This is one of the most straight forward and easy to follow tutorials I've ever watched, thank you Captain! Your other video's are just as excellent as well as I just purchased the PMDG 737 for FS 2020 and I couldn't believe how rusty I am as I hadn't flown in a simulator since P3D v4 several years ago. Thank you so much! :)
Had my PMDG 737 in FSX configured as real life when doing some flights for virtual Ryanair. No VNAV takeoffs for me ;) thanks for the high output rate of wonderful video footage, cheers!
Glad you think so! I know of so many 3 hour videos going over everything, but I thought it would be a lot better to structure them this way. It let's you find things a lot easier!
The current delay is purely because RUclips is now taking over 30 hours processing my next full flight video. That's really frustrating, but nothing I can do about it.
That was intense ! I find take off and settling into cruise level is the most challenging part, everything happens so quickly. Guess, that's why we practice :)
It's just a clickspot there, the actual button is on a position on the thrust levers that is very hard to see and very impracticable to reach, especially when you quickly have to perform a go around. Thus the MCP clickspot has been added. It is by the way of course explained in the manual, so there *are* ways to find it ;-)
ET: Tracking the Flight Time CHR: Tracking the time the engine operates at takeoff thrust. This becomes relevant in the engine out scenario so that you know how much time you've got left at takeoff thust until you need to reduce to MCT. Of course you could use the ET for that as well, but personally I like to know where the seconds are as well since otherwise I might look at the timer, see it showing ie 1min while actually it's 1:59. In my opinion those seconds can be crucial and that's why I use both ET and CHR.
Thank you for this great video. During the taxi tutorial, you have set the engine start switches to CONT position. In this tutorial, you takeoff with OFF position. Please explain in witch case we shall use CONT or OFF engine start swiches for takeoff.
Thanks for your very instructive tutorials! Something I'm wondering, I see you not putting the start switches in the CONT position for TO - something I see a lot of pilots do in cockpit videos. Is this something airline SOP specific?
Hello, my great teacher. Your student me again. Thanks for your video and I am watching then repeatly. at 8:37, your mouse is aimming a green line above white vertical line at altitude, then you engaged AP . I have never had that Green line, coz I am using VNAV take off? how to make that green line and I am sure I have set up FMC exactly like what you teach me to. thanks again, my great teacher who's willing to take time and help the other side of this planet
Mainly that in TOGA mode you have windshear guidance available which in VNAV you don't. If you're flying the windshear escape manouver in TOGA mode the FD will guide you through it. If VNAV is armed it'll take over at 400ft and you'll loose the windshear guidance. We did trials with VNAV takeoffs and could simply not find any advantage in it. With no commercial aspect warranting it and the loss of windshear guidance there's just no reason to do VNAV takeoffs. There's actually a commercial disadvantage in using VNAV. With the manual bug up method we maintain the UP speed until 3000AAL. VNAV would accelerate to 250kt straight away, unless you insert a speed restriction on the LEGS page. With the manual method we can reduce noise emmisions and thus cost.
prior to FMC Update 11 there were issues with windshear, but with U11 rand U12 especially (released 2015), the windshear issue is now resolved. So it depends which FMC firmware the aircraft is using
I always thought that as you accelerate pass 1 you retract flaps to 1 and passing UP you then retract to UP as I thought that was like the minimum speed to use them.
@@A330Driver is the FCOM not the same as the Boeing flight manual? Flight Crew Operations Manual? So is the way I described still a correct way of doing it?
Please can you ask PMDG to update the Engine sounds because these sound the same as older flight sims with no improvement, the main issue is the engine sounds lack bass.
@@A330Driver I had a listen with my headphones on, and there is bass in the engine at various times, you are right. I think my concern is that the engine spooling sounds are a sound port from PMDG's 737 for the older simulators. (highly likely). This PMDG 737 aircraft for MSFS2020 needs newly recorded, re-worked, and updated engine sounds to help the aircraft feel fresher for people who have used one of PMDG's 737s in the older simulators so it feels like it's a new 2020 delivered 737.
@@polomadmo Actually they are all new sounds. But if something was right in P3D and it's right in MSFS then it's naturally going to sound similar. Having worked very closely with PMDGs sound engineer for months I can tell you personally that the sounds have been reworked in all areas.
@@A330Driver I'm not trying to knock it, i'm excited for this aircraft to be released, the engines sound fine, just too familiar and was hoping for something fresher. I'm sure FTsim+ Sounds will sort out my needs.
