How do I fly the PMDG 737 in MSFS 2020?

To fly the PMDG Boeing 737 in Microsoft Flight Simulator 2020, load a valid route and performance data into the FMC, configure the MCP and aircraft, take off with TO/GA, monitor LNAV/VNAV through the FMA, then programme and stabilise the arrival before landing. Treat it as a systems simulation, not a simplified airliner.

The basic workflow is shared by the PMDG 737-600, -700, -800 and -900. Their weights, speeds and performance differ, so use data calculated for the aircraft you have loaded rather than copying trim settings or V-speeds from another flight.

Should I start the PMDG 737 cold and dark?

A ready-for-taxi state is the best choice for your first PMDG 737 flight because it lets you practise the FMC, take-off, automation and landing without spending half the session preparing the cockpit.

Once that flight is repeatable, use our complete cold-and-dark power-up and engine-start sequence. It covers electrical power, IRS alignment, the APU, pneumatic configuration and engine start without duplicating those procedures here.

PMDG 737 pre-flight setup

1. Remove control conflicts. Check that the yoke, rudder, throttles, spoilers and brakes do not have duplicate axis assignments. Disable any AI assistance that moves the controls. A noisy throttle axis can override the autothrottle, while an unwanted spoiler binding can ruin both take-off and landing.
2. Set fuel and payload. Use the PMDG aircraft's own loading controls where available, then leave the weight unchanged while programming performance. Changing fuel or payload afterwards invalidates the calculated speeds and trim.
3. Enter the route. Programme the origin, destination, runway, route, SID and STAR in the CDU. Do not assume that an MSFS World Map route has fully populated the PMDG FMC. If you use the built-in ATC, place the same route in both systems.
4. Check the LEGS page. Step through the route on the navigation display. Remove a discontinuity only when the adjoining legs really should connect; a VECTOR leg usually expects heading guidance or an ATC clearance.
5. Complete performance pages. Enter the cruise altitude, reserves, cost index and required weight data, then set the thrust limit, take-off flap, centre of gravity, stabiliser trim and V-speeds. Our detailed PMDG FMC route and performance setup explains the CDU sequence.
6. Configure the MCP. Turn on both flight directors, arm the autothrottle, set V2 in the speed window, select the cleared heading and enter the initial cleared altitude. Do not automatically set cruise altitude if ATC has cleared you only to an intermediate level.
7. Finish the take-off configuration. Set the calculated flaps and trim, select autobrake RTO, confirm the speedbrake is down, set the pressurisation panel as required and perform a flight-control check. The take-off configuration warning should remain silent when thrust is advanced.

Take-off, climb and cruise

1. Line up and stabilise the engines. Centre the aircraft on the runway, hold the brakes if needed and advance both engines to a moderate, matched setting before pressing the TO/GA switches or assigned control.
2. Follow the commanded thrust. Check that the FMA shows the expected take-off modes and that both engines accelerate normally. Avoid pushing the hardware throttles forwards again after TO/GA, as that can override the commanded thrust.
3. Rotate at VR. Raise the nose smoothly rather than pulling sharply. Establish the flight-director pitch, confirm a positive climb and retract the landing gear.
4. Engage lateral and vertical guidance. Follow the flight directors manually or engage CMD when safely established, normally no earlier than about 400 feet above the runway. LNAV and VNAV may be armed before take-off when the route and performance setup support them; otherwise use HDG SEL and an appropriate climb mode until interception.
5. Retract flaps on schedule. At the acceleration altitude, allow the aircraft to accelerate and retract each flap stage as its manoeuvring-speed indication is reached. Do not move directly from take-off flap to flaps up while still slow.
6. Monitor the FMA. The mode annunciations at the top of the primary flight display are the truth. Illuminated MCP buttons show what was selected, not necessarily what the aircraft captured. For a closer explanation of N1, LVL CHG, LNAV, VNAV and CMD, use our MCP and autopilot mode guide.

During climb, keep raising the MCP altitude only as cleared. VNAV will level at the selected MCP altitude even if the FMC route expects the aircraft to climb higher. At cruise, check fuel balance, pressurisation, route progress and the programmed arrival rather than leaving the flight unattended.

How do I descend and land the PMDG 737?

A successful PMDG 737 landing begins before top of descent: load the arrival, verify every constraint, calculate landing data and set a lower MCP altitude when cleared to descend.

Use the rough three-to-one rule as a cross-check: losing 10,000 feet needs about 30 nautical miles, plus extra distance for slowing. VNAV may remain level at top of descent if the MCP altitude is not set below the aircraft. If you become high, reduce speed early and use the speedbrake carefully rather than forcing a steep, fast approach.

Select the correct approach and verify its fixes, altitude constraints, minima and missed-approach path. The required automation depends on the approach type:

Before final approach, set the landing flap and VREF with the appropriate wind correction, arm the speedbrake, select the required autobrake and lower the landing gear. Use 1,000 feet above the runway as a sensible practice target: the aircraft should be on the correct path, fully configured, at a stable speed and requiring only small corrections.

For a manual landing, disconnect the autopilot at a comfortable height, maintain the aiming point and begin a small flare near the runway. Close the thrust levers during the flare, avoid holding the aircraft off excessively and deploy reverse thrust only after main-wheel touchdown. Lower the nose gently, check spoiler deployment and return reverse thrust to idle as the aircraft slows.

Why will LNAV, VNAV or the autopilot not work?

Most PMDG 737 automation failures are incomplete setup, an MCP restriction or a control conflict rather than a software fault.

• LNAV will not engage: check for an active route, an executable discontinuity, a distant active leg or an intercept angle the system cannot accept. Use HDG SEL to intercept the intended course, then select LNAV. For an ATC shortcut, use the correct CDU direct-to workflow rather than deleting random legs.
• VNAV will not activate: complete the PERF INIT, N1 LIMIT and TAKEOFF REF data. In descent, make sure the MCP altitude permits the aircraft to descend.
• The autopilot will not engage: centre the controls, remove conflicting controller inputs and confirm that the flight directors, electrical system, hydraulics and IRS state are valid. Strong manual control pressure can cause CMD to reject or disconnect.
• The aircraft turns the wrong way: inspect the active leg and magenta route. A vector, route discontinuity or incorrectly activated waypoint often explains the turn.
• The ILS captures only the localiser: confirm the frequency and course, arm APP and intercept the glideslope from below. If the aircraft is already above the path, descend under another mode or go around.
• A take-off warning sounds: recheck flap position, stabiliser trim, speedbrake and parking brake before adding thrust.

What should I do if the approach becomes unstable?

Go around rather than trying to rescue an approach that is too high, too fast, badly aligned or incorrectly configured. Press TO/GA, follow the flight director, confirm positive climb, raise the gear and select the prescribed go-around flap setting. Then set the missed-approach altitude and verify each new FMA mode before cleaning up in stages.

The habit that matters most in the PMDG 737 is reading the FMA after every mode selection. If the annunciation is not what you expected, correct the mode immediately; do not wait for the aircraft's flight path to reveal the mistake.