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Are the F/D both on? Does LNAV engage? Does it say anything on the FMC scratchpad when you try to engage VNAV? Is the LEGS page filled out on the vertical profile area? I.E. speed/Vertical height? Is the PERF INT page filled out correctly with all boxes filled in? Is there a cruise alt inserted in the VNAV cruise page of the FMC?

VNAV is what it reads from the programmed FMC, do you have any inputs in the FMC in terms of waypoints and performance figures insterted?

She's Released ! 75 USD with 60% off for existing customers.

Main screen just changed, were so close!

well its back up on the store, but out of my budget still the description has changed though

why so condescending buddy? I don't follow what he says Farlis, hence the question mark at the end. 🤪 Please take it EASY mate. life's not all about being smart after answering a question, I don't follow every forum , maybe you do but I don't.😝

17:00Z i assume?

Try it on the 737, you'll run for them

trust me, you're 100% correct i made sure before i got typed on the 737, i treated myself to some bose pro flight for noise cancelling , otherwise its too word not allowed loud with the electrics and rattling glare shield. 😂

Hi , Real world 737-8 pilot here. Vnav is great when it works well IRL, which most of the time it does. However, ATC may ask us to climb or descend early in which case there are several modes we could use, in the climb or decent a simple click of vnav alt near the ALT selector knob with vnav engaged will climb/decend the aircraft in VNAV. if you want to step down a level you could use LVL change, where it will then pitch for speed and climb at the commanded speed. V/S is also another shout but we refrain from using that as it is speed unprotected and not monitoring the aircraft during this mode is a big risk. If your cleared for an approach, it is then your responsibility to following altitude constraints- so what i like to do is around 2nm before the next waypoint constriction ill change the MCP altitude knob to that restriction to keep the aircraft descending in VNAV PATH- if we don't do this the aircraft will level off to what's on the MCP and go into VNAV alt in which case you know need to do something to bring it back on its optimal decent profile. several ways to this - stay in vnav- and open the speed intervene window and increase speed, similar to level change, or go level change or V/S. Now to your question-There comes a point the aircraft will go into approach logic during the decent and you'll see decel points on your N/D as long as you stay in vnav pth its telling the aircraft right i need to slow down at this point even more and should do automatically provided you are on the correct path and full use of automatics are engaged, now below the UP speed if you don't do deploy flaps it will just hold you at that speed until flaps are taken, and from there youll take your stages of flaps as you need and the speed will be commanded for that flap setting until you reach your landing flap and speed should then be at VREF automatically. In the real world i normally use VNAV to help with the path but ATC may radar vector you off, leave you high ETC.. so then its up to us to bring it back to its optimal path with the virous ways I've mentioned above. most of the time of drop it to level change and V/S to get CDA approach done at the latter stages when on an ILS. RNP is a different case totally. Everyone has their own way of flying- some people make it more complicated with constantly faffing and using different modes and not understanding what the aircraft is doing. I hope this makes sense, any other question let me know ill me more than happy to help.

i've just pulled my plates up. You are correct with the FAF distance and platform altitude. I presume the a/c has all been setup correctly in the fmc?. also set 600ft 2nm before the faf and see what it does and report back? does it stay in path or revert to Alt.

Hi mate, real world 737ng pilot here, on a rnav approach going into vnav alt isnt what you want, the aircraft always has to stay on path otherwise your workload increases 10 fold. It,s all got to do with your MCP and forcing the A/C to level off when you've got further decent to go. Now what i think your doing is setting 1000ft and leaving it when crossing the FAF hence it'll go vnav alt right away.. just before the FAF you'll set your MCP altitude rounded up to minimums e.g. set 600 ft on the MCP. if your minimums is 580 or so or 400 ft if your minimums are 390ft. That should in theory keep the A/C descending in VNAV path, then where you're around 300ft below MAA set your missed approach altitude in your mcp and your A/C will continue descending in vnav path

I just sold my TrackIR5 pro with a modded wireless tracker I'd made with a little battery inside and charged via and USB to AUX cable. Perfect as it was connected to my wireless headsets and the modded track clip pro snapped onto the side of the headphones.

That is 150% OCD as everyone double checks, i certainly do over and over lol

Hi Team, I've been flying the PMDG products for over 12 years now stemming from fs2004, just like to say thank you for the products you have released and because of the in depth learning I'm glad to say I'm a real world pilot on the 737NG. Honestly anyone inspiring to become a pilot, sim fly as much as you can as it: -Increases your capacity 10 fold - during a type rating you could really stand out. -R/T calls in real life are similar if not exactly the same as real world procurers if flying on vatsim for example I'd like to give back in my own time as a thank you for over the years , Does anyone know if PMDG are accepting BETA testers at the current time?.