I think for the sim “Navigraph” is perfect and not so expensive compared to ForeFlight
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First of the call for a go around is “Go around, Flaps15, Set Go around Thrust”. You’re setting F15 when you go around. In the 737 the speed bug will roll up automatically as you reduce flaps so you’re not going to bust the speed.
The go around is not a critical manoeuvre (unless when it is). You’re not escaping terrain or a windshear. They’re different things. Think about it. On a go around you already have speed and altitude. It’s basically less critical than a take off… so no firewalling the engines like you would in a terrain escape manoeuvre.
On Go arounds with autothrottle armed there are 2 go around modes. First click and second click of the TOGA button. The first click of the TOGA switch will activate the reduced N1 go around. The throttles will advanced to an N1 setting that provides 1000fpm-2000fpm when you follow the flight director. Most routine go arounds are single click go arounds. I’ve done about 7 in my whole career (visibility, lack of landing clearance, unstable approach) and they were all single click. The speed bug will move to the current speed which will not be lower than Vref and not higher than the F15 placard limit and the bug will stay there with FD commands until you reduce flaps 5, 1 and UP.
The second push of the TOGA button would advance the throttles to full GA thrust as shown in the N1 Limit page of the FMC.
On go arounds with the autothrottle disarmed, the pilot flying will push the TOGA button and say “Go around, flaps 15 set go around thrust” while advancing the thrust levers to roughly 90% N1 and then let go of the thrust levers for the PM to fine tune the thrust and set exactly 90% or the GA N1 shown in the N1 Limit page.
*On Engine Out go arounds we’re already at F15 during the approach so for the go around we retract to flaps 1 and always use full go around thrust is used (N1 Limit page).
It goes like this:
-PF: Pushes Toga and verifies thrust levers advance or sets them to roughly 90%N1. Then calls “Go around, Flaps 15, Set Go around thrust”, lets go of the thrust levers and follows flight director commands. (Both hands on the control wheel until ALT ACQ).
-PM: Will perform his actions and set the 90% or GA N1% from the N1 limit page.
-PF: “Gear Up”
-PM: “Positive rate” (that’s the order it goes in my company).
-PF: At 400ft “LNAV” or whatever lateral guidance is required for the go around.
-PF: Roughly at 1000ft “Flaps 5” then 1 and then UP as the airplane accelerates like in a take off. (Bug will move up automatically as he keeps following flight director commands).
-PF: Reengages automatics (first your modes then the autopilot and autothrottle) and calls for the after take off checklist.
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As an addition to the above, when I last flew the 737 it was SOP in my airline for various reasons to plug both autopilots in on every ILS approach.
Some operators only do this if they are conducting an auto-land as it’s obviously a pre-requisite to do so, but by engaging them both as standard you get auto go-around capability. The only thing to watch out for is that at 400ft RA the aircraft starts applying nose up trim (conversely you’ll see the control column moving to counteract that) in preparation for the flare. You ha e to be aware that if you disconnect the autopilot below that height the aircraft will be wildly out of trim. It’s fine if you’re expecting it, but if not aware you very quickly find yourself unstable and going around anyway!
The main benefit of doing it is that on the 737, with a single autopilot engaged, as soon as you press either TOGA button it will drop out leading to the go-around being hand flown. Having the autopilot engaged simply releases the PF’s capacity and reduces the workload of the PM, all of which are big ticks in the safer flying box.
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Very long time lurker on this thread but have finally taken the plunge on the 737-600…
This is my first proper payware aircraft having spent a long time using the FBW A32NX and the WT CJ4 and was getting a bit bored with the sim TBH.
Its quite daunting but I started up from cold and dark (youtube is my co-pilot..) did the normal headscratching to get the park brake disengaged, comedy taxi, take off out of EHRD was a “bit sporty”, sounds are amazing (love the engine sound on spool-up, the V1 and rotate callouts etc),… cant work out how to get the autothrottle to arm…VNAV is interesting, havent managed a landing yet (that will surely be another comedy moment along the lines of Ted Striker)…so much to learn.
generally though: WOW! 
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I think I had the same problem when I first flew it, there is a little click spot one of those scerws that selects toga and the auto-throttle works for me then on…
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Yeah that makes sense. Before my current company I flew 757 for a different company and we also armed 3 autopilots on every ILS. It made sense in that airplane. It’s been a long time so I don’t really remember if the 757 trims up like the 737 does. I think it doesn’t.
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What is a typical cost index for a 1-2 hour flight in the 737 and is a lower or higher cost index going to give more aggressive performance?
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Autothrottle Arm is a toggle switch on the MCP panel. If you have it enabled, you can click the TOGA click spot (a screw on the lower-left corner of the MCP so you don’t have to look down to click the throttle). Alternately to both of the above, both AUTOTHROTTLE MASTER ARM and SET THRUST TO GA are MSFS keybinds you can set up however you like. I have buttons for both on my throttle quadrant so I don’t need to use the mouse during take-off or potential go around circumstances.
