PMDG 737NGX | 737NGXu

after TO my flaps come up by themselvesfirst I thought it was my Quadrant Lever being upbut I tested with lever @ 5 position and still doing it (more than average of times)is this NGX setup somwhere?I've got LINDA installed but not loaded (got my definitions in FSUIPC)but my MCPcombo EFIS MCP etc work nonethelessso there's an 'autoload' LINDA somewhereanywhere I can switch off this phantom co-pilot?

Doesn't the VOR auto tune to the nearest available signal like on the 747?

where can i get Hotfix 4?

Guys, over the last few flights my CDU is dumping all of its data after input. I then have to input all of the data again. The LDS 767 used to do this before an SP. Anyone else having this problem?

Having spent several hours in the Baby Boeing, I wanted to share some thoughts......... She's a robusto not a panatella! We've gotten so used to the -700s and up, that the 600 comes as a bit of a shock! I remember 737s looking only this way for a couple of decades, but she's unusual enough these days, for a second look. That tall filleted tail, looks dis-proportionally large, perched atop her stubby cigar fuselage. The modern CFM's look a bit out of sorts- don't long slender cylindrical tubular engines belong beneath these wings? Still, in many ways, she's the initial NG- that combination of old world slide-rule aerodynamics, and (mostly) modern avionics- that all…

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Hi, I was flying a multiple segment final approach to VTSP Vordme Rwy 27, and I can see in the database in access that there are 2 segments prior to the MAP that have the GPA vertical angle. However, when the procedure is loaded, only one GPA to the E/D at the MAP is shown. When on VNAV PATH, the acft behaved as it should with only one GPA in that it only observes the last segment to the E/D. Naturally I was flying a constant descent procedure and I think the FMS should accept multiple GPAs. I did not meddle with the procedure after loading it. Any clues? ... thanksRaymond

Hello, Sorry My English. The SAITEK problem will be solved? "The only major outstanding item that I would consider to be problematic is the method we are using to interface with the Saitek rudder hardware". And the problem of IvAp? "The PMDG 737NGX is fully compatible with FSUIPC except thatwe recommend that you do not calibrate ..........We continue to explore ways to make the PMDG 737NGX interact moresmoothly with FSUIPC and we’ll make those changes available as theyare finalized. Both FSUIPC and the PMDG 737NGX are trying toaccomplish the same goals and following the above recommendationsshould keep you out of trouble"the best beta testers are users. Ticiana

Hi There, Still getting the hang of this aircraft so hoping someone might be able to help out. I've been flying the 737 NGX series for a couple of weeks now and after following the tutorials and much research I feel that I have takeoff procedures mostly down pat. I encountered a strange problem when attempting to takeoff with the 900 from Kennedy airport; for some reason the LNAV did not want to arm, VNAV was fine. I thought nothing off it and proceeded to taxi to the runway and after being cleared for takeoff I still couldn't arm the LNAV, I then decided to start the takeoff roll without it until airborne. After initiating TO/GA at 70% N1 the annunciator changed to N1 an…

When selecting the external view is sometimes like the image attached.It was interesting to find out the detail of the pilots when not selected.

I Have been reading online that there may be problems getting the flaps and spoilers on the GF-TQ6 throttle quad to work with NGX....anyone experiance this?? is it not just a matter of downloading the go flight config update ?? or using fsx assignments? any help would be most helpful as dont wont to folk out a lot money for somthing thats going to give me headaces! regards Mr Joe Broadman

As Ive now completed a round the world trip in my NGX - I decided to play about with the falure module to practice some emergencies and Non-Normal ops. I set it up to give me an engine 2 cut at VR - with a fire on engine 2 seconds later. Well that was interesting to say the least! Really showed how it be great to have that SDK now, and have something like FS2CREW to be able to get various commands done as your FO! Anyhow, having managed to run through the QRH and be in some form of stable climb in preperation to return to the field for landing - I next get a Low Pressure and overheat warning on my B hydraulics. It appears its leaking! QRH out again and wow that really add…

Just a question, what was your first failure and how many hours of flight into one of the NGX's. with service based failures on. :-) //Jakob

OK (Thanks for the answers on the previous posts. I am getting ready to fly a LevelD NGX full motion simulator in 2 weeks and want to be as prepared as possible).I noticed (long ago) the 737 takes a long time to slow down. PDMG says it is a slippery aircarf - I agree.But I did some testing.At 5000' level with 15,000 lbs fuel 125,000 lbs ZF weight. It took 2 minutes and 2 secs to slow down from 250 kts to 200 kts. Then I started a 1200 fpm decent to 3000 ft and was at 260 kts at 3000 ft. This all was done with no flaps or speed brakes. Does this seem too excessive? I will verify these times on the full motion simulator - but what do you think? Oh one more thing. why…

I am using my laptop and I have a monitor that is connected to it for extended view, is there any way I can be able to move the overhead to an external view in the monitor. It is taking way to much time switching between views.

