Development milestones
First flight: April 9, 1967 ( 1967-04-09 )
Aircraft libraryBoeing 737 family
Alf van Beem · Public domain · Boeing 737-800 picturedBoeing 737 family
Artificial pitch q-feel, spring-and-cam roll resistance, autopilot column following and a stick shaker.
AirlinerB73832 profile choices
Know the plane
The first 737 flew in 1967. Boeing retained the six-abreast fuselage width familiar from its earlier jets while placing two engines under the wing. The aircraft subsequently developed through the Original, Classic, Next Generation and MAX generations.
Engines, displays and systems differ between the early 737-200, the 737-800 and the 737 MAX. Simulator products add another layer of variation, from bundled aircraft to specialist implementations with their own failures, options and documentation.
Boeing 737-800
- Powerplant
- 2× CFM56-7B, up to 27,300 lbf each↗
- Seats
- 162–189↗
- Max takeoff weight
- 174,200 lb (79,016 kg)↗
- Wingspan
- 117 ft 5 in (35.79 m) with winglets↗
- Length
- 129 ft 6 in (39.47 m)↗
- Max operating (Vmo/Mmo)
- 340 KIAS / M0.82↗
- Typical cruise
- M0.785↗
- Max operating altitude
- 41,000 ft↗
- Range
- ≈2,935 nm↗
- Fuel capacity
- 6,875 US gal↗
- Flight controls
- Hydraulic with artificial feel, control column↗
- First flight (NG)
- 1997↗
More about this aircraft on AirframeDB
A cross-country flight in the MAX 9
Bedell’s MAX 9 trip begins with a familiar cockpit wrapped around noticeably larger displays. He describes the same confined working space, overhead switches and trim wheels he knew from earlier 737s, alongside quieter engines and small practical improvements such as extra cupholders and glareshield buttons. The longer engine-start sequence and stronger idle thrust were immediately apparent during preparation and taxi.
Once airborne, he found the initial climb unhurried, although intermediate level-offs prevented a clean comparison. Cruise was where the newer aircraft impressed him: he recorded lower fuel consumption, a quieter cockpit and an arrival ahead of schedule with more fuel than planned. He also preferred its behaviour during full-flap approaches. These are observations from one flight and his operating experience, rather than a controlled performance trial or a general assessment of every MAX variant.
Trading the fighter mission for an airline flight
Wooten describes a striking change in what occupied his attention after leaving the US Air Force in early 2022. In the F-15E, he had concentrated on tactics and employing the aircraft. In the 737, the conversation centred on departure, arrival, weather and giving passengers a smooth journey. He remembers the surprise of making his first actual 737 landing with a cabin full of passengers after the airline’s simulator-based preparation.
That experience did not mean there was nothing left to learn. He was still developing familiarity with the avionics and a new set of cockpit habits, helped by the airline’s mentoring process. The working relationships felt different too: a captain and first officer might share a trip and never meet again, unlike a close-knit fighter squadron.
Learning a lighter touch after the MD-80
The author recalls arriving for the first 737 trip after weeks of ground school, simulator sessions and checks, aware that the passengers could not know it was their pilot’s first flight in the actual aircraft. A check airman accompanied the three-day period of initial operating experience. After many years on the MD-80, the move had been a deliberate search for a new challenge, and confidence grew noticeably between the first and final approaches.
The greatest handling adjustment was learning to use smaller, lighter inputs. The author also welcomed the electronic displays and automated loading of route, weather and loading information, while admitting that the data-entry sequence still required care. Landings took longer to become satisfying, especially as the instructor varied flap settings and the sight picture changed. The account describes the process of becoming comfortable in a new type; its comparisons are the writer’s personal impressions.
