Hi @FormerSnail5736 ,
Ticket submitted concerning the parking brake.
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Thanks.
Landed in LOWI, set the parking break.
Switched to drone view to watch my brother land behind me. After he landed, went back to my 737. Found it crashed into a building and trees, a significant distance away from the airport. That was really annoying. My padels sometimes give a little bit of input without pressing them, as they are old.
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As you say, advancing the start levers to idle prematurely can result in a hot start. (The limitation is to achieve max motoring and minimum 20% N2).
Hot starts can also occur when the engine starters stop igniting before N2 reaches 56% (starter cutout speed). There would be fire in the chamber but not enough airflow so EGT would rise rapidly.
The current EEC version protects the engines against hot starts, wet starts, stalls and EGT start limit during ground starts. On EEC detection of impending hot start or stall, the EGT value will blink white and the EEC will automatically turn off the ignition and shut off fuel. This protection is only available during ground starts. During in-flight starts this protection is not active.
A wet start occurs if the EGT does not rise after the start lever is moved to idle. If the EEC detects a wet start, it will turn off the ignition and shut off fuel 15 seconds after start lever is moved to idle.
I believe there is no way to induce an abnormal start condition in MSFS. Obviously I have never tried this in the real airplane so I wouldn’t know what actually happens if you move the start levers to idle prematurely. I know in the full flight simulator the engines will start normally if you do it wrong. I believe to induce a hot start they have to activate the failure specifically in the instructor panel.
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Coincidentally this morning I had a similar experience in drone view with aircraft parked on the runway. Was looking in the fixed view out a window when the aircraft stated to take off! (I’d accidentally left the throttle on defaults, but I didn’t knowingly release the parking brake. It seemed to have done it all by itself!
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The starter does not ignite anything hopefully 
. Anyway, unless starter cuts-out very early this will cause a hung start. EGT is higher than normal idle values but usually not exceeding any limits. The engine fails to accelerate further when starter cuts below self sustaining speed.
On the real aircraft you need to press the brake pedals before lifting the parking brake handle. Maybe they have actually modelled this correctly? Just lifting the handle wil not cause it to latch on the real 737.
Sadly they haven’t done this. Thought I was going bonkers at first but if you set the parking brake as per the real aircraft it immediately releases again.
Maybe one for the future
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It all depends on how slow N2 was when the starter cutout happens earlier than required.
This is from my FCOM:
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I know the Boeing literature, and indeed it is depending on cut-out speed. I thought it would be nice to add hung and dry start to the list of start malfunctions.
This is issue what I’ve reported before,
it does same as to me like go to main menu (Pause) and return back to aircraft, brakes are released and problem is here. I did many reports repeatedly, look pls to my old posts in this topic. On other side, no save COM1, COM2 freq as Panel save option still not working to me, sim simply overwrite??? that frequencies to it’s default, other options looks to me ok.
Yes it would be nice. I know PMDG hare somewhat limited by Boeing in terms of what malfunctions they’re allowed to simulate. I’ve read RSR saying that if it was up to them the whole QRH would be simulated.
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First Development Update for PMDG 737-600:
Captains,
In keeping with my update from last weekend, I’d like to introduce you to our new Wonder Twin, the PMDG 737-600 for MSFS
This is our third product for Microsoft Flight Simulator, and our second of four PMDG 737 Next Generation for Microsoft Flight Simulator. She happens to be a favorite of the team because she is a bit unique, highly over-powered, performs like a can-do-anything performer and will get you in and out of short, hard to reach places with poise and sports car handling.
The bigger 737s can at times because trolly cars, but the short bodied 600 remains a thoroughbred, no matter how many of your friends you bring with you.
Pictured here at an insecure undisclosed-unless-you-happen-to-walk-by-Atlantic Aviation at KLAS location, we find our trust 600 at the ready for another day of proving runs. The 737-600 is near and dear to my heart because she was the logical replacement for the 737-500, which joined my airline’s fleet very early in my career when i was a wee young ramper still hoping to make his way to a pilot’s license and happy to do any task around a brand new Boeing airliner. (You have no idea how hard one-trial learning can be when emptying the lav on a 737 when you are officially 1" too short to do so while balanced properly on your own feet.)
The 500 was a workhorse of our fleet, and by all measures was popular among North American carriers, but was less-so in Europe. In much the same way, the 737-600 really didn’t catch on for carriers who by the late 90s were looking for longer and higher capacity derivatives like the 800 and 900 series that are still to come in our series. But still neaerly 70 were built with many of them still happily in operation mostly in North America.
I have always considered myself a “long body” guy who falls in love with 707-300s, DC-8-68/73s, MD-88s and 727-200s, and 757s of all variation but there is something about this squat, powerful little rocket of an airplane that I have always loved- and we think you will enjoy her immensely as a fun, no-excuses power-sled to take you off on your simming adventures.
