That did the trick. Thanks!
1 Like
Hi guys,
I‘m flying the PMDG 737-700 and I was wondering if I should consider buying the 800.
I really like the 700 but is the 800 worth the price?
I mean, do you get more options compared to the 700?
Cheers Mark
In my opinion yes, it’s worth every penny. Especially if you bought the -700 when it was released and you have flown some good amount of time in it. With the -800 you get 4 versions and it just feels a bit different in the air. It’s not a pocket rocket like the smaller variants and you must be more careful during take-off/landing maneuvers as you’re closer to a tailstrike because of the longer body. I haven’t been flying anything else since Thursday, I love it.
4 Likes
Thanks for this. I was scratching my head why Volanta identifies that as 737-700.
Yeah someone noticed that within like two hours of the plane being released.
Inside this folder, there’s a sub-folder for each body style variant:
\Community\pmdg-aircraft-738\SimObjects\Airplanes
Inside each of those subfolders, edit the GENERAL section of the aircraft.cfg file to change any instance of “737” to “738”.
1 Like
Heres one for you guys… do you download every single livery variation or do you download the entire set… I see there are like 15 for Qantas alone…
Anyone come across a good British Airways livery for the 800? Can’t see anything on flightsim.to
Anybody having issues with the parking brake? I set it and there is a little bit of movement from it, but never actually sets.
This is explained in the documentation I believe. To set the parking brake, press and hold the brakes for about 3 seconds and then pull on the parking brake. To release, press and hold the brakes and the parking brake releases automatically. This mirrors the real aircraft
Hold the brakes and then set the parking brake. That’s how it works in the real aircraft.
Sweet, I’ll give that a go. Previously, I could press it and it would work no problem. Thank you.
It was changed about 2 updates ago on the 700 - around the time of the release of the 600 I think
1 Like
Yes, it came with the -600 release.
I have a problem with the built-in pushback (B737-800). I select L-pushback. And I can watch the tug from the external view, and it attempts to turn the aircraft by 90 degrees, but the aircraft keeps going straight (with the tug pushing the front-wheel from an angle). Hope my description makes sense. This problem used to happen every now and then, recently it happens more often than not.
Has anybody else seen that?
Gotcha, that tracks then as I was taking a break from the 737s during that time. Appreciate the info.
This whole tailstrike thing with the -800 really isn’t a big deal. Everyone is going on about it like it’s some sort of mythical voodoo (not here particularly, but the YouTube crowd are going on and on about it), but it really isn’t.
If you’re rotating at the correct rate in the -700 (IIRC 2-3 degrees per second) then there is no chance at all you will cause a tailstrike in the -800.
2 Likes
It’s a bug. Make sure the electric hydraulic pumps are on before pushback and it works correctly. In the real plane, usually the electric hydraulic pumps are turned on after engine start.
1 Like
Yes, if you rotate at the correct rate. But I suppose there is less room for error in this matter than in the smaller variants, isn’t it? And I guess it’s not only about the take-off’s. I’m an armchair pilot but I have read somewhere that more tailstrikes in the -800 happen during landings.
Rotating at the correct rate and speed is the key. Unfortunately a lot of people just pull back once “fast enough” as their takeoff method. The tailstrike issue is a far bigger concern on the -900, where it’s actually easy to tailstrike even with the proper procedure.
You’re correct about the smaller variants but trust me, it really isn’t that big a deal. Again, to strike a tail during a normal landing you’d have to be seriously mishandling it - as in flaring way too early and bleeding the speed back such that the nose is very high indeed.
You’re correct that more tailstrikes occur on landing, but it is proportionally such a small number compared to the number of sectors flown that it’s almost statistically irrelevant. I think to 2004 there had been something like 13 recorded tailstrikes of which 7 had occurred on landing. All serious yes, but in the grander scheme of things a very small number indeed.
That’s a great website for all things 737 btw. Point is, it really doesn’t warrant the noise being made about it.
1 Like