Wait I don't understand why the tail strike attitude depends on your flaps setting? I understand that the flaps setting affects the "normal" attitude (at wich the aircraft is supposed to lift off right?) but not the maximum attitude
No, it's not. The takeoff speeds are based on the thrust rating used. Any thrust reduction by the assumed temprature method can be cancelled out, but any fixed derate has to be obeyed. Higher thrust means that you also need a higher speed to control the airplane laterally if your critical engine fails (since there's less "wind" putting pressure on your control surfaces, especially the rudder). Mostly the V1 speed is based on this, but the V1 can also have influence on Vr and V2. Therefore setting the correct takeoff thrust is paramount.
I see the airplane is busting the 250kts speed restriction below 10000ft when it's starting to pitch up for climb for 10+ knots. Is that the same in real aircraft or just in the sim?
It can go over the speed slightly, but it'll correct it eventually. The real one genrally accepts some speed deviations in order to improve passenger comfort. I'd even go as far to say the PMDG currently chases the speed a bit more than the real one does.
When I reloaded the panelstate, sorry. They were supposed to be ON. As the tutorial was recorded using a beta that apparently was a bug with the panelstate back then. Turn them OFF again when you do the after takeoff checklist.
Yes they are, however don't expect anything dramatic. Even in the full flight simulator 100% severe icing only raises your pitch by a couple degrees and requires thrust increase by about 5% N1 and all of that with Anti Ice OFF.
There's no green dot in the 737, there's the UP indication. Thus "bug up" is the flaps up manouvering speed, aka min clean speed or in Airbus language green dot speed.
Several times in your videos, I have heard you use the term "buck up" when increasing the speed on the MCP after takeoff. Could you explain this term/procedure in more detail please? Is it something specific to your airline's SOP or is it standard to all?
The term is "bug up" and refers to setting the speed bug to the UP speed in order to accelerate and retract the flaps. It's a standard Boeing call and not specific to my airline. Of course it's only used when taking off *without* using VNAV.
When you retract the flaps from 5 to 1 when you are above the white bug and pos. speed vector you could end up with flaps 1 being below the flaps 1 manouvering speed. Same for from flaps 1 to up. Is this not a problem? Why not retract to flaps 1 when just before passing the green 1 mark in the speed band?
Hello Emanual, thanks for making so many great videos for the community. I have one question. I am about to enter the runway, but somehow LNAV won't engage. I checked the FMC and i executed the route, but when i press the LNAV button, it doesn't get the green light nor do i see LNAV on the PFD. Any suggestions on what i might be doing wrong? I also get a take-off config warning. I had this before, and just after take-off i actually can engage LNAV.
i tried te exact same route as you and did everthing you did, then it worked but if i do te same with other routes it dosent work, is tere something i ae to do for it to work?@@A330Driver
Thank you for this awesome tutorial series. Is it normal to initially climb at around 5000 ft per minute after take-off? I am finding very steep initial climb. How would it work if I set V/S prior to take-off?
In a light aircraft without using proper derated thrust it is indeed normal. Are you using a takeoff performance calculator to determine your takeoff thrust? If not I can highly recommend to start doing it. A light aircraft on full takeoff thrust can easily give you some 6000-7000ft/min. Derate is the key! Don't use V/S for takeoff, you would risk thrust reduction in moments where it's not wanted, especially in the engine failure scenario. Instead switch to V/S mode in accordance with the 3-2-1 rule as outlined in the video.
Guten tag. there's something I wanna ask, I see everyone is using PMDG's hidden button to press TOGA for take off. but I see two TOGA buttons on both thrust levers. In real life, do you need to press both of them or any one of both? Danke
If you want to fly by hand at/above 1.000ft AGL and you do NOT engage the AP do you have to select LVL CHG mode on the MCP? When I fly by hand the vertical mode stays in TOGA. Thank you!
You have to select an appropriate vertical mode, yes. Otherwise TOGA will remain active. However there is no problem flying the plane in TOGA mode, it essentially works just like level change but with added windshear protection. In my airline it would be SOP to use TOGA until the Flaps are up and you're at least at 3000AAL, then engage VNAV.