Public sources 36
- Boeing 737Research background · Wikipedia revision 1374061079 · retrieved 2026-09-12
- Microsoft Flight Simulator aircraft manuals
- MSFS 2024 FAQ and edition aircraft inventory
- Boeing 737-8000 POH
- X-Plane 12 Desktop Manual
- X-Plane aircraft and avionics manuals
- X-Plane 11 Desktop Manual
- PMDG 737 for MSFS - Introduction (PDF)
- PMDG documentation
- Maintainer installation guide and official Zibo download locations
- 737 MAXOfficial developer / designated store catalogue · checked 2026-09-12
- 737-700 for Microsoft Flight Simulator 2024Official developer / designated store catalogue · checked 2026-09-12
- 737-600 for Microsoft Flight Simulator 2024Official developer / designated store catalogue · checked 2026-09-12
- 737-900 for Microsoft Flight Simulator 2024Official developer / designated store catalogue · checked 2026-09-12
- 737-800 for Microsoft Flight Simulator 2024Official developer / designated store catalogue · checked 2026-09-12
- 737-900 for Microsoft Flight Simulator 2020Official developer / designated store catalogue · checked 2026-09-12
- 737-800 for Microsoft Flight Simulator 2020Official developer / designated store catalogue · checked 2026-09-12
- 737-600 for Microsoft Flight Simulator 2020Official developer / designated store catalogue · checked 2026-09-12
- 737-700 for Microsoft Flight Simulator 2020Official developer / designated store catalogue · checked 2026-09-12
- 732 TwinjetOfficial developer / designated store catalogue · checked 2026-09-12
- iFly 737 MAX8 for MSFSOfficial product and support listing · checked 2026-09-14
- Max delivers on its promisePeter A. Bedell · 2 November 2022
- From Air Force F-15s to airline 737sJamie Hunter interview with Bill Wooten · 10 November 2022
- Boeing 737 Initial Operating Experience: My First TripAAFO4Ever · syndicated first-person account; publication date not established
- 732 TwinJet V4 Pro XP12-FlyJSim-B732-v4Official developer / designated-store reference · checked 2026-09-14
- 732 TwinJet V3 Pro XP11-FlyJSim-B732-v3Official developer / designated-store reference · checked 2026-09-14
- ICAO Doc 8643 — aircraft type designatorsPublic search data retrieved 2026-09-14; authority update 2026-09-03
- 737-300 exact product reviewProduct listing captured 2026-09-24; edition scope from the reviewed catalogue
- 737-400 exact product reviewProduct listing captured 2026-09-24; edition scope from the reviewed catalogue
- 737-500 exact product reviewProduct listing captured 2026-09-24; edition scope from the reviewed catalogue
- Take Command!: IXEG 737 Classic Plus, X-AviationProduct listing captured 2026-09-23; edition scope from the reviewed catalogue
- Threshold Exclusive: Freeware 'LevelUp' 737NG Series Introduced for X-Plane - ThresholdProduct listing captured 2026-09-30; edition scope from the reviewed catalogue
- LevelUP 737NG Series for XP12 Released - ThresholdProduct listing captured 2026-09-30; edition scope from the reviewed catalogue
- Boeing 737-800 FCOMPrint or archived reference; no public link
- Boeing published dataPrint or archived reference; no public link
- FAA TCDS A16WEPrint or archived reference; no public link
How the profile models it
Classic Simulation Systems Boeing737-300
Free + ProMSFS 2020MSFS 2024Classic Simulation Systems
The first 737 flew in 1967. Boeing retained the six-abreast fuselage width familiar from its earlier jets while placing two engines under the wing. The aircraft subsequently developed through the Original, Classic, Next Generation and MAX generations.
This profile selects Classic Simulation Systems Boeing737-300 for MSFS 2020, MSFS 2024.
Spring resistance builds with the selected airspeed response. Directed aerodynamic loading is omitted.
Pitch-trim relief is off. Autopilot following is off.
This exact revision has not been enabled for public installation.
Controls and trim
The 737's aileron feel uses a cam, roller and spring-centering unit with breakout and gradient that stays constant with airspeed. Pitch artificial feel differs, so the total pitch-to-roll effort balance can change with speed. PMDG's NG introduction also distinguishes electric-trim limits by model and flap state, and CWS from CMD. Those NG details are not automatically MAX, Classic or early-737 interface evidence.
