No need for a reinstall. Turning it off fixed it.
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Cheers. Fascinating stuff, just had a read of it. Interesting how SOP’s can vary greatly across airlines.
I still think it’s counter intuitive and maybe even a wee bit dangerous having the altitude set at 0 but I’m not an actual pilot so what the hell do I know haha.
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Coincidentally just today we received a memo about this issue. This summer European airspace has been incredibly busy. The numbers just came out and TCAS RA events saw an increase. Today the company just issued a memo (I wish I could show it here but I don’t think I should). This memo is to remind us to apply our associated mitigation procedures including the 321 rule.
There are many things that Boeing don’t tell us how to do. For example in my company we switch the bank angle selector to 10º passing FL300. In my previous company we didn’t do it of course because it was on the 757 and the bank angle selector has an AUTO position that varies the HDG SEL bank angle automatically. The 737 doesn’t have that so at high levels we switch it manually to 10º. Just like the 321 rule that we follow I don’t think this is a Boeing procedure.
My airline is very SOP heavy. If there’s anything that benefits the operation we don’t apply it just on airmanship. We usually have it as a well defined SOP that all pilots that I fly with follow to the letter. It’s something we’re very proud of.
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I always thought it was, as it makes sense to limit bank angle where the air is thinner, surely.
I have a question for @FormerSnail5736 / @JetWash1023 (or anybody else 737-rated for that matter), since this will fall under the topic of SOPs again - Are there any instances where you’re required to change the Cost Index through different phases of the flight?
Finding reliable information for this on the web is tricky (understandably, airlines don’t want to give this info out), but I’ve come across some rather old data which suggests that some airlines enforced such a procedure?
Thanks in advance.
It’s a good question that I’ve wondered as well. As @DiBarkis stated, you can certainly dial in the lowest altitude and leave it to VNAV. Sometimes I do that, other times, depending on the approach, I may set an intermediate altitude to have one more tool to visualize my descent against the actual flight path on the navigation display using either the hockey stick (Airbus), or the green arc you get in the 737.
While using the “yo-yo” on Airbus or the vertical deviation scale on the Boeing does the same thing, it does not show you where on the path you will reach the dialed-in altitude. Are you going to be ahead of that crossing restriction or behind it? If needed it may allow you to do some early intervention with another vertical navigation tool as needed. If you base this on the lowest altitude, the deviation scales will be based on the path to that downstream altitude. Ok in most circumstances but just sharing another method that I use sometimes. So, if you want to know if you are absolutely going to nail "cross FIXXX at 12,000, then set THAT as your altitude and you will be able to accurately monitor your progress down to that fix.
Having said that, would love to hear @FormerSnail5736 viewpoint on this method! 
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The 737 is best when it´s raining because during these flights these big panoramo windows are a pure joy.
Maybe PMDG could ask Fenix how to spice up the 737 windshield wipers a little bit to make them wipe the rain away, this would look especially lovely.
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As soon as Asobo implement that feature into the SDK then PMDG can have fully functional wipers.
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I have a stupid question about the 737 equipped with classic xenon lights buth also equipped with strobes (only my biggest -800 freighter is equipped with LED strobe lights).
For the retractable landing lights that come out of the belly driven by a small motor there are two cockpit switch positions, on in the middle and the other full down…
But even with one landing light retract switch in the middle and the other fully down both retractable landing lights are functional:
What does the middle setting of the landing light retract switch do in a real 737? 
I’d guess it leaves them extended but with the lights switched off?
Should be easy enough to check, whilst on the ground though.
I have tried it, but there is no difference between the middle and the down settings of the retractable landing lights motor 
(The other three-stage-switch to the right is off, pulsating/flashing, and on for the light itself.) The lights are on in the middle and down retractable landing gear motor switch position.
I have the feeling we work for the same company 
Just discovered this too - only a year+ after you! It works great with the 737 and the good news is that the 737 version works for all 3 version - 600/700 and 800 and presumably for the 900 when it comes too - so you don’t have to buy it separately for each version.
It was just this past May that the PMDG -700 was released, so only <4 months. And I heard about it from someone on the PMDG forums who had been using it with other sims. I think it’s great.
When the -600 came out, AviaCDU didn’t work correctly at first. They figured out the problem within a couple days, pushed out a temporary fix for people to try and then rolled it out in a full update a couple days after that. When the -800 was released, it JustWorked™ right off. I use it on every flight now, without fail.
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Sounds like an ISO Quality Manual. I used to write those.
(Not for the aviation industry, alas.)
I purchases the 737-800 when it was released, but I had only a few hours to fly it before leaving on vacation for a week. In those couple of short flights, I encountered no problems. When I returned to day, I decided to install an addon from .to which supposedly improved starting from cold and dark. I didn’t like it and removed it. However, returning to the default cold/dark setting, I have found that I can not longer start the engines using customary procedures. I have reloaded the 800 and rechecked all my procedures, but nothing seems to work. Any thoughts?
Not sure what “reloaded” means, but if you’re having odd issues related to a sketchy mod, then you should reinstall the plane. But before that, use the Windows uninstall function (Settings → Apps) and then reinstall.
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What procedure do you normally do? With the APU bleed air, you need to turn off packs to start the engine.
Packs are off. I had used the PMDG repair function. Now I have removed the mod completely. Will try a new install and see what happens.
I finally figured it out. It turned out that I did not have the Packs off after all. Thanks for the help.