@@A330Driver but in TOGA there is no speed management? Regardless of what speed I select on the MCP (let's say bug up to flaps up speed) the FD pitch will not hold this speed but overshots it. I will try again, maybe I do something wrong. Thank you
Whenever I turn on LNAV, it just turns itself off again and I don't know why. (I am using the 737-600 so maybe the Autopilot works differently, I don't know), do you know how I could fix this? Thanks! 😀
Hey, könntest du Mal ein Tutorial machen, wie man einen VOR Take-Off fliegt? Hab das letztens Mal in einem Video gesehen. Es würde mich sehr interessieren.
Raw Data Departures sind definitiv auf meiner Liste, aber erstmal mache ich die Standardflüge fertig, damit es eine Ressource gibt für den Zeitpunkt, an dem der Flieger veröffentlicht wird. Danach kommen die Non-Standards.
@@Wiwislldm The real button is on top of the thrust levers below where the pilots fingers would be, however you would have to move the camera down to find them and click them if you don't have a button assigned, so they made it easier to have a hidden button to engage TOGA without moving the camera from the forward view
![Twenty One Pilots - “The Line” (from Arcane Season 2) [Official Music Video]](http://i.ytimg.com/vi/E2Rj2gQAyPA/mqdefault.jpg)
Yellow lines are for leaving the runway…learned something new again. I love this series!
Airbus: press the take off config before you roll.
Boeing: goose the throttle and listen for bad noise 😂
This is one of the most straight forward and easy to follow tutorials I've ever watched, thank you Captain! Your other video's are just as excellent as well as I just purchased the PMDG 737 for FS 2020 and I couldn't believe how rusty I am as I hadn't flown in a simulator since P3D v4 several years ago. Thank you so much! :)
Had my PMDG 737 in FSX configured as real life when doing some flights for virtual Ryanair. No VNAV takeoffs for me ;) thanks for the high output rate of wonderful video footage, cheers!
Really good, these short tutorials concerning 737 ! Easy to choose the one you're interested in, much better compared to full lenght flight.
Glad you think so! I know of so many 3 hour videos going over everything, but I thought it would be a lot better to structure them this way. It let's you find things a lot easier!
Thank you for providing these tutorials to the community. Keep them coming. Many thanks.
Love these detailed tutorials. I'm really enjoying the 737-700 in MSFS and these video's help a lot
Had me worried there that SU9 broke the plane hence the delay in videos. Glad to see another one published!
The current delay is purely because RUclips is now taking over 30 hours processing my next full flight video. That's really frustrating, but nothing I can do about it.
Absolutely wonderful! 🛫💪🏻🤩
That was intense ! I find take off and settling into cruise level is the most challenging part, everything happens so quickly. Guess, that's why we practice :)
Yep, a LOT of practice goes into it during the type rating and line training.
@@A330Driver Because everything happens so fast, could you use “time compression” and reduce the simulation speed 🐢 say to 1/2 ?
Many thak's again for all these informations
Keep em coming! This is awesome!
Let’s go thanks for the vid man
yeah idk about that. takeoff numbers are the same anyway you get on the number
Many thanks - minor point, this is Tutorial 7, Tutorial 6 was on taxiing!
Good point, corrected.
Why does my plane temporarily dive after engaging autopilot? It does this even if I manually set the vertical speed to 2,500 fpm.
Thank you, Emanuel.
Once again, really good information. Outstanding video.
great tutorial , thank you cpt.
Why is the TOGA button on some unmarked blank piece of the AP panel? Don't think I ever would've guessed it was there before you mentioned it
It's just a clickspot there, the actual button is on a position on the thrust levers that is very hard to see and very impracticable to reach, especially when you quickly have to perform a go around. Thus the MCP clickspot has been added.
It is by the way of course explained in the manual, so there *are* ways to find it ;-)
@@A330Driver What manual? I've been trying to search for the manual to download on the PMDG webpage but no can source.
What a smooth rotation!! 🛫 I love ❤️ it!! And it feels very realistic!! 💪🏻🤩
Thanks for the great video! Quick question regarding the clock: what's the purpose of activating both ET and the chrono on takeoff ?
ET: Tracking the Flight Time
CHR: Tracking the time the engine operates at takeoff thrust. This becomes relevant in the engine out scenario so that you know how much time you've got left at takeoff thust until you need to reduce to MCT.
Of course you could use the ET for that as well, but personally I like to know where the seconds are as well since otherwise I might look at the timer, see it showing ie 1min while actually it's 1:59. In my opinion those seconds can be crucial and that's why I use both ET and CHR.
Thanks for the explanation!
Just wondering, when did you set the TO Trim, couldnt find it in any other tutorial.