The selected implementation
CSS Classic 737 uses IRS/radio navigation and FMC U5. Its documented no-GPS/map-shift and 400-foot VNAV behavior is separate from a physical servo target.
Pitch and roll feel
The aircraft’s documented roll spring is speed-independent. This revision uses a shared profile airspeed response where enabled; it does not provide a separate measured pitch-versus-roll feel schedule.
About the values
The gains are normalized profile settings. They describe the chosen effect balance; hand force depends on the device and its output limits. IAS references are tuning values rather than operating limits. Physical acceptance of this revision remains pending.
Master gain & control system
Master gain85%
The final overall output scale applied to everything the model produces, before the device cap.
More: everything (spring, loads, effects) gets stronger together.
Less: everything softens together.
Why here: Scales overall profile strength while preserving effect balance, subject to device and output limits.
Forces
Spring strength20%
The base centring force that pulls the stick back to centre. Every other force stacks on it. Too low and the stick feels limp in normal flight; too high and it fights your hand and masks the smaller cues layered above it.
More: firmer centring that resists your hand at all times.
Less: a limper stick that leans on aerodynamic load alone.
Why here: The fixed roll-feel mechanism and separate pitch artificial feel motivate distinct axis balance; an aerodynamic scale alone cannot describe total pitch/roll effort. The baseline spring is 0.2. Low-speed spring blending is off.
PMDG 737 for MSFS - Introduction (PDF)Spring deadband0%
A small neutral zone around centre where the spring stays quiet, so tiny movements at rest don't chatter. Wider is calmer but looser; narrower is more precise but can twitch around centre.
More: a calmer but looser centre with more free play.
Less: a tighter centre that may chatter at rest.
Why here: Sets travel around the centre before the baseline spring resists. Smaller values engage it sooner.
Forces · Center starting force0.08
Why here: Adds smoothly ramped resistance outside the centre deadband. Zero removes this preload.
Forces · Center starting force transition0.05
Why here: Sets the travel used to ramp in centre preload. Wider intervals make its onset more gradual.
Overall aerodynamic load0%
A master scale over both sustained axis loads, applied before their independent balance. Profiles normally leave this alone and tune the two axis loads instead.
More: both axes load up harder.
Less: both axes lighten together.
Why here: The 0 gain omits sustained directed airspeed loading. Spring resistance remains independent.
Airspeed blendingFalse
Enables the low-speed spring engagement window (start/full knots above). Off, the spring is constant at all speeds.
Why here: Allows baseline spring strength to rise with indicated airspeed where the control law permits it.
Low-speed spring floor55%
How much of the spring survives at a standstill, before airspeed can build any aerodynamic force. A high floor keeps the parked stick firm; a low floor gives the loose, cable-slack feel of a parked light aircraft.
More: a firmer stick while parked and taxiing.
Less: a floppier parked stick that only wakes up with airspeed.
Why here: Sets low-speed spring strength as a fraction of baseline when blending is enabled. One keeps full strength.
Spring engagement start8 kt
The airspeed where the spring begins climbing from its low-speed floor toward full strength: the controls "coming alive" on the takeoff roll.
Why here: Sets the IAS where the low-speed spring blend starts rising. This is a feel threshold, not a flight limit.
Spring engagement full122 kt
The airspeed where the spring reaches full strength. Between the start and this point, centring firms up progressively as airflow builds over the controls.
Why here: Sets the IAS where the low-speed blend reaches baseline strength; high-speed stiffening also uses it.
Force tuning speed230
The indicated airspeed where aerodynamic load reaches its designed full level. It anchors the whole load curve to the aircraft's real speed range: a 172 loads up by 110 knots, a jet much later.
More: loads arrive later; the stick stays light up to a higher speed.
