Peter de Bruin

These tutorial video's by skysurfer007 of the 737NGX are available, very good content and for free .... if that's what you are looking for.

The new HOT fix didn't catch the problem yet. Flying difficult aproaches like Insbruck ( LOWI ) are impossible without relaible NDB info. It seems like it is dampened when arriving at the NDB now but it is still useless while moving some 30 degrees in both directions randomly....!

Just tried the NADP procedure in terms of the NADP2 flight profile - That is till 800ft Take off trust +20 then up to 3000 Agl Climb trust in order to accelerate to flaps up speed while retracting the flaps and then hit flight change, BOOM ! The FMC was programmed at 4000ft - 220 knts to try this as first waypoint of the SID. I got what I wanted all the time and the big thing is that speed came up in the selector display and could be changed for the next step at the first waypoint while AT trust performed as expected. One thing, you must have the trust/confidence to pitch up all the time in order to keep the speed of the aircraft within limits until you reach the first waypoint as programmed in speed/height in the FMC...trust is then reduced while leveling of. You even get a warning signal some 750ft before the 4000ft to level-off. What a great way to fly. Didn't know it worked this way and am glad with this exciting take-off. Thanks Matt you made my day

Thanks for your input and guidance for how to do things better - I will give it a try accoording to NADP describtions found on www.b737mrg.net. Have been using SPEED for ever - climbing above 3000ft while cleaning up flaps and selecting 220knts with the speed knob. It made life so easy while leveling off at 4000ft preparing for the next step.. Seems it's a bad habit from what I read in your post Spin737 - and to be honest never thought about the noice procedures but the describtions are easy enough for me to follow. Thanks again.

What is the idea you ask about flying the SID /EDDM 08R - Tulsi this way ( LNAV/VNAV and CMD = OFF ) Answer is to be relieved from the speed task. It gives me the freedom to do the turns and height differences fully concentrated while the aircraft remains at a requested speed. And above all in turns I would like to have some extra power when raising the nose due to loss of lift and get this without failure if AT at MCP commanded speed is engaged .. at least this is how it worked in the other Boeings like Level-D and the PMDG737-700 (fs9). For now I have my hands full in manoeuvring within the given boundaries of a SID or STAR and also to get a good feeling of the behaviour of this new bird before stepping into a more complex environments, trust you understand my point.And why not having then Vnav engaged without the CMD engaged has been asked. Well, I would like to do one step at the time as I do not understand the way PMDG implemented VNAV in this plane. It seems although CMD is OFF the speed and heights are taken from the FMC and the aircraft is acting upon those parameters through the AT trust... ! ( While VNAV/LNAV and CMD are OFF ! ) Not the way I use to in Level-D and earlier 737-600/700 from PMDG. With those aircrafts I got LNAV/VNAV indications in the PFD which I could follow with my MCP selected speed by just pressing the SPEED knob after take-off .That's the way how I would like to see it in the NGX also. But with this new bird it seems to me some actions are taken over despite the CMD is not engaged. So, in short I would like to practise turns and heights without interference but with the help of AutoTrottle like I use to have in older Boeing versions on the market. On the other hand I am open to hear differently if that old stuff was not the way it is today in more advanced simulations like this NGX.

Thanks for the respons Scott but in my case the TO mode N1 remains although I get some reduced trust from 98 to 92 percent at around 3000ft. If I would like to go into AT / MCP selected speed at say 4000ft by pressing the speed button it doesn’t work. However I found this evening that unselecting N1 ( by pressing this N1 knob which has a green light which turns into black ), then pressing fletch and quickly pressing the speed knob will command MCP selected speed mode. ( speed knob goes green / at PFD got mcp select message instead of TO) This all while the AT switch remains ON. Better be quick after FLCH as otherwise we get full trust when flight change mode come in. So as I do not want to dwell to much away from my original question I would like to repeat why does MCP selected speed does not activate when the speed knob is pressed after take-off at reasonable height. Having in mind older PMDG737 and 747 (fs9) but also Level-D 767 (fsx) and PIC737 (fsx) the method works.

As suggested changed the Setting AT override from "NEVER" to “Hold/Arm” and did the take-off as described earlier. It didn’t make any difference – I am able to move the levers back to say 60 percent indicated by a blue line at the 4000 ft level off height but AT remains activated at N1. Also pressing the Speed knob, it doesn’t become engaged. The N1 light remains ON and we fly way out of speed limits soon if I do not flick the AT switch to OFF and take over trust by hand. Engaging AT into speed mode with speed bug at 220 is still impossible although we fly at a certain moment 220 at 4000 by hand !