Fortunately, in the simming skies we don’t worry as much about such things as capacity and we can let our adventures take us where they will, and this image was captured as Jason launched out on yet another test flight as we tune and tweak the behavior of the 600 so that she matches the book values just so.
The PMDG 737-600 is preparing for beta testing entry and is running about 7-9 days behind our originally planned schedule, but there was already some slop in there so she may still roll out right on time in the middle of June. (Because someone will ask, the delay in the 600 does not impact the 800, they are decoupled, we just needed a bit more time for something in the 600 systems integration since I was out sick for a week.)
Now for a few bits of fun news to give you something to look forward to as we prepare this airplane for you:
PMDG 737-600 Release and Marketplace Release:
We are exploring a few changes with the PMDG 737-600, one of which is rapid-entry to MS Marketplace. We are working out the logistics of how this can happen with an eye toward a rapid transition from PMDG release to MS Marketplace release for this product. We are also looking to see if we can do a concurrent release between PMDG and Marketplace- but neither of these have a clear pathway just yet. It is under exploration. Also look for some updated guidance on pricing between now and release, as we have a better scope of the finished package and what it entails- we think initial guidance on the 600 package trended a bit higher than is probably appropriate for the product scale.PMDG Lateral / Vertical Path Module:
For a few years now, we have been at work conducting a full rebuild on the lateral and vertical path modeling capability for the PMDG FMS used by all of our Boeing airliners. This project has been a bit of a “ship in a storm” in that successive planned rollouts under Prepar3D got sidelined by larger market dynamics. The good news is that we are preparing to insert it into testing within the PMDG 737 for MSFS, and it will then roll out to you in the forum of a free update. This modern path modeling has been something we have been building toward for some time and it will dramatically improve the accuracy of how PMDG airliners move through the sky in a 3D pathway. It is a thing of beauty and while we thought it would be sidelined unless/until Asobo finally delivers on their promise to give us modern debugging tools, we have continued to hammer away at this because it is important- and thus far it looks like the fruit of our labor will pay off handsomely in spite of the lack of support of modern tooling.PMDG Autoflight Director Module:
Concurrent with the Lateral/Vertical Path Module we have been working to build out a proper flight director roll and pitch module based upon input from some of the industries leading flight control logic engineers and our in in house mathematical wizzard. This has been under initial iteration testing and will also roll out as a free update shortly. One of the problems we have been trying to crack is “how to damp out the massively violent and unrealistic Asobo Atmospheric Shifts” without upsetting the control logic- and feel we finally cracked that nut once again based upon our in-house expertise in the use, operation and design of flight director control law.It is always nice to have actual engineering degrees in house so that we can crack right into code and adapt it to make the entire simulation experience nicer for you- and we have been at this exercise for nearly fifteen months. It will be nice for you to see how it fundamentally changes the character of the airplane and it’s relationship to the lateral and vertical path, restrictions and the like. It is some really great stuff and it is already ready-made for the 777 and 747!
PMDG Universal Flight Tablet:
This beauty is humming right along. Not quite ready for prime-time, but I am betting you have it in your flight deck sooner than later. The team is working diligently to get the core functionality in place and we’ll put together a nice preview of it when the time is right. (I got a stern warning about telling you too much about it last week… hence few words other than to say it is coming along really nicely with some cool features!)Next Update Cycle for the 737:
We are planning another update cycle for the 737 next week. That will get handed off to testing on Monday, I expect. We are working on a few larger issues with animations and control axis inputs that aren’t behaving in the manner we like. We are also re-shuffling some priorities around based upon the news that Asobo has had to push the SU10 update out into August. This has an impact on our workflow because there are a few things we needed in that SU10 update in order to clear up a couple of nuisance items, and it appears we will be waiting on those fixes- so some shuffling will be in order to keep the development workflow optimized.Adding New Features to 737:
I suspect this question will come up in the thread below- so let me try to answer it here: Once the PMDG 737-600 releases, we will be updating both the 600 and 700 airplanes concurrently and individually as needed in an ongoing bases. You will not need to purchase one or the other in order to have access to any new functions that we add to the product line, as those functions will be added to the entire fleet concurrently. The PMDG Universal Flight Tablet, for example, will go into the entire fleet so you will have it no matter which airplane(s) you own. The goal is simplicity and transparency.PMDG’s $350,000 Community Investment-to-date:
You’ll recall that back when we launched PMDG 737NGXu in November of 2019, we all thought the PMDG 737 for MSFS would a straight forward drag/drop/modify/release cycle that would take about six months. With that in mind, we offered a rare one-time special to all PMDG customers that gave 8,934 of you a $99.99 purchase credit to use toward the MSFS version of the 737 when it released. We built out our ecommerce system to make that process simple, easy and honest for all of you who participated, and as of 31MAY22, approximately 5,000 PMDG customers have redeemned nearly $350,000 in those store credits toward the purchase of a their new PMDG 737 or DC-6 for MSFS.Back when we made this offer, nobody could possibly have predicted that bringing the 737 into MSFS would be a true rebuild taking years to get done properly, or the impact that our incredibly difficult 737 development cycle would have on PMDG as a company. Nor could anyone have guessed the impact Covid would have on so many of you, your families, workplace, employment and personal savings. We have gotten a number of very kind, very thoughtful emails and messages from PMDG customers who were surprised to find that we stuck by our program and our promise to make sure those credits were present, on time and easy to use.