Less: loads arrive earlier and cruise feels heavier.
Why here: Sets the IAS reference for aerodynamic loading. It is an estimate, not published cruise TAS or a flight limit.
Centre firmness vs speed100%
How much the centring itself stiffens with speed, on top of the deflection loads. Zero keeps centre feel constant; more makes the stick centre harder at cruise and looser in the pattern.
More: a centre that hardens noticeably as you go faster.
Less: constant centre feel at every speed.
Why here: The high-speed spring-stiffening gain is 1. It strengthens the permitted spring response above 122 KIAS, with the squared-speed ratio capped at 7.8.
Centre stiffening cap7.8
The upper limit on speed-driven centre stiffening, so very fast flight can't wind the spring up without bound.
More: more total stiffening allowed at high speed.
Less: stiffening clamps off sooner.
Why here: Limits the squared airspeed ratio used for high-speed spring stiffening; it is not a device-force cap.
Aileron load72%
The sustained roll load from aileron deflection and airspeed, balanced independently of pitch. Together with the elevator load it sets the control-harmony ratio reviewers talk about.
More: heavier roll forces.
Less: lighter, quicker-feeling ailerons.
Why here: Roll and pitch aerodynamic scales are 0.72 and 1, respectively. These stored weights do not create directed aerodynamic loading while that term is inactive. No custom spring-travel curve is enabled.
Elevator load100%
The sustained pitch load from elevator deflection and airspeed, balanced independently of roll. This is the main lever behind a type's pitch weight. It does not touch aileron, spring, trim, or buffet forces.
More: heavier sustained pitch forces at speed.
Less: a lighter elevator that takes less muscle to hold.
Why here: Scales pitch aerodynamic loading; pitch spring travel and trim responses are separate settings.
Max output force55%
A cap on each steady pitch or roll force before it reaches the device, guarding against slamming or saturating the hardware in strong maneuvers.
More: stronger peak steady forces before clipping.
Less: a gentler ceiling; hard maneuvers flatten out sooner.
Why here: Caps directed-force output. Native spring effects and device limits remain separate.
Trim
Trim relief (elevator)0%
How strongly elevator trim relieves held pitch force and shifts where the stick settles. At 100%, a properly trimmed aircraft needs no held pressure, the trim-away-the-load workflow of real flying.
More: trim removes more of the held pitch force; at 100% full trim zeroes it.
Less: you keep holding force even when trimmed.
Why here: Documented electric-trim limits vary with model and flap state; a selected trim response is a simplification and does not recreate every NG or MAX trim law. Pitch relief is off, with stored authority 0; roll authority is 0.
PMDG 737 for MSFS - Introduction (PDF)Trim relief (aileron)0%
The same relief for roll trim. Most GA types have no real aileron trim, so this stays at zero; types with roll trim get a matching value.
More: roll trim removes more held roll force.
Less: roll trim does less.
Why here: Scales supported roll-trim relief and permitted centre movement. Zero removes roll response.
Effect gains · ground
Runway rumble40%
Rolling surface vibration from wheel speed and surface type: pavement, grass, or gravel under the gear.
More: louder surface texture through the stick.
Less: a smoother taxi.
Why here: Sets rolling texture strength, modified by speed, surface and undercarriage configuration.
Gear bumps25%
Short discrete bumps from expansion joints, ruts, and rough surface, punctuating the continuous rumble.
More: sharper hits from joints and ruts.
Less: softer ground detail.
Why here: Sets gear-bump texture during ground motion, separate from touchdown impact.
Effect gains · airframe
Stall buffet0%
Airframe shake approaching the stall and while the stall warning is active: how loudly this wing announces it is unhappy. Types with a crisp break get modest buffet and let the horn carry the warning.
More: a louder pre-stall shake.
Less: a quieter wing; the horn carries the warning.
Why here: Sets stall-buffet strength. Zero removes the cue without changing simulator stalls or warnings.
