Development milestones
First flight: April 9, 1967 ( 1967-04-09 )
FlugzeugbibliothekBoeing 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 Profiloptionen
Kenne das Flugzeug
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↗
Mehr über dieses Flugzeug auf 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.
Öffentliche Quellen 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 FCOMGedruckte oder archivierte Quelle; kein öffentlicher Link
- Boeing published dataGedruckte oder archivierte Quelle; kein öffentlicher Link
- FAA TCDS A16WEGedruckte oder archivierte Quelle; kein öffentlicher Link
Wie das Profil es modelliert
FlyJSim 732 TwinJet V4
Free + ProX-Plane 12FlyJSim
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 FlyJSim 732 TwinJet V4 for X-Plane 12.
Spring resistance builds with the selected airspeed response. Directed aerodynamic loading is omitted.
Pitch-trim relief is off. Autopilot following is off.
Diese genaue Revision wurde noch nicht für die öffentliche Installation freigegeben.
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
FlyJSim's 737-200 Advanced uses JT8D-15A, authentic/assisted SP77, CWS and optional UNS-1. Its Classic guidance is separate from NG/MAX interfaces.
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%
Die letzte Gesamtskalierung über alles, was das Modell erzeugt, vor der Gerätegrenze.
Mehr: alles (Feder, Lasten, Effekte) wird gemeinsam stärker.
Weniger: alles wird gemeinsam weicher.
Warum hier: Scales overall profile strength while preserving effect balance, subject to device and output limits.
Forces
Spring strength20%
Die Grundzentrierkraft, die den Stick zur Mitte zieht. Jede andere Kraft baut darauf auf. Zu niedrig fühlt sich der Stick im Normalflug schlaff an; zu hoch kämpft er gegen deine Hand und überdeckt die feineren Signale.
Mehr: festere Zentrierung, die der Hand jederzeit mehr widersteht.
Weniger: ein schlafferer Stick, der sich allein auf die aerodynamische Last stützt.
Warum hier: 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%
Eine kleine neutrale Zone um die Mitte, in der die Feder ruhig bleibt, damit kleinste Bewegungen im Stand nicht flattern. Breiter ist ruhiger, aber lockerer; enger ist präziser, kann aber um die Mitte zittern.
Mehr: eine ruhigere, aber lockerere Mitte mit mehr Spiel.
Weniger: eine straffere Mitte, die in Ruhe zittern kann.
Warum hier: Sets travel around the centre before the baseline spring resists. Smaller values engage it sooner.
Forces · Center starting force0.08
Warum hier: Adds smoothly ramped resistance outside the centre deadband. Zero removes this preload.
Forces · Center starting force transition0.05
Warum hier: Sets the travel used to ramp in centre preload. Wider intervals make its onset more gradual.
Overall aerodynamic load0%
Ein Gesamtmaß über beide anhaltenden Achslasten, vor ihrer Einzelbalance angewendet. Profile lassen es normalerweise stehen und stimmen die beiden Achslasten ab.
Mehr: beide Achsen laden härter auf.
Weniger: beide Achsen werden gemeinsam leichter.
Warum hier: The stored 0 aerodynamic-load gain is inactive under the zero hydraulic-load factor.
Airspeed blendingFalse
Aktiviert das Niedrigfahrt-Einblendfenster der Feder (Beginn/Voll in Knoten oben). Aus bleibt die Feder bei jeder Fahrt konstant.
Warum hier: Allows baseline spring strength to rise with indicated airspeed where the control law permits it.
Low-speed spring floor55%
Wie viel Feder im Stillstand übrig bleibt, bevor Fahrt überhaupt aerodynamische Kraft aufbauen kann. Ein hoher Sockel hält den geparkten Stick straff; ein niedriger ergibt das lose Seilzuggefühl eines geparkten Leichtflugzeugs.
Mehr: ein festerer Stick beim Parken und Rollen.
Weniger: ein schlaffer geparkter Stick, der erst mit Fahrt aufwacht.
Warum hier: Sets low-speed spring strength as a fraction of baseline when blending is enabled. One keeps full strength.