Thank you for this great video. During the taxi tutorial, you have set the engine start switches to CONT position. In this tutorial, you takeoff with OFF position. Please explain in witch case we shall use CONT or OFF engine start swiches for takeoff.
That was a bug in the panelstate, always use the CONT position.
@@A330Driver OK thanks
Great Tutorial Emanuel :)
At 8:55 in the video you say "above the white dot...retract flaps". What does the white dot indicate?
V2+20
Thanks for your very instructive tutorials! Something I'm wondering, I see you not putting the start switches in the CONT position for TO - something I see a lot of pilots do in cockpit videos. Is this something airline SOP specific?
sorry! It already has been answered below! Thx
High fidelity texture but the sound
What don't you like about the sound?
oh so thats why i was wondering about the fast rotation speed, forgot the 700 is shorter
I never thought about that. Same power output as the 800 right? but much less weight of course. When I fly FSX it does the same thing
@@Porsche4life yup
Hey, do you have a custom camera views file as that Captains view is perfect, cheers!
Hello, my great teacher.
Your student me again.
Thanks for your video and I am watching then repeatly.
at 8:37, your mouse is aimming a green line above white vertical line at altitude, then you engaged AP . I have never had that Green line, coz I am using VNAV take off? how to make that green line and I am sure I have set up FMC exactly like what you teach me to. thanks again, my great teacher who's willing to take time and help the other side of this planet
The green line marks the Minimum Flap Retraction Altitude in case of an engine failure. You set it using the Baro Minimums selector on the EFIS CP.
Is there an advantage over vnav take-off when using mcp speed? Why does your company chose this way?
Mainly that in TOGA mode you have windshear guidance available which in VNAV you don't.
If you're flying the windshear escape manouver in TOGA mode the FD will guide you through it.
If VNAV is armed it'll take over at 400ft and you'll loose the windshear guidance.
We did trials with VNAV takeoffs and could simply not find any advantage in it. With no commercial aspect warranting it and the loss of windshear guidance there's just no reason to do VNAV takeoffs.
There's actually a commercial disadvantage in using VNAV.
With the manual bug up method we maintain the UP speed until 3000AAL. VNAV would accelerate to 250kt straight away, unless you insert a speed restriction on the LEGS page. With the manual method we can reduce noise emmisions and thus cost.
prior to FMC Update 11 there were issues with windshear, but with U11 rand U12 especially (released 2015), the windshear issue is now resolved. So it depends which FMC firmware the aircraft is using
Hi captain, at 2:14 you mean 33 cm instead of 33 degrees, right? Thank you for your time.
uupsi, indeed I do!
I always thought that as you accelerate pass 1 you retract flaps to 1 and passing UP you then retract to UP as I thought that was like the minimum speed to use them.
The flap retraction schedule in the FCOM says different. The procedure I outlined matches that in the Boeing Flight Manual.
@@A330Driver is the FCOM not the same as the Boeing flight manual? Flight Crew Operations Manual? So is the way I described still a correct way of doing it?
How do you set the gear to off position with the thrustmaster yoke ?
Please can you ask PMDG to update the Engine sounds because these sound the same as older flight sims with no improvement, the main issue is the engine sounds lack bass.
I think the engine sounds are pretty good. They don't lack any bass in my ears.
@@A330Driver I had a listen with my headphones on, and there is bass in the engine at various times, you are right.
I think my concern is that the engine spooling sounds are a sound port from PMDG's 737 for the older simulators. (highly likely).
This PMDG 737 aircraft for MSFS2020 needs newly recorded, re-worked, and updated engine sounds to help the aircraft feel fresher for people who have used one of PMDG's 737s in the older simulators so it feels like it's a new 2020 delivered 737.
@@polomadmo Actually they are all new sounds. But if something was right in P3D and it's right in MSFS then it's naturally going to sound similar.
Having worked very closely with PMDGs sound engineer for months I can tell you personally that the sounds have been reworked in all areas.
@@A330Driver I'm not trying to knock it, i'm excited for this aircraft to be released, the engines sound fine, just too familiar and was hoping for something fresher.
I'm sure FTsim+ Sounds will sort out my needs.
Hey 737NG Driver, I have a question. I am flying my pmdg 737-700 but for some reason the gpws callouts are broken. please help
hey great video. I have a problem, i cant for the life of me figure out why my auto pilot wont engage
Thanks! Please post in PMDGs forum or send them a support ticket on support.pmdg.com to get help with your issue. Thanks and Merry Christmas!