Mach buffet0%
Transonic buffet approaching the Mach limit. Meaningful for jets near MMO, zero for pistons and turboprops that never get there.
More: stronger transonic buffet near the Mach limit.
Less: a smoother high-Mach ride.
Why here: Sets high-Mach buffet strength; onset and full-strength thresholds are separate.
Flap buffet0%
Low-frequency airframe vibration with flaps extended into the airflow, in the speed window where they actually work the air.
More: a rougher ride with flaps working the air.
Less: smoother approach flap.
Why here: Sets flap buffet at the configured position and speed gates. Flap movement texture is separate.
Gear buffet0%
Airframe drumming from retractable gear hanging in the airstream. Zero for fixed-gear types, where the airframe never changes shape.
More: more drumming with the wheels hanging out.
Less: cleaner gear-down flight.
Why here: Sets gear aerodynamic buffet; movement and ground-contact cues are separate.
Stick shaker90%
The dedicated stall stick-shaker buzz, fired by the aircraft's own stall-warning system. Only types with a real shaker get a value; everything else relies on aerodynamic buffet and the horn.
More: a harder stick-shaker buzz.
Less: a subtler shaker.
Why here: Sets triggered shaker strength; inactive while the shaker feature is disabled.
Effect gains · engine, mechanical & drag
Touchdown thump65%
The one-shot kick when the wheels meet the runway, scaled by sink rate: a greaser whispers, a firm arrival thumps.
More: a harder kick at touchdown.
Less: softer arrivals.
Why here: Sets landing-impact strength; landing telemetry and response shape determine the pulse.
Reverse rumble0%
Rollout vibration while reverse thrust or beta-range props are working. Zero for types without reverse.
More: a rougher rollout under reverse.
Less: quieter reverse.
Why here: Sets reverse-thrust vibration with valid reverser and engine conditions. Zero removes the cue.
Engine rumble0%
Continuous powerplant vibration following RPM between idle and full power, the ever-present reminder that something is burning fuel up front.
More: more engine through the stick.
Less: a quieter powerplant.
Why here: Sets estimated engine vibration using configured telemetry and response, not measured cockpit vibration.
Flap motion12%
Continuous vibration only while the sim reports the flap surfaces actually travelling. It follows real actuator motion and failures, not an estimated timer.
More: more vibration while the flap surfaces travel.
Less: quieter flap runs.
Why here: Sets texture from observed flap movement; a command without movement does not establish the cue.
Autopilot follow
AP follow authority10%
How far autopilot commands may physically move the stick. Kept tiny in MSFS, where a moved axis can read back as pilot input; zero disables following entirely.
More: the autopilot visibly moves your stick further.
Less: a barely perceptible follow.
Why here: Sets admitted AP-follow gain, not a percentage of travel. Runtime ownership and input limits still apply.
Stick feel
StickFeel · Trim feel enabledFalse
Whether this feature is active in this profile.
Why here: Retained for compatibility and group membership. Trim relief, rather than this flag, controls centre movement.
StickFeel · Trim relief enabledFalse
Whether this feature is active in this profile.
Why here: Allows trim relief with supported control law and valid telemetry. Axis authorities set its amount.
StickFeel · Force trim enabledFalse
Whether this feature is active in this profile.
Why here: Enables local force trim, separate from aircraft-owned trim and add-on integration qualification.
StickFeel · G load enabledFalse
Whether this feature is active in this profile.
Why here: Allows load-factor changes to modify permitted spring laws. Passive fly-by-wire feel can suppress it.
StickFeel · Rate damping enabledFalse
Whether this feature is active in this profile.
Why here: Enables rate damping with the configured coefficients and control law.
Autopilot
Autopilot · Follow enabledFalse
Whether this feature is active in this profile.
Why here: Autopilot following is off; the configured spring and load retain the hardware feel.
Autopilot · Neutral hold enabledFalse
Whether this feature is active in this profile.
Why here: Permits centering hold during a supported AP state, separate from following a moving target.