Spring engagement start8 kt
Die Fahrt, ab der die Feder vom Niedrigfahrt-Sockel Richtung volle Stärke steigt: der Beginn des "Lebendigwerdens" der Ruder im Startlauf.
Warum hier: Sets the IAS where the low-speed spring blend starts rising. This is a feel threshold, not a flight limit.
Spring engagement full122 kt
Die Fahrt, bei der die Feder volle Stärke erreicht. Zwischen Beginn und diesem Punkt strafft sich die Zentrierung zunehmend mit der Anströmung.
Warum hier: Sets the IAS where the low-speed blend reaches baseline strength; high-speed stiffening also uses it.
Geschwindigkeit zur Kraftabstimmung240
Die angezeigte Fahrt, bei der die aerodynamische Last ihr ausgelegtes Vollniveau erreicht. Sie verankert die gesamte Lastkurve am realen Geschwindigkeitsbereich: eine 172 lädt bis 110 Knoten auf, ein Jet viel später.
Mehr: Lasten kommen später; der Stick bleibt bis zu höherer Fahrt leicht.
Weniger: Lasten kommen früher, und die Reise fühlt sich schwerer an.
Warum hier: Sets the IAS reference for aerodynamic loading. It is an estimate, not published cruise TAS or a flight limit.
Centre firmness vs speed100%
Wie stark sich die Zentrierung selbst mit der Fahrt strafft, zusätzlich zu den Ausschlaglasten. Null hält das Mittengefühl konstant; mehr lässt den Stick im Reiseflug härter und im Anflug lockerer zentrieren.
Mehr: eine Mitte, die mit Fahrt spürbar härter wird.
Weniger: konstantes Mittengefühl bei jeder Fahrt.
Warum hier: 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
Die Obergrenze der fahrtabhängigen Mittenstraffung, damit sehr hohe Fahrt die Feder nicht grenzenlos aufzieht.
Mehr: mehr Gesamtstraffung bei hoher Fahrt erlaubt.
Weniger: die Straffung klemmt früher ab.
Warum hier: Limits the squared airspeed ratio used for high-speed spring stiffening; it is not a device-force cap.
Aileron load78%
Die anhaltende Rolllast aus Querruderausschlag und Fahrt, unabhängig vom Nick balanciert. Zusammen mit der Höhenruderlast bestimmt sie die Ruderharmonie, von der Testberichte sprechen.
Mehr: schwerere Rollkräfte.
Weniger: leichtere, quirligere Querruder.
Warum hier: Roll and pitch aerodynamic scales are 0.78 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%
Die anhaltende Nicklast aus Höhenruderausschlag und Fahrt, unabhängig von der Rollachse balanciert. Der Haupthebel für das Nickgewicht eines Musters. Er verändert weder Querruder, Feder, Trimmung noch Schüttelkräfte.
Mehr: schwerere anhaltende Nickkräfte bei Fahrt.
Weniger: ein leichteres Höhenruder, das weniger Muskel braucht.
Warum hier: Scales pitch aerodynamic loading; pitch spring travel and trim responses are separate settings.
Max output force55%
Eine Kappe je stetiger Nick- oder Rollkraft vor dem Gerät. Der Schutz davor, die Hardware in harten Manövern zu überfahren oder zu sättigen.
Mehr: stärkere Spitzenkräfte vor dem Abschneiden.
Weniger: eine sanftere Decke; harte Manöver flachen früher ab.
Warum hier: Caps directed-force output. Native spring effects and device limits remain separate.
Trim
Trim relief (elevator)0%
Wie stark Höhenrudertrimmung die gehaltene Nickkraft abbaut und den Ruhepunkt des Sticks verschiebt. Bei 100 % braucht ein sauber getrimmtes Flugzeug keinen gehaltenen Druck: das Wegtrimmen der Last wie im echten Fliegen.
Mehr: Trimmung nimmt mehr der gehaltenen Nickkraft; bei 100 % nullt volle Trimmung sie.
Weniger: du hältst auch getrimmt weiter Kraft.
Warum hier: 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%
Dieselbe Entlastung für Rolltrimmung. Die meisten GA-Muster haben keine echte Querrudertrimmung, daher bleibt sie bei null; Muster mit Rolltrimmung bekommen einen passenden Wert.