How are the flight dynamics compared to the ''on rails'' fsx / NG3 flight model ? Is the plane more ''fluid'' and dynamic?
Yes, much better!
Wait I don't understand why the tail strike attitude depends on your flaps setting? I understand that the flaps setting affects the "normal" attitude (at wich the aircraft is supposed to lift off right?) but not the maximum attitude
Not the tailstrikeattitude but the tailclearance.
Is it not okey that when take of power setting is overshooting I control it with climb attitude to manage it for that few minutes of climb?
No, it's not. The takeoff speeds are based on the thrust rating used.
Any thrust reduction by the assumed temprature method can be cancelled out, but any fixed derate has to be obeyed.
Higher thrust means that you also need a higher speed to control the airplane laterally if your critical engine fails (since there's less "wind" putting pressure on your control surfaces, especially the rudder). Mostly the V1 speed is based on this, but the V1 can also have influence on Vr and V2. Therefore setting the correct takeoff thrust is paramount.
I see the airplane is busting the 250kts speed restriction below 10000ft when it's starting to pitch up for climb for 10+ knots. Is that the same in real aircraft or just in the sim?
It can go over the speed slightly, but it'll correct it eventually. The real one genrally accepts some speed deviations in order to improve passenger comfort. I'd even go as far to say the PMDG currently chases the speed a bit more than the real one does.
At what point did the engine start switches turn from CONT to OFF? I never saw them switched to OFF during taxi. Great videos however! Love them!
When I reloaded the panelstate, sorry. They were supposed to be ON. As the tutorial was recorded using a beta that apparently was a bug with the panelstate back then.
Turn them OFF again when you do the after takeoff checklist.
Great!!!! Are the icing conditions simulated ?
Yes they are, however don't expect anything dramatic. Even in the full flight simulator 100% severe icing only raises your pitch by a couple degrees and requires thrust increase by about 5% N1 and all of that with Anti Ice OFF.
Excellent Thank you
Welcome 😊
Thanks for the video. How did you manage to select the gear to 'off' position? I have been trying to find out for weeks with no luck TIA
Just use the mouse to put it into the OFF position. Works perfectly fine here.
is there a check u particulary use?
i asume u have one for ur company
At 12:00.
What did you say about the air temperature below 10 degrees ? About the turn on the Engine xxx. I didn't catch that last part. Thanks
Simply put if temp indicates 10 or below and there is visible moisture of outside, aka passing through clouds, turn on the engine and wing anti ice.
Hey thanks for tutorials just curious in this video when u say bug up what speed r u setting there green dot?
There's no green dot in the 737, there's the UP indication. Thus "bug up" is the flaps up manouvering speed, aka min clean speed or in Airbus language green dot speed.
Several times in your videos, I have heard you use the term "buck up" when increasing the speed on the MCP after takeoff. Could you explain this term/procedure in more detail please? Is it something specific to your airline's SOP or is it standard to all?
The term is "bug up" and refers to setting the speed bug to the UP speed in order to accelerate and retract the flaps.
It's a standard Boeing call and not specific to my airline. Of course it's only used when taking off *without* using VNAV.
When you retract the flaps from 5 to 1 when you are above the white bug and pos. speed vector you could end up with flaps 1 being below the flaps 1 manouvering speed. Same for from flaps 1 to up. Is this not a problem? Why not retract to flaps 1 when just before passing the green 1 mark in the speed band?
Not a problem at all. Those few knots just don't matter.
i had a super heavy jet today that wanted to climb to cruise at like 94% N1. is that normal?
Depending on conditions it could be as much as 99%
@@A330Driver Ok. I was concerned I had messed something up whilst doing my PERF INIT uplinks.
Hello Emanual, thanks for making so many great videos for the community. I have one question. I am about to enter the runway, but somehow LNAV won't engage. I checked the FMC and i executed the route, but when i press the LNAV button, it doesn't get the green light nor do i see LNAV on the PFD. Any suggestions on what i might be doing wrong? I also get a take-off config warning.
I had this before, and just after take-off i actually can engage LNAV.
Turn on both flight directors
I have that same problem sometimes. Flight directors are on. No idea what I'm doing wrong.
Why does the Auto Throttle go into Arm mode on the FMA when in the initial climb, is that correct behaviour? I thought it would have stayed in N1
Yes, it's correct behaviour.
is the trim sound simulated?