Autopilot · Neutral hold strength0.6
Why here: Sets admitted AP neutral-hold strength; inactive while neutral hold is disabled.
Aero
Aero · EnabledTrue
Whether this feature is active in this profile.
Why here: Enables aerodynamic cues; each still needs nonzero strength and its simulator conditions.
Aero · Max flap index3
Where this effect reaches full strength (or has fully faded, for washouts).
More: a more gradual build to a later peak.
Less: a quicker build.
Why here: Sets the final flap index for detent normalization. UP plus three detents uses maximum index3.
Aero · Min flap index2
Where this effect begins fading in.
More: the effect begins later.
Less: it begins earlier.
Why here: Sets the first flap detent that admits buffet; this is a handle index, not degrees.
Aero · Shaker enabledTrue
Whether this feature is active in this profile.
Why here: Permits shaker at supported warning conditions; the switch does not establish aircraft equipment.
Ground
Ground · EnabledTrue
Whether this feature is active in this profile.
Why here: Enables ground effects; each still needs its own strength and contact or motion telemetry.
Engine
Engine · EnabledFalse
Whether this feature is active in this profile.
Why here: Enables engine cues with nonzero settings and valid running-engine telemetry.
Mechanical
Mechanical · EnabledTrue
Whether this feature is active in this profile.
Why here: Enables accessory cues with configured strengths and observed accessory movement.
Mechanical · Gain0.025
The strength of this effect.
More: a stronger effect.
Less: a weaker one.
Why here: Sets texture from observed gear movement, separate from aerodynamic and touchdown effects.
All profile settings
| Parameter | Value | What it controls and why |
|---|---|---|
| Spring strength | 0.2 | The fixed roll-feel mechanism and separate pitch artificial feel motivate distinct axis balance; an aerodynamic scale alone cannot describe total pitch/roll effort. The baseline spring is 0.2. Low-speed spring blending is off. |
| Spring deadband | 0.0 | Sets travel around the centre before the baseline spring resists. Smaller values engage it sooner. |
| Forces · Center starting force | 0.08 | Adds smoothly ramped resistance outside the centre deadband. Zero removes this preload. |
| Forces · Center starting force transition | 0.05 | Sets the travel used to ramp in centre preload. Wider intervals make its onset more gradual. |
| Force gain | 0 | The 0 gain omits sustained directed airspeed loading. Spring resistance remains independent. |
| Master gain | 0.85 | Scales overall profile strength while preserving effect balance, subject to device and output limits. |
| Dynamic-pressure blend | False | Allows baseline spring strength to rise with indicated airspeed where the control law permits it. |
| Minimum spring factor | 0.55 | Sets low-speed spring strength as a fraction of baseline when blending is enabled. One keeps full strength. |
| Spring wake-up speed | 8 kt | Sets the IAS where the low-speed spring blend starts rising. This is a feel threshold, not a flight limit. |
| Spring full-strength speed | 122 kt | Sets the IAS where the low-speed blend reaches baseline strength; high-speed stiffening also uses it. |
| Force tuning speed | 230 kt | Sets the IAS reference for aerodynamic loading. It is an estimate, not published cruise TAS or a flight limit. |
| Airspeed spring stiffening | 1.0 | The high-speed spring-stiffening gain is 1. It strengthens the permitted spring response above 122 KIAS, with the squared-speed ratio capped at 7.8. |
| Airspeed stiffening cap | 7.8 | Limits the squared airspeed ratio used for high-speed spring stiffening; it is not a device-force cap. |
| Aileron force scale | 0.72 | Roll and pitch aerodynamic scales are 0.72 and 1, respectively. These stored weights do not create directed aerodynamic loading while that term is inactive. No custom spring-travel curve is enabled. |
| Elevator force scale | 1 | Scales pitch aerodynamic loading; pitch spring travel and trim responses are separate settings. |
