How do I fly the PMDG 737-800 in MSFS 2024?

To fly the PMDG 737-800 in Microsoft Flight Simulator 2024, load the MSFS 2024-compatible aircraft, prepare its electrical and pneumatic systems, programme the FMC, start the engines, configure take-off, then manage the flight through the MCP, LNAV/VNAV and flight-mode annunciator before flying a stabilised approach and landing.

What should I set up before the first flight?

Start with the correct aircraft package, a dedicated control profile and a short route between airports with long runways and an ILS. Availability and installation method can differ by platform and licence source, so check which PMDG aircraft package works with MSFS 2024 rather than copying an old installation blindly.

The PMDG 737-800 is a 737 Next Generation aircraft, not a 737 MAX. The basic handling is related, but cockpit systems, displays and operating flows are different.

Panel-state names can vary between package builds. We recommend a turnaround state for the first full flight: it teaches the useful preparation without making the electrical start-up the main challenge.

• Axes: assign aileron, elevator, rudder, throttles and toe brakes, then test their full movement in the cockpit.
• Essential controls: bind landing gear, flaps, spoilers, reverse thrust and TO/GA where your hardware permits.
• Duplicate bindings: remove extra throttle, brake, tiller and rudder assignments. Conflicting axes commonly cause unwanted braking or steering.
• Assistance: disable AI piloting and assisted take-off or landing. Checklist assistance can remain enabled.
• Nosewheel steering: use a tiller axis if available; otherwise select the PMDG option that links steering to the rudder controls.

How do I prepare and start the PMDG 737-800?

Prepare the aircraft in the order power, position, payload, route, performance, MCP and engine start. Changing fuel or payload after calculating take-off performance can invalidate the trim and V-speeds.

1. Establish electrical power. Connect external power or start the APU, then confirm that the main displays and buses are powered. For a complete unpowered start, follow our PMDG 737 cold-and-dark procedure.
2. Align the IRS units. Move both IRS selectors to NAV and enter the aircraft's present position on the FMC POS INIT page. Wait for alignment before expecting a valid map position or LNAV guidance.
3. Load fuel and payload. Use the aircraft's own CDU or tablet loading controls where available. Confirm the resulting weight and centre of gravity before entering performance data; do not make a large fuel change through the simulator toolbar afterwards.
4. Programme the FMC. Enter the origin, destination, runway, route and expected procedures, then complete the performance, thrust-limit and take-off reference pages. Our step-by-step Boeing 737 FMC guide covers the full sequence. Check every LEGS page, remove genuine route discontinuities and retain intentional vector legs that require heading guidance.
5. Set the MCP. Select V2, the departure heading and the first cleared altitude. Switch on both flight directors, arm the autothrottle and arm LNAV or VNAV only when the programmed departure supports them. Setting the cruise altitude immediately is appropriate only when no lower restriction or ATC clearance applies.
6. Configure the overhead panel. Set the pressurisation cruise and landing altitudes, fuel pumps, hydraulics, passenger signs and exterior lights. Use engine or wing anti-ice only when conditions require it.
7. Start the engines. With the APU running, APU bleed on, isolation valve open and packs off, place one engine start switch to GRD. When N2 reaches roughly 25 per cent or maximum motoring speed, move that engine's start lever to IDLE and monitor N1, oil pressure and EGT. Repeat for the other engine.
8. Complete the after-start flow. Put the engine generators online, configure probe heat and hydraulics, return the packs and isolation valve to their normal positions, turn off APU bleed and shut down the APU when it is no longer needed.

Before taxi, set the take-off flaps shown on the FMC TAKEOFF REF page and place the stabiliser trim at the displayed value. Check the flight controls, set the speedbrake down, select RTO autobrake and confirm that the flight instruments agree.

How do I take off and use LNAV/VNAV?

Take off using the FMC V-speeds and TO/GA thrust, then follow the flight director while confirming every automatic mode on the flight-mode annunciator at the top of the primary flight display.

