ALF1

If you really want to enjoy hand flying this machine, you could practice in less complex airplanes and learn the four fundamentals of flight in those, then practice on the 737. When you feel you are ready, turn off the autothrottle and the Flight Directors. Learn to fly straight and level adjusting your power to maintain airspeed within 10 knots, and try an airspeed like 210 KIAS first. Then practice constant rate of descent or climb with an appropriate N1 power setting at a constant airspeed. Then practice the turns with different degrees of bank and master 10 or 20 degrees first, then 30. When you got those techniques mastered you can try a visual approach and then some instrument flying !!! Stabilize all your maneuvers with trim, just getting the hang of that is a ton of work at first.

This is one of those cases where I would suspect of corrupted files. If everything else works in the sim, airplanes snd such, I would then do a clean re install of the 737. I am not a mod, but I might as well remind you that full names first and last are required in the forum.

Now you are not making any sense at all. My God, as pilots we have to be straight forward in answering simple questions, the aviation world would not forgive otherwise....

You are still not answering the question. We all want to know if you were finally able to identify and fix your problem.

If you are trimming then you could not engage CMD B either.

I love my GoFlight yoke, it is sturdy and feels like the real thing holding it. The mivement of course is an unrealistic fly by wire.

Verify no system failures in system A. Can you alternate the master FD between the captain's and FO's ? You should be able to engage either command A or B and the master will switch over to the engaged system. Are you getting any FD indications on the captains's side regardless of autopilot engagement ? If you are, it is most likely a hydraulic system failure that you will have to fix from the CDU. Edited: I saw the image you posted, you definitely have an active captain's FD, so your failure to engage the system A cmd is a failure the autopilot is broken. You have to check for failures in the CDU and fix it.

The radar altimeter warning I hear only when I have not lowered gear and flaps. I am not a pro in the 737NG and am not sure if that is the way it is supposed to be. Good question I will dig into it. I meant to say callout not warning, I like it better than 2500

It is very hard to have the TQ-6 to render absolute ground N1 idle fast when you need it which is essential to deploy the reversers. You have to calibrate exactly--very hard to do. So I end up chopping the power with a button from FSX in the yoke, so I can reverse thrust.

LNAV track yes. HDG SEL no. So after takeoff if you have HDG SEL and follow it and you have a crosswind you wil lbe blown off the runway extension centerline. For LNAV, use the Flght Path Vector FPV to see where that heading is taking you down the road considering the wind.

Cross check your FD commands with the HUD. Birdie in the cage is much more precise. The FD will remain incredibly centered. At any rate you can use the HUD of the HGS to help you clear doubts.

Got it thanks !!

You mean to tell me that the Collins MCP does not IDENT the Localizer data in the upper left of the PFD ?

I have never used FSUIPC, never had a need for it and never had any problems that many report with FSUIPC as the culprit. Why use it at all with PMDG ? That is a serious question, what is there to be gained ?

May be only for the American WAAS and not the European SBAS ?

I would be remiss if I did not clarify that in that instance the failure of ASN was most likely a simconnect failure linked to windows. The computer had been going to sleep on and off before I initiated. Otherwise ASN on its own is very friendly and I have not had any problems with it.

No, dont recall that but I was climbing out of KLAX to KSFO via RZS and the airplane was slow to climb with low airspeed fully cleaned up so I never tried the approach to landing attitude.

Dont forget to check the weather also. I had that behavior with ASN out on me.

Hmm, and you are sure that there are no failures (check in the CDU) That is very odd. Let me look in mine and come back. And dont forget to edit your signature.

As mentioned, you need to engage CWS if you want to handfly either roll mode or pitch mode with AP on. Given that you recently had your AP broken because you applied too much force, it does not want to get broken again ! LOL ! Just kidding. Apply gentle force on the yoke while on CMD A or B, the AP should trip over to CWS R or CWS P depending on whether you applied roll force or pitch force. Just as in real aircraft if you were recovering from an unusual attitude, try not to apply both at the same time and if you apply too much you will break the AP again. CWS will hold the roll or pitch input on the yoke for you. Pregty neat eh ?

Hello Robert, what Dan means is best done by adding your full real name under which you bought your PMDG aircraft. Forum rules. Best done by editing your signature and it will appear automaticaly on every post. Glad you solved your problem--yes, you broke the autopilot !

Thanks !! Yes all buttons can be moved fast with the mouse wheel, the transponder on quickly too. The one thing you have to remember is that your mouse zoom with EzDok must be off.

Make sure your PERF INI page is complete and your A/T is on. However do fly the tutorials as advised.

You need to have a roll mode and pitch mode active with the FD on and the airplane in trim for the autopilot to engage. Roll mode can be HDGSEL instead of LNAV. Pitch mode can be either V/S, LVLCHG, or VNAV. You need to engage those first I read through the thread and could not verify if you are satisfying this requirement unless I missed something. To select VNAV and LNAV is already mentioned what you have to do in the FMC.

What is more is you really need to get the MCP down pat if you want to enjoy the airplane to the fullest. Understanding the AFDS in full is challenging but thereafter prepare for lots of fun like the pros.