We are proud of the work we create and we are proud of the bond that we share with all of our customers. You invested your confidence in us back in November 2019, and we are beyond pleased that your confidence in us can be repaid in such a measurable fashion.
For those who purchased the PMDG 737NGXu in November/December 2019- you have $99.99 in credit automatically inserted to your PMDG ecommerce account. Please do feel free to use it for any PMDG product you like between now and December 31, 2024. You earned it and we hope you enjoy!
As always thank you for your enthusiasm for our products- we happy to be hitting stride within the MSFS environment finally- and looking forward to great simming ahead for all of us!
Please enjoy your weekend!
Robert S. Randazzo
PMDG Simulations
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Hi all,
Very basic question: what are the main differences between the 700 and 800? I’m mainly a GA guy with a couple dozen hours in the CRJ, which I’ve enjoyed enough to think about trying the 737 (and actually I did, the the Bredok MAX, which wasn’t worth 20 cents much less 20 dollars).
I keep thinking that if I want one of these I want the 800 or maybe the 900, but truth be told I really don’t know the difference. My flights would likely mostly be to and from destinations in the Caribbean if that makes any difference (KMIA-TNCM, etc.).
Many thanks in advance!
None … just lenght / weights / extra wing doors / trust .. some extra buttons. All just details that are different and easily adaptable
Thats why the new pricing strategy is horrible.
They should have released the -800 first .. but then sales will drop because the market for the other models is way smaller.
Ah just a 2 month wait more … luckily i have other options till then
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I have to admit being underwhelmed by the current state of this product. The FS Elite review did a good job of summing things up, but in addition to that, it’s the lack of even a rudimentary EFB, no cabin announcements (say what you will but they add to the immersiveness IMO) and the extremely poor documentation for an aircraft of this complexity is truly disappointing (even the tutorial flight skips over the pre-flight / startup process). PMDG was supposed to be the leader and given that they’ve been working on this for a very long period of time, I can’t understand why this sim is in it’s current condition. As a comparison, one just needs to look at what Fenix has put out. Now we see PMDG starting the hype over the -600. May I suggest that they focus their resources to get the currently released product to where it needs to be (and if they aren’t sure how high that bar is set, they just need to take the Fenix 'Bus out for a flight) before they bother launching yet another version.
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Fenix put out a extremely fps-eater aircraft, and it’s plenty of bugs like EFB problems, TCAS problems, terrain radar problems, configuration problems, hardware incompatibilities… it’s not an example to give.
And Fenix has no cabin announcements, nor extremely good documentation.
No haters here, please.
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I don’t see anything about the actual aircraft itself. An EFB, announcements and manuals are goodies in my opinion compared to flight model and system accuracy/ depth. The Boeing FCOM and FCTM can easily be found online, PMDG won’t be doing a better job manual wise compared to the manufacturer. So spending time on manuals instead of flight model or systems would be a waste.
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I never bought the PMDG before (with other platforms) so cannot compare. I am impressed very smooth, with performance.
However its a learning curve, A320 (paid and freeware) , BAE 146 I can Manage..However this I am having difficult with Boeing I find it far more complex, with the MCP. (But love it).
All the issues I have come across are due to my bad piloting skills.
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Regarding manuals, so they get a pass? “Just look it up online”? If I dropped $25 on this sim, I’d be completely ok with that. For what I paid, I expect it to be at the level of what Fenix and Aerosoft have put out. Proper documentation, a full sound package and an EFB (even if it’s missing some deeper functionality) are the standard, not the exception. This list doesn’t even include the issues flagged in the FS-E review. If that makes me a “hater”, I honestly don’t know what to say to such a juvenile comment. I’ve been buying PMDG products since FSX. I like them, I like the fact that they provide a comprehensive sim. The current product is lacking and appears that it was rushed to get it out on the market. Just my opinion.
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Are there any systems differences, like avionics or FMC stuff? I know AA flies the 800 on the routes I want to fly, which is basically why I’m intending to wait for that.