| Maximum output force | 0.55 | Caps directed-force output. Native spring effects and device limits remain separate. |
| StickFeel · Trim feel enabled | False | Retained for compatibility and group membership. Trim relief, rather than this flag, controls centre movement. |
| StickFeel · Trim relief enabled | False | Allows trim relief with supported control law and valid telemetry. Axis authorities set its amount. |
| StickFeel · Elevator authority | 0 | Documented electric-trim limits vary with model and flap state; a selected trim response is a simplification and does not recreate every NG or MAX trim law. Pitch relief is off, with stored authority 0; roll authority is 0. |
| StickFeel · Aileron authority | 0 | Scales supported roll-trim relief and permitted centre movement. Zero removes roll response. |
| StickFeel · Force trim enabled | False | Enables local force trim, separate from aircraft-owned trim and add-on integration qualification. |
| StickFeel · G load enabled | False | Allows load-factor changes to modify permitted spring laws. Passive fly-by-wire feel can suppress it. |
| StickFeel · Rate damping enabled | False | Enables rate damping with the configured coefficients and control law. |
| Autopilot · Follow enabled | False | Autopilot following is off; the configured spring and load retain the hardware feel. |
| Autopilot · Follow authority | 0.1 | Sets admitted AP-follow gain, not a percentage of travel. Runtime ownership and input limits still apply. |
| Autopilot · Neutral hold enabled | False | Permits centering hold during a supported AP state, separate from following a moving target. |
| Autopilot · Neutral hold strength | 0.6 | Sets admitted AP neutral-hold strength; inactive while neutral hold is disabled. |
| Aero · Enabled | True | Enables aerodynamic cues; each still needs nonzero strength and its simulator conditions. |
| Aero · Gain | 0 | Sets stall-buffet strength. Zero removes the cue without changing simulator stalls or warnings. |
| Aero · Gain | 0 | Sets high-Mach buffet strength; onset and full-strength thresholds are separate. |
| Aero · Gain | 0 | Sets flap buffet at the configured position and speed gates. Flap movement texture is separate. |
| Aero · Max flap index | 3 | Sets the final flap index for detent normalization. UP plus three detents uses maximum index3. |
| Aero · Min flap index | 2 | Sets the first flap detent that admits buffet; this is a handle index, not degrees. |
| Aero · Gain | 0 | Sets gear aerodynamic buffet; movement and ground-contact cues are separate. |
| Aero · Shaker enabled | True | Permits shaker at supported warning conditions; the switch does not establish aircraft equipment. |
| Aero · Amplitude | 0.9 | Sets triggered shaker strength; inactive while the shaker feature is disabled. |
| Ground · Enabled | True | Enables ground effects; each still needs its own strength and contact or motion telemetry. |
| Ground · Gain | 0.4 | Sets rolling texture strength, modified by speed, surface and undercarriage configuration. |
| Ground · Gain | 0.25 | Sets gear-bump texture during ground motion, separate from touchdown impact. |
| Ground · Gain | 0.65 | Sets landing-impact strength; landing telemetry and response shape determine the pulse. |
| Ground · Gain | 0 | Sets reverse-thrust vibration with valid reverser and engine conditions. Zero removes the cue. |
| Engine · Enabled | False | Enables engine cues with nonzero settings and valid running-engine telemetry. |
| Engine · Gain | 0 | Sets estimated engine vibration using configured telemetry and response, not measured cockpit vibration. |
| Mechanical · Enabled | True | Enables accessory cues with configured strengths and observed accessory movement. |
| Mechanical · Gain | 0.12 | Sets texture from observed flap movement; a command without movement does not establish the cue. |
| Mechanical · Gain | 0.025 | Sets texture from observed gear movement, separate from aerodynamic and touchdown effects. |
Public sources 38
- Boeing 737Research background · Wikipedia revision 1374061079 · retrieved 2026-09-12
- PMDG 737 for MSFS - Introduction (PDF)PMDG737 introduction PDF 30, 39-41
