is it just the speed protection? 3) I cannot deploy the speed-brakes - the lever will not move. I can, however, arm them. Why is this? 4) There is no WINGS LEVEL button on the MCP. Is there one? 4) Is there a way to connect the A/P to the GPS navigation so that it follows a standard FS2004 Flight Plan? (The equivalent of the NAV/GPS switch on the standard 737 MCP). I am not yet at the stage of using the FMC so I just want a simple way to track a GPS course. Is this possible? 5) Is there a way to display the GPS unit on the flight deck? Sorry if that's a stupid question: I am fully aware that the navigation equipment is more sophisticated on the PMDG 737. Thanks for your help!Nick

Oh dear. I installed them the other way around. How should I correct this? Should I simply re-install them in the correct order? I see no option to un-install them. Thanks for the links to the updates - will check that out. I know this may be the wrong forum for this question, but I am having difficult operating the switches on the overhead panel. Left-clicking only opens the switch guard; it does not operate the switch. Consequently, I cannot follow the start-up procedures and start the damn engines! I did a search and it said right-clicking usually opens the guard. This is not the case for me. Any ideas? My other question is: are these the official PMDG tutorials that I have seen people write about? For the 737, I see a manual, not a tutorial. Is it the same thing? ThanksNick