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Many Airlines use a fixe Cost Index or at least a fixed Range of possible CI‘s.
There are some collections of CIs avaialable online. I don’t know how accurate they are and I wouldn’t be surprised if some of them are outdated. But for me it does its job dir flightsim. You can try to google for the airline you are flying cost index.
Here is an example of a list with several airlines:
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The cost index is a company policy. Some airlines use a different cost index for every route (considering various factors like how expensive the fuel at the destination is). In my current airline we have fixed fuel price because they do heavy fuel hedging (they buy millions of tons of fuel at a fixed price in advance). So for us the cost index is always the same 99.9999% of the times (Cost Index 6). We don’t just type 6, we type whatever CI figure appears in the OFP, which happens to be 6 all the time.
In some occasions I’ve flown CI100 (100 appeared on the OFP) and this happens normally when we have a big delay and we need to avoid runway closures or crew flight time limitations. In 5 years I’ve only flown CI100 one single time.
In my previous airline we didn’t even use Cost Index (B757). We always flew .82 or .83 in the cruise and .82/330 for the descent. Oldschool…
What CI affects the most is the descent speed. In the cruise it really doesn’t affect that much. The 737 doesn’t have a huge range of speeds it can fly. M0.8 is already a bit unconfortable to fly at because you’re so close to Mmo that you have to stare at the airspeed indicator all the time and be careful not to get a clacker. Autothrottle in the 737 is a bit lazy so it’s not rare for pilots to have to pull back on the thrust levers, select a slower speed or even use partial speedbrake deployment to avoid the speed from building up when the wind changes fast. Our MAX airplanes fly faster than the 800s at the same cost index. M0.81 is not rare and it’s really not nice to fly that speed unless the airplane is very light and you have at least 10-15 knots margin to clacker.
In these short flights the speed really doesn’t matter that much. The difference between flying M.77 or M.080 is just a few minutes less of flight time. For long haul airlines this makes a huge difference in time and fuel consumed but for us short haulers it really isn’t something we dedicate to much time thinking about. In the short haul world we always say that time is saved on the ground and not in the air. Good dispatch, orderly boarding, an on time fuel truck and no slots are a million times more effective than flying the highest cost index and constantly pushing ATC for shortcuts.
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Thats what im using. Foreflight have some cool features was just curious if anyone was using it.
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@AppliedPython94 What am I missing here? I was thinking XXX meant different variants, like -600, -700, etc.
Since I’m gonna go out on a limb here and assume you’re not talking about ■■■■, what are you talking about??
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I just did a flight into MEX and on approach I got myself into a high attitude situation in the last 3nm or so. Maybe 7 degrees? Felt a tad uncomfortable though fwiw, crossed the threshold at about 40ft and the landing was fine.
I wasn’t being attentive with the glideslope drifting a bit low, so I was arresting descent somewhat (this was a quick end of weekend flight before returning to family duties). The speed probably fell a few knots under VREF. Neither of these things were drastically different from other approaches I’ve done where I’ve been a bit sloppy as well.
I was wondering if the airport altitude be making a significant difference here or is it purely I let myself get a bit too slow and low? With higher elevation airports do you typically increase the VREF or is the FMC taking the elev into account? (I assume it does)
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Thanks for the help/hints. Starting to find my way around the MCP now and managed a half decent takeoff this morning. The standard of my initial climb to cruise was another matter due to more errors on my part…an FBW A320 it most definitely is not and there is lot more to do/look after.
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I have a problem with 737-700, sometimes I lose autopilot, then the plane violently pitches up cus the v/s spikes to very high, then I have to recover from a stall. This has been a problem since it’s release. I would ask at pmdg forum, but I can’t post there for some reason.
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Sounds like perhaps an axis is interfearing and causing a disconnect?
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Agree with another poster, check your bindings. Add a dead zone to all your axes to make sure it’s not some rogue input when not in use. The AP shouldn’t disconnect unless it receives input.
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Anyone here using anything from them?
I´m using Fergo CDU its amazing and work flawlesly with the 737
Looking to add more immersion on this plane and was thinking what products by Aviaworx worth it as an add-on.
They work as a standalone or i can use them on Air Manager?
Mainly looking for the Overhead Panel and still not sure if its compatible with MSFS 2020
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I use both the external MCDU as well as the overhead panel from them. Both work great MSFS, and are totally worth it imho. Especially having the external MCSU is priceless. I also got the FlightMonitor for analyzing my landings, it’s pretty cool too
I don’t think you could use the overhead it with Air Manager, it’s a standalone app (or you can use it in a browser)
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In addition to what others have said about control inputs, you can also disable the AP disconnect on control input. Its somewhere in the PMDG setup page in the FMC.