Not yet ;-)
i cant turn on the LNAV and VNAV, do someone knows why?
PMDG support should be able to help. PMDG forums is great as well.
i tried te exact same route as you and did everthing you did, then it worked but if i do te same with other routes it dosent work, is tere something i ae to do for it to work?@@A330Driver
Starting at 9:00...anyone know how to disable that dimming feature?
ty sir
I have never been able to get my Toga button to do anything on my 737-700....or indeed any of the other 737s. Don't know what I'm doing wrong.
Did you arm the auto throttle first on the MCP. y moving the switch?
nice
Thank you for this awesome tutorial series. Is it normal to initially climb at around 5000 ft per minute after take-off? I am finding very steep initial climb. How would it work if I set V/S prior to take-off?
In a light aircraft without using proper derated thrust it is indeed normal. Are you using a takeoff performance calculator to determine your takeoff thrust? If not I can highly recommend to start doing it.
A light aircraft on full takeoff thrust can easily give you some 6000-7000ft/min. Derate is the key!
Don't use V/S for takeoff, you would risk thrust reduction in moments where it's not wanted, especially in the engine failure scenario.
Instead switch to V/S mode in accordance with the 3-2-1 rule as outlined in the video.
When do you set the speed to UP exactly? At the acceleration altitude? Is this also dependent on NADP 1 or 2?
Thanks
Correct, at the acceleration altitude. The acceleration altitude is dependant on if it's NADP 1 or 2.
@@A330Driver thx
Is this now after SU9?
Yes
Guten tag.
there's something I wanna ask, I see everyone is using PMDG's hidden button to press TOGA for take off.
but I see two TOGA buttons on both thrust levers. In real life, do you need to press both of them or any one of both?
Danke
A single TOGA button will do the job. They both do the same thing.
If you want to fly by hand at/above 1.000ft AGL and you do NOT engage the AP do you have to select LVL CHG mode on the MCP? When I fly by hand the vertical mode stays in TOGA. Thank you!
You have to select an appropriate vertical mode, yes. Otherwise TOGA will remain active. However there is no problem flying the plane in TOGA mode, it essentially works just like level change but with added windshear protection.
In my airline it would be SOP to use TOGA until the Flaps are up and you're at least at 3000AAL, then engage VNAV.
@@A330Driver but in TOGA there is no speed management? Regardless of what speed I select on the MCP (let's say bug up to flaps up speed) the FD pitch will not hold this speed but overshots it. I will try again, maybe I do something wrong. Thank you
It is working. Was my fault. Thanks!
Whenever I turn on LNAV, it just turns itself off again and I don't know why. (I am using the 737-600 so maybe the Autopilot works differently, I don't know), do you know how I could fix this? Thanks! 😀
Are you actually on a SID or intercepting the magenta line before your next waypoint?
So I take off only with LNAV? When do I engaged VNAV?? Please help.
3000ft AAL with Flaps UP no lights.
@@A330Driver thank you
Hey, könntest du Mal ein Tutorial machen, wie man einen VOR Take-Off fliegt? Hab das letztens Mal in einem Video gesehen. Es würde mich sehr interessieren.
Raw Data Departures sind definitiv auf meiner Liste, aber erstmal mache ich die Standardflüge fertig, damit es eine Ressource gibt für den Zeitpunkt, an dem der Flieger veröffentlicht wird.
Danach kommen die Non-Standards.
RNAV ET VNAV will be available at the release ?
Sorry, could you elaborate what exactly you mean with RNAV ET VNAV?
Of course it'll have VNAV, but what do you mean with RNAV ET?
@@A330Driver et means "and" in French if I'm not mistaken
Does it work well with the current sim update?
Yep, it does!
first
second
@@dfg-rg3pd ur mom
third! Oh, wait.
Is that to/go around button also in a real 737 or is it bugged in the pmdg?
What do you mean? Of course the button exists in the real plane.
@@A330Driver well, you clicking on the screw at the mcp for to/go button. Why is there no button?
@@Wiwislldm The real button is on top of the thrust levers below where the pilots fingers would be, however you would have to move the camera down to find them and click them if you don't have a button assigned, so they made it easier to have a hidden button to engage TOGA without moving the camera from the forward view
“The reason why you all are here is for TAKEOFF” lol
4:30 How did that joke go...? "A pilot's girlfriend wants him to use the full length of two things in life. His runways, and his . . ." ;D ;D