Mehr: Rolltrimmung nimmt mehr gehaltene Rollkraft.
Weniger: Rolltrimmung bewirkt weniger.
Warum hier: Scales supported roll-trim relief and permitted centre movement. Zero removes roll response.
Effect gains · Ground
Runway rumble40%
Rollende Untergrundvibration aus Radgeschwindigkeit und Oberflächenart: die Textur von Asphalt, Gras oder Schotter unter dem Fahrwerk.
Mehr: lautere Oberflächentextur durch den Stick.
Weniger: ruhigeres Rollen.
Warum hier: Sets rolling texture strength, modified by speed, surface and undercarriage configuration.
Gear bumps32%
Kurze einzelne Stöße von Dehnfugen, Spurrillen und rauem Belag: die Interpunktion über dem kontinuierlichen Rumpeln.
Mehr: schärfere Stöße von Fugen und Rillen.
Weniger: weichere Bodendetails.
Warum hier: Sets gear-bump texture during ground motion, separate from touchdown impact.
Effect gains · Airframe
Stall buffet0%
Zellenschütteln vor dem Überziehen und bei aktiver Überziehwarnung: wie laut diese Fläche ihr Unbehagen ankündigt. Muster mit sauberem Abriss bekommen moderates Schütteln, das Horn trägt die Warnung.
Mehr: lauteres Schütteln vor dem Überziehen.
Weniger: eine leisere Fläche; das Horn trägt die Warnung.
Warum hier: Sets stall-buffet strength. Zero removes the cue without changing simulator stalls or warnings.
Mach buffet0%
Transsonisches Schütteln nahe der Machgrenze. Relevant für Jets nahe MMO, null für Kolben und Turboprops, die nie dort ankommen.
Mehr: stärkeres transsonisches Schütteln nahe der Machgrenze.
Weniger: ruhigerer Flug bei hohem Mach.
Warum hier: Sets high-Mach buffet strength; onset and full-strength thresholds are separate.
Flap buffet0%
Niederfrequente Zellenvibration mit Klappen im Fahrtwind, im Fenster, in dem sie wirklich Luft arbeiten.
Mehr: ein rauerer Lauf mit arbeitenden Klappen.
Weniger: ruhigere Anflugklappen.
Warum hier: Sets flap buffet at the configured position and speed gates. Flap movement texture is separate.
Gear buffet0%
Zellentrommeln vom ausgefahrenen Einziehfahrwerk im Fahrtwind. Null für Festfahrwerke, deren Zelle nie die Form ändert.
Mehr: mehr Trommeln mit hängendem Fahrwerk.
Weniger: saubererer Flug mit Fahrwerk.
Warum hier: Sets gear aerodynamic buffet; movement and ground-contact cues are separate.
Stick shaker90%
Der dedizierte Stall-Stickshaker-Buzz, ausgelöst von der Überziehwarnanlage des Flugzeugs. Nur Muster mit echtem Shaker bekommen einen Wert; alle anderen verlassen sich auf Schütteln und Horn.
Mehr: ein härterer Shaker-Buzz.
Weniger: ein dezenterer Shaker.
Warum hier: Sets triggered shaker strength; inactive while the shaker feature is disabled.
Effect gains · Engine, mechanical & drag
Touchdown thump90%
Der Einmalstoß beim Aufsetzen, skaliert mit der Sinkrate: ein Butterlander flüstert, ein fester Aufsetzer wummst.
Mehr: ein härterer Tritt beim Aufsetzen.
Weniger: weichere Ankünfte.
Warum hier: Sets landing-impact strength; landing telemetry and response shape determine the pulse.
Reverse rumble0%
Ausrollvibration bei Schubumkehr oder Beta-Verstellung. Null für Muster ohne Umkehr.
Mehr: ein rauerer Ausrollvorgang unter Umkehrschub.
Weniger: leisere Umkehr.
Warum hier: Sets reverse-thrust vibration with valid reverser and engine conditions. Zero removes the cue.
Engine rumble6%
Kontinuierliche Triebwerksvibration, die der Drehzahl von Leerlauf bis Volllast folgt: die allgegenwärtige Erinnerung, dass vorn etwas Kraftstoff verbrennt.
