PMDG's 737-800/900

[ChrisM]

If anyone has this package, post your comments here!  I am thinking of purchasing it and would like to know whether it's any good.  

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Oh by the way my appologies for posting the A340 pro question twice. Thank's for your replies though.

Kindest regarts
Chris

[Nexus]

The best modern Boeing airliner you can get, and quite advanced compared to PSS Airbus.

I'll be ready when you start bombarding the forums with "how to" questions  ;D

[asda_price]

Yes, the PMDG 737 Series is excellent and very detailed; it also has free livery downloads on its website.  :)

The thing that impresses me most about the 737 NG/800-900 though is fully-functional FMS, which is able to control the plane from start-up to landing!

Rob.

[ChrisM]

Actually, I already do have a 'how to' question you may able to answer regarding the 600/700.

During decent the plane gets to around 10000 feet (not exactly 10000 but close enough) and from then on it only decends at 100 or 200 fpm until just before final, then it dives down at 6000-7000fpm.  I haven't set any speed/altitude restrictions after 10000/240knots.

Am I doing something wrong?

[jrpilot]

are you decending with VNAV or Level Change...

[ChrisM]

VNAV...

[Nexus]

It is completely normal for the aircraft to level out at around 10.000ft, so it can let the airspeed bleed off.
But after that the 737 is able to descend in a more steeper rate. Which is happening to you...though it seems like you have a very werid descent profile?

But it  sounds like the aircraft is trying to maintain the path (vertical profile) hence it performs a violent dive.
Are you sure the Arrival procedures doesn't have any pre-programmed restrictions in them?

For your info; I always turn vnav off after 10.000ft and stick with vertical speed  :)

[jrpilot]

[quote]
For your info; I always turn vnav off after 10.000ft and stick with vertical speed

[Nexus]

Yes, why use VNAV when you'll get vectored off the programmed FMC course?
And it's not desired to fiddle with the FMC at busy controll zones, as a pilot you should be "heads up" ie controlling the AP with the MCP instead

[ChrisM]

Thanks guys for your replies
I'm pretty sure there are no constraints with the approach procedure, I have checked legs page and didn't see any for the route.

I was aware that the plane would need to bleed off speed at 10000, acually i thought is was just that too but after reaching 240KIAS it dosen't resume the decent at all. :-/

Anyway I'll try your technique Nexus and switch VNAV of after 10000

[jrpilot]

I just flew a flight and I also experienced a VNAV that was at one minute saying I was 1200 feet hight on the profile and then 5 secs later I was 2500 feet to low...I am going to re-install


also I was flying and the nose of the arcraft would swing rapidly left or right

[Gary R.]

I have the 600/700 version of the PMDG 737.  I really only use VNAV on climb and cruise and on descent and approach I manage my altitude myself.  On an IFR flight plan its difficult to let the FMC do everything in the first place due to all the vectoring.  I spend a lot of flight guiding the plane on heading hold because it is so much hassle to open the FMC and modify the route.  And, it isn't all that un-realistic to fly with a combo of FMC guidance and hand autopilot guidance.  Capt. Les Abend of AA, a contributing writer to "Flying" has on numerous occasions mentioned that he intervenes in the normal all auto flight management of the 757/767's that he flies.  He has even mentioned that when conditions are cavu he is fond of pressing the disconnect bar and taking hold of that "archaic" instrument known as the control yoke and hand flying from final approach fix all the way to the runway.  Me, I do a lot of 70's airliner flying with the F1 DC-9, the OM Wings L-1011, the Lonny Payne IP 727, and George Carty's 707.  I have them set up with Civa INS and its really a mix of technical operation and old fashioned seat of the pants flying that is particularly fun to simulate, especially cat 3 landings with nothing more than an analogue HSI.