I have been using Saitek rudder pedals with the NGX since release and without issue. As it appears some are having problems here is how mine are setup. All axis are removed from fsx controls and that goes for my stick and throttle also. Each axis is then mapped through a registered version of FSUIPC. The rudder itself: The brake pedals (this for the right, same sequence for left): No issues with braking or autobrake release.

Hi,While searching through repaints provided by PMDG, I found some great ones, but I would for example love to have 737NGX in AMC Airlines livery, as they own B738 NG. I looked for this livery at some forums but I did not find anything satysfying. Here comes my question. Is there any chance of someone making this repaint in upcoming days? Or maybe you know where to get one? I would highly appreciate your help in solving my problem. Hope to hear from you soon.

I've seen this 3-4 times now...I shut down the APU by selecting OFF on the APU switch, then go about other business. Several minutes later, I come back to the overhead panel, and with the APU switch in OFF the APU GEN OFF BUS lights are illuminated and the APU EGT still indicates running temp. In each instance, if I cycle the APU switch OFF-ON-OFF, the APU GEN OFF BUS lights then go out immediately and the APU shuts down.

Hi ALl I used to tap my CH rudders twice to disconnect the auto brakes upon landing but now I have brakes functionality still but the auto-brakes no longer disconnect, I have not changed anything so not sure whats going on here, anybody come across this

Recently, I was on a flight from TNCM to MYBS. While flying along, enjoying the scenery, for no reason my landing gear deployed at 38,000 feet. By the time I was able to recover the resulting stall/spin, I was at 22,000 feet. (Okay, I was watching a movie at the time and the gear deployed while I wasn't watching the plane)Another time I was on a flight from KMIA to TXKF and the LNAV, RNAV, and A/P disconnected for no reason.Also, when I was flying from KJAX to TNCM, the airplane started rolling gently back and forth for no reason. The PFD showed no deviation.I have witnessed my landing lights turning on/off while the switches are in the off positiion.This only happen…

Just curious if this is a statistically correct amount of failures for this aircraft as long as the pilot treats the aircraft properlly. So that would mean that the engine would almost never quit and there would be more nuissance type failures. Is there fairly good reliability if one use the maintenece button before every flight. I for one notice 1-2 failures active starting every flight. One is allways the brakes! I think this is a bug. Also on a takeoff out of KSNA I had a pressurization issue. Seems so far there may be many more failures than statistical as I have a failure on almost every flight however all but 1 have been on the ground at initialization of the aircr…

This was mentioned in the general thread(by op mr speaker not me who found this) and wanted to post it here, since it mite be missed. Since it has worked for me it doubled my fps by using this download from orbox. Tried this at ymml was getting around only about 11 to 13 on the ground now getting now around the 21fps http://www.orbxsyste...ouble-your-fps/

Not that it matters too much. Because it might be seen as a gimmick and detracts from the important process of flying. But with the old PMDG NG you could walk through the cabin using Active cam or Walk and follow. Also the F1 mouse module. Is it still possible to do this? Julian

Hey! I just got a new computer, installed ngx and something is for the first time wrong! Does the latest downloads have all of the hot fixes in them? I change all of the settings they way i want but it always resets it when i restart fsx! I just did fresh install of ngx, entered the game, set c&d as default start up. restarted fsx and everything changed back :( Can't install liveries as well, program hangs it self. Please help. Regards, Rome.PS. The PC is up to date, FSX running with SP1 and 2. Windows 7 64 bit.

I have installed Hotfix 4, and I believe I have read somewhere that this will result in the NGX being more slippery/hard to slow down than before. I'm assuming that was done for the sake of realism, but I have noticed on two flights recently that I am having a very hard time keeping the speed in check during final approach, so much so that I am busting flaps speed limitations.I was on approach to KPHL runway 9, and had slowed to 170kts & flaps 5 at the FAF. I started the descent on the glideslope and at the point where I usually drop the gear/flaps 15 at 2000ft AGL, the speed had accelerated to about 180-190kts, and steadily increasing by the second. Hoping to k…