My Acceleration Height is 1500ft in the FMC take-off page and have AT override by levers “”NEVER”” in the FMC state selected for your info. Also did not select VNAV or LNAV while departing and CMD is OFF as well. The FMC is programmed with the SID with realistic speeds and heights like 220/7000ft for reference in the Navigational Display. Take-off mode engaged during the roll and we depart at V2 with indication ARM ( white ) which went to Green N1 and TO/GA in PFD when selecting TO during the roll. Got a THR Hold indication after 80 knts and TO/GA remains green. Rotation with 99 percent N1 – 147knts from EDDM elevation height 1500ft / rw08R for LOWI via TULS9Q SID - at some point during climb out the N1 green indicator disappeared and got a white arm indication instead - Then engines go from 99 to 93 percent while N1 green comes up again while we climb out at some 170 knts - 3000ft/min. As I do not want to climb higher then 7000ft, would like to level out by pressing SPEED / did meanwhile increase the window from 162 during take-off into 220 for the SID waypoints to Tulsi via Munich VOR. . Its then that I want but do not get SPEED activated ! My second action then involves flicking AT off and ON again hoping to activate SPEED ( kind of reset was my first thought ) but this does not work either ! The Speed knob remains black.... My third option which remains I guessed is to De-activate AT and drive the levers back to 60 percent by hand in order to get control over the speed increasing while levelling off. – Do not get SPEED to work at all. Maybe this short description helps a bit in finding why SPEED cannot be activated, thanks for all the positive reponsse so far as I found it very comfortable in the earlier PMG737 to use SPEED during the departure flight after the initial climb, especially during those low level SID like the one in the tutorial in the UK.

I would like to fly at least the SID’s by hand instead of LNAV-VNAV/ CMD in order to get more feeling with this new bird. However when I take-off, N1 mode remains in control and drives this bird into overspeed and behind. I made all the necessary arrangements for a normal take off like in the tutorial ( EGKK-EHAM). So we go, roll and engage the TO mode with Flaps 5 selected. The PFD showes in white “armed” and switches then to green “TO armed” mode on the right and “N1” on the left of the PFD display. As I get too fast and to high very soon I would like to pitch over and take trust away by pressing SPEED (selected 220 knts on MCP ) The speed knobs does not react, Oh boy! Let’s try pressing the N1 knob then. The green light disappears but N1 trust remains ! The only thing I am able to do to stop this full force from the engines is flicking the AT switch off and take the levers to say around 60 percent trust and level off. However I would like the help of the AT and engage the AT switch again and press SPEED but NOT a THING. How should I fly by hand after Take-off with the help of the AutoTrottle be done, as I don’t get it. With the old PMDG737-600 (fs9) I could select speed and the AT controlled my speed as selected in the MCP while I took care of height flying through the curves of the SID. Seems I need to learn a few new tricks with NGX? Thanks.

Moving the trotlle should be reflected in the NGX cockpit anyway... if I follow your argument. However it is frozen at 100 percent and sticks there no matter what. Then F1 is functional ( wich represent the trottle function via the keybord ) and high speed abort functions like it should, maximum breaking is automatically applied. In my opinion flicking a switch during high speed abort is not how it should be and in agreement with documentation - and for instance Level-D 767.In a low speed zero to 80knts I agree with you all the way. That's indeed the way how it works. It seems we have 3 items on NGX plate - one is the yoke not reflecting the actual movement of the pilots input, F1 invokes different behavior, and implementation of high speed abort without flicking of a switch first.

sensitivity should be 100 percent too - had similair problem with other aircraft

With RTO selected: - if the takeoff is rejected prior to wheel speed reaching 90 knots autobraking is not initiated, the AUTO BRAKE DISARM light does not illuminate and the RTO autobrake function remains armed. - If the takeoff is rejected after reaching a wheel speed of 90 knots, maximum braking is applied automatically when the forward thrust levers are retarded to IDLE. Just checked the console while pulling the trust levers back at 120 knts and to my suprise the levers in the plane remain frozen at 100 percent. When I move the levers in normal conditions all works well. It seems that when N1 is engaged they are locked to the full trust position. When I use the F1 ( instant cut of power ) on the keyboard Rejected take of works as described above in point 2 - Maximum breaking, Iddle trust without the need to disengage the autotrottle switch.

Tried the rejected take-off between 80knts and V1 without success as the autobrake feature failed. Tried it as follow : started the take-off with stable engines moving up to with brakes on, brakes off - start of roll and engaged the TO mode - saw armed in PFD earlier, pushed the yoke levers all the way up and waited to pass the 80knts maintaining centre line, when passing the 120knts pulled the levers all the way back - auto brake did not come in. Maybe I do something not correct ?

After the reset the system clock and date are somewhere in september 2005.. instead of 2011. Meanwhile deleted all the PMDG files after removal with configuration tool, reboot and did a clean install. Before that I changed the clock and all other settings in the BIOS from default to the right ones like serial interface off and boot sequence, HT off and so on. With the new install activation worked fine. Maybe you are right that the system dat was out of sync and caused the error. Thanks for the info

After clearing my CMOS BIOS by the clear RAM jumper and removing the battery from the P8P67 Asus motherboard I got all defaults loaded and my Ms7 with FSX system back. However when I want to load a PMDG 737NX I got the message to activate the NGX product which to me is odd in the first place. But entered my product key in order to activate the selected 737NGX. This plane loads partialy and the activation message is repeated again. All stock FSX planes and other payware like Level-D and Correnado run fine. Everytime I select the pMDG, the activation question box in order to fill in the product code appears - After a while 10 seconds maybe it comes back with activation succesfull message but after a few seconds the request to activate comes up again This cycle remains untill I select cancel and FSX quits. All other software like Ms-office and FSC or Active SKy runs perfectly.