- 737-300Exact passenger variant and feature list; Exact product features and included variantProduct listing captured 2026-09-24; edition scope from the reviewed catalogue
- Documentation and supported simulator contractSupported simulators and documentation FAQ
- Official knowledge baseAircraft FAQ: VNAV, map shift and key bindings
- Microsoft Flight Simulator aircraft manuals
- MSFS 2024 FAQ and edition aircraft inventory
- Boeing 737-8000 POH
- X-Plane 12 Desktop Manual
- X-Plane aircraft and avionics manuals
- X-Plane 11 Desktop Manual
- PMDG documentation
- Maintainer installation guide and official Zibo download locations
- 737 MAXOfficial developer / designated store catalogue · checked 2026-09-12
- 737-700 for Microsoft Flight Simulator 2024Official developer / designated store catalogue · checked 2026-09-12
- 737-600 for Microsoft Flight Simulator 2024Official developer / designated store catalogue · checked 2026-09-12
- 737-900 for Microsoft Flight Simulator 2024Official developer / designated store catalogue · checked 2026-09-12
- 737-800 for Microsoft Flight Simulator 2024Official developer / designated store catalogue · checked 2026-09-12
- 737-900 for Microsoft Flight Simulator 2020Official developer / designated store catalogue · checked 2026-09-12
- 737-800 for Microsoft Flight Simulator 2020Official developer / designated store catalogue · checked 2026-09-12
- 737-600 for Microsoft Flight Simulator 2020Official developer / designated store catalogue · checked 2026-09-12
- 737-700 for Microsoft Flight Simulator 2020Official developer / designated store catalogue · checked 2026-09-12
- 732 TwinjetOfficial developer / designated store catalogue · checked 2026-09-12
- iFly 737 MAX8 for MSFSOfficial product and support listing · checked 2026-09-14
- Max delivers on its promisePeter A. Bedell · 2 November 2022
- From Air Force F-15s to airline 737sJamie Hunter interview with Bill Wooten · 10 November 2022
- Boeing 737 Initial Operating Experience: My First TripAAFO4Ever · syndicated first-person account; publication date not established
- 732 TwinJet V4 Pro XP12-FlyJSim-B732-v4Official developer / designated-store reference · checked 2026-09-14
- 732 TwinJet V3 Pro XP11-FlyJSim-B732-v3Official developer / designated-store reference · checked 2026-09-14
- ICAO Doc 8643 — aircraft type designatorsPublic search data retrieved 2026-09-14; authority update 2026-09-03
- 737-400 exact product reviewProduct listing captured 2026-09-24; edition scope from the reviewed catalogue
- 737-500 exact product reviewProduct listing captured 2026-09-24; edition scope from the reviewed catalogue
- Take Command!: IXEG 737 Classic Plus, X-AviationProduct listing captured 2026-09-23; edition scope from the reviewed catalogue
- Threshold Exclusive: Freeware 'LevelUp' 737NG Series Introduced for X-Plane - ThresholdProduct listing captured 2026-09-30; edition scope from the reviewed catalogue
- LevelUP 737NG Series for XP12 Released - ThresholdProduct listing captured 2026-09-30; edition scope from the reviewed catalogue
- Boeing 737-800 FCOMPrint or archived reference; no public link
- Boeing published dataPrint or archived reference; no public link
- FAA TCDS A16WEPrint or archived reference; no public link
Community & corrections
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Hangar talk
Open conversation about flying and tuning the Boeing 737 family, in the community forum. Corrections above go privately to the maintainer; hangar talk is public.
Thanks, and your PMDG issue is fixed (I think), I'm emailing you a new build to test shortly.
Will check out that video and also use the report an issue button. Didn't want to do that before I asked about it in here, thinking it might be an already known issue or something I did wrong on my side.
Thanks for the great feedback. You might be interested in this : https://www.youtube.com/watch?v=JOSg0tKhfr4 to help you really nail down the tuning :) And that PMDG thing seems like a bug. It should go away. hit the rep…
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