1. Line up and verify the runway. Check the runway heading, departure route, transponder, lights, flaps, trim and MCP altitude. A take-off configuration warning means the aircraft is not ready; do not ignore it.
2. Set take-off thrust. Advance the thrust levers to a stable intermediate setting, then press TO/GA. Confirm that thrust increases normally and that the expected modes appear on the flight-mode annunciator.
3. Rotate at VR. Raise the nose smoothly towards the flight-director command rather than pulling sharply. Excessive rotation risks a tail strike.
4. Clean up the aircraft. Select gear up after a positive rate of climb. At the programmed acceleration height, reduce pitch as commanded and retract the flaps progressively using the speed-tape flap markers.
5. Engage the autopilot when stable. CMD A should not be engaged below 400 feet above ground after take-off. Release control pressure before selecting it; holding the yoke away from the commanded position can prevent engagement or cause an immediate disconnect.
6. Monitor the active modes. LNAV controls lateral routing, while VNAV controls the programmed speed and vertical profile. Neither overrides the MCP altitude window, so VNAV will stop climbing or descending at the selected altitude.

The coloured flight-mode annunciator is authoritative; the illuminated button on the MCP only shows what was selected or armed. A mistake we see constantly is pressing more mode buttons when the aircraft behaves unexpectedly instead of first reading the annunciator. Our guide to PMDG 737 autopilot modes and FMA logic explains LNAV, VNAV, level change, vertical speed and approach capture in detail.

During the climb, set standard pressure at the published transition altitude and watch the route, fuel prediction and pressurisation indications. At cruise, compare the FMC destination fuel with the fuel actually remaining rather than leaving the aircraft unattended until top of descent.

How do I descend and land the PMDG 737-800?

Build the arrival before top of descent, verify its altitude constraints, set a lower MCP altitude when permitted and configure early enough to reach the final approach fully stabilised.

1. Select the arrival and approach. Enter the expected STAR, runway and transition in the FMC, execute the change and inspect the LEGS page for route breaks, duplicated waypoints or unrealistic turns.
2. Prepare the descent. Enter the destination weather and approach speed information available to you. VNAV will not begin a descent through the altitude displayed on the MCP, even when the aircraft has reached its calculated top of descent.
3. Set up the ILS. Confirm the correct ILS frequency and course; set both sides when preparing a coupled or dual-channel approach. Intercept the localiser at a sensible angle and from below the glideslope, then select APP and verify that VOR/LOC and G/S arm and capture on the annunciator.
4. Configure for landing. Extend flaps on schedule, lower the gear, arm the speedbrake and choose an appropriate autobrake setting. Flap 30 is a common landing configuration; if using Flap 40, select the matching FMC VREF. VREF plus five knots is a practical calm-weather simulation target, with an appropriate additive required for stronger winds.
5. Check stability. By 1,000 feet above the runway, the aircraft should be on the correct path, at the target speed, in landing configuration and requiring only small corrections. Go around if it is not stable.
6. Land manually or complete a valid autoland. For a manual landing, disconnect the autopilot and autothrottle at a height that leaves time to settle, keep the runway aim point steady, flare gently near the runway and close the thrust levers. APP mode alone does not provide autoland; that requires a suitable ILS, correct radio setup, both autopilot channels and the proper landing-mode indication.
7. Decelerate and clear the runway. Confirm spoiler deployment, use reverse thrust and monitor the autobrake. Stow reverse as speed falls, take over with manual braking, then retract the flaps and disarm the speedbrake after leaving the runway.

At the stand, establish APU or external electrical power before moving both engine start levers to CUTOFF. Set the parking brake or chocks, turn off the fuel pumps and hydraulic pumps as appropriate, and switch off the anti-collision beacon only after the engines have stopped.

Why is the PMDG 737 not doing what I expect?

Most PMDG 737 problems come from an incomplete system state, an invalid FMC route, an MCP restriction or conflicting controller input.

For the easiest first complete flight, use fair weather, a turnaround state, a simple departure, an ILS-equipped destination and no live ATC restrictions. Once that flow is comfortable, repeat it from cold and dark and add more demanding weather or manual handling.