photons

I set my panel and VC at 80% as this is the more realistic from a 737 pilot's prospective, but it is less practical. I've flown in the 737ng as a passenger on at least 90 occasions or 30 flights per year on the 738, and find that the wing view is more closer to the real thing when at 80% or more. The reality is the 737NG cockpit is rather small (claustrophobic even) but well designed and laid out, and the yoke of a similar size to the saitek pro yoke. Would be nice to here from some real NG operators out there as to how to set up the NGX as close to the real thing as possible.

I'll consider that first and then consider FSUIPC. Agreed, as far as I know everything is current on the NG and you quickly become accustomed to the flows as PF and what to respond to in the checklists. Fantastic during takeoff and landing since things like flaps, gears, radios and lights are a nightmare when trying to fly the aircraft on the director. Nice to call flaps, gears and have someone next to you making the flight that but more important. It's not a bad price but lately after the gradual purchase of many airport scenery, utility addons, not to mention saitek products and a new 32 inch 1080p monitor. 32 USD for me at the moment is very expensive and it is a shame that I am forced to purchase something that shouldn't be affecting the NGX.

Is there an alternative fix to the NGX autopilot v weather autopilot problem other than purchasing the expensive FSUIPC addon? I have paid for both the NGX/FS2CREW and REX essential and don't think it is fair or reasonable to spend more on a problem that should not be occurring with the NGX. Yesterday's short 1 hour flight was unbearable from takeoff to landing with uncommanded yaw from the ailerons here and there all the way from climb to descent and landing, eventually I had to switch off FSX before my flight made sim news.

Finally found it. Under your fsx settigs how is your weather set?

Thanks for that. I've updated the FSX.cfg and changed the cloud resolution, etc but I am still unable to find your profile in REX. I did find DANNY but not DANNY I REALISTIC and applied it to my configuration but the clouds are still very different to your own.

Please could you tell me what clouds you had set ad which version of REX you are using. I can never get a perfect overcast in REX and in the 2.0 version my atmosphere disappears to default above 35,000 feet.

I had a similar problem due to having 2 sounds cards that diverted sounds to both my monitor and headphones. Call bell, parking brake and other flight deck sounds were also not audible through my headphones. To resolve this problem you must change your 737ngx sound source in the menu/pmdg options of the cdu under sounds, or sounds options section of the CDU. By selecting your sound card or by messing around with the sound settings your may be able to divert all your 737ngx sounds to your current sound card. if this doesn't work then consider disabling one of your unused sound cards.

FS2 crew is fantastic for the NGX, just bought yesterday.

On the legs page it should show 2500 A and not 4000 ft if what the chart is telling you. If the numbers are in capital then the route has either been modified by the FMC or by yourself. If it shows 4000 in non captials then there are no altitude restrictions and the aircraft is climbing according to your econ performance climb settings. As already mentioned you can modify this according to what the plate is asking you to do, so just line select /2500A on the right side of the leg in question. The legs are modifiable and you can easily create a SID by hand from what the chart is telling you.

Reset MCP altitude below current and re press VNAV to tell the FMC to decend back on Vspeed or Vpath. Works for me.

8 NM is not the same as 8 DME in your waypoints. If your SID chart has a name for that waypoint then draw a fix round that DME identifier of 8 NM (fix page in your CDU) and check that the dotted ring passes through that waypoint. The same method can be applied if your SID asks you to make a turn at a DME point without a waypoint, this ensures you can check for mistakes before you become aware of it in the air. Sometimes your FMC calculates a turn just before the DME, this is to account for the performance of the aircraft, same applies for fly over waypoints. Flightcrew in real life check for discrepancies in the SID/STAR page before departure and to ensure the legs/speed/altitude restrictions match what is on the current chart and to check for changes. The SID STAR can be modified just like your flightplan, you can delete/modify altitude constraints or overfly them on the MCP (altitude intervene whilst on legs page) if ATC or you give clearance to climb. Use navigraph whenver possible for the NGX, you can purchase an FMC cycle software update and full airport charts. Fortunately the navigraph FMC data matches what is on their charts, but may not necessarily apply to real world charts.

Whenever there are any altitude constraints in your flights plan during descent the FMC will calculate a path descent, if there no altitude constraints then the FMC uses speed descent. Basically FMC path descent uses pitch and no speed control, whilst descent speed uses thrust like level change but no pitch control. You can delete any altitude constraints in your descent to continue descending past your altitude constaints. If ATC asks you to hold at an altitude before your altitude constraint then there is a chance you could over shoot your alttude constraint and will get a CDU msg 'unable to reach next altitude constraint' or something like that. The FMC will try to increase the descent rate but sometimes that overshoot becomes inevitable, check your decent deviation bar and check how high you are according to the altitude your aircraft is suppose to be at (descent page). To resolve this you could remove waypoints to make your route shorter, this is often requested by real crew to resolve this sort of problem. Or you could use level change, descent with speed brakes and watch your deviation bar centre. If this doesn't sort the problem out then consider holding at a waypoint in your flightplan before or after your altitude constraint or in any circumstances to resolve a too high decent.

I am still learning, although I've learnt a hell of a lot in the past 6 months with information I already had on the 737 since 2009. Mainly though CBT's intended to train cadets into 737NG type ratings.

You can't engage LNAV if you are 3nm outside the active route. You can intercept your route by using heading select initially by selecting a heading within 90 degrees of the path. Within 3nm of your path you can then select vnav and the aircraft will begin to re intercept the route. If you are heading towards your route at an angle more than 90 degrees and within 3 nm of the route, vnav will not engage untill you are within the 90 degrees. This is why you need to study the 737NG, be it CBT, manuals or videos before you begin to take it into the air. Recommended 3 weeks of study at least and it will be worth it in the end.

I use a CBT 737NG boeing training software previously used for type rating training, also includes FMC programing etc. A few years out of date but it much simpler to follow than AOT videos and actually allows you to input data, switch buttons and absolutely anything to show the whole operation in easy to follow simple no nonsense format. It has tought me evething I need to know, especially the FMC how to input waypoints that don't exist, how to fly to an alternate, some thing I already knew, and speed decent/path descent. etc, etc, etc. What's great is that I am able to simulate failures, errors, use standby switches etc to check their effectiveness.