Mehr: mehr Triebwerk im Stick.
Weniger: ein leiseres Triebwerk.
Warum hier: Sets estimated engine vibration using configured telemetry and response, not measured cockpit vibration.
Flap motion12%
Dauervibration nur, solange der Simulator tatsächlich fahrende Klappenflächen meldet. Folgt echter Aktuatorbewegung und Ausfällen, keinem geschätzten Timer.
Mehr: mehr Vibration bei fahrenden Klappen.
Weniger: leisere Klappenläufe.
Warum hier: Sets texture from observed flap movement; a command without movement does not establish the cue.
Autopilot follow
AP follow authority10%
Wie weit Autopilotbefehle den physischen Stick bewegen dürfen. In MSFS winzig gehalten, weil eine bewegte Achse als Pilotene ingabe zurückgelesen werden kann; null schaltet das Folgen ab.
Mehr: der Autopilot bewegt deinen Stick sichtbar weiter.
Weniger: ein kaum wahrnehmbares Folgen.
Warum hier: 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.
Warum hier: 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.
Warum hier: 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.
Warum hier: 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.
Warum hier: 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.
Warum hier: Enables rate damping with the configured coefficients and control law.
Autopilot
Autopilot · Follow enabledFalse
Whether this feature is active in this profile.
Warum hier: 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.
Warum hier: Permits centering hold during a supported AP state, separate from following a moving target.
Autopilot · Neutral hold strength0.6
Warum hier: Sets admitted AP neutral-hold strength; inactive while neutral hold is disabled.
Aero
Aero · EnabledTrue
Whether this feature is active in this profile.
Warum hier: Enables aerodynamic cues; each still needs nonzero strength and its simulator conditions.
Aero · Max flap index8
Where this effect reaches full strength (or has fully faded, for washouts).
Mehr: a more gradual build to a later peak.
Weniger: a quicker build.
Warum hier: 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.
Mehr: the effect begins later.
Weniger: it begins earlier.
Warum hier: 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.
Warum hier: Permits shaker at supported warning conditions; the switch does not establish aircraft equipment.
Ground
Ground · EnabledTrue
Whether this feature is active in this profile.
Warum hier: Enables ground effects; each still needs its own strength and contact or motion telemetry.
Engine
Engine · EnabledTrue
Whether this feature is active in this profile.
Warum hier: Enables engine cues with nonzero settings and valid running-engine telemetry.
Mechanical
Mechanical · EnabledTrue
Whether this feature is active in this profile.
Warum hier: Enables accessory cues with configured strengths and observed accessory movement.
Mechanical · Gain0.12
The strength of this effect.
Mehr: a stronger effect.
Weniger: a weaker one.
Warum hier: Sets texture from observed gear movement, separate from aerodynamic and touchdown effects.
Alle Profileinstellungen
| Parameter | Wert | Was es steuert und warum |
|---|---|---|
| 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 stored 0 aerodynamic-load gain is inactive under the zero hydraulic-load factor. |
| 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. |
| Geschwindigkeit zur Kraftabstimmung | 240 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 | 0.78 | Roll and pitch aerodynamic scales are 0.78 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 | 8 | 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 | 0.32 | Sets gear-bump texture during ground motion, separate from touchdown impact. |
| Ground · Gain | 0.9 | 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 | True | Enables engine cues with nonzero settings and valid running-engine telemetry. |
| Engine · Gain | 0.06 | 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 | 0.12 | Sets texture from observed gear movement, separate from aerodynamic and touchdown effects. |
Öffentliche Quellen 36
- Boeing 737Research background · Wikipedia revision 1374061079 · retrieved 2026-09-12
- PMDG 737 for MSFS - Introduction (PDF)PMDG737 introduction PDF 30, 39-41
- 732 TwinJet V4 Pro XP12-FlyJSim-B732-v4Official developer / designated-store reference ·Official developer / designated-store reference · checked 2026-09-14
- 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 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 FCOMGedruckte oder archivierte Quelle; kein öffentlicher Link
- Boeing published dataGedruckte oder archivierte Quelle; kein öffentlicher Link
- FAA TCDS A16WEGedruckte oder archivierte Quelle; kein öffentlicher Link
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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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