Development milestones
First flight: April 9, 1967 ( 1967-04-09 )
機体ライブラリBoeing 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.
AirlinerB738プロファイル候補：32
機体を知る
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↗
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.
公開資料 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 FCOM印刷物またはアーカイブ資料（公開リンクなし）
- Boeing published data印刷物またはアーカイブ資料（公開リンクなし）
- FAA TCDS A16WE印刷物またはアーカイブ資料（公開リンクなし）
プロファイルによるモデル化
Boeing 737-800
Free + ProMSFS 2024X-Plane 12X-Plane 11MSFS 2020
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.
The factory starting point selects Boeing 737-800 across MSFS 2024, X-Plane 12, X-Plane 11, MSFS 2020.
Spring resistance builds with the selected airspeed response. Directed aerodynamic loading is omitted.
Pitch-trim relief is off. Autopilot following is enabled for supported control references.
この正確なリビジョンは、まだ公開インストールに対応していません。
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.
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 gain100%
モデルが生み出すすべてに適用される最終的な全体出力スケール。デバイス上限の前に適用されます。
上げると: すべて(バネ、荷重、効果)が一緒に強まります。
下げると: すべてが一緒に和らぎます。
この値の理由: Scales overall profile strength while preserving effect balance, subject to device and output limits.
Forces
Spring strength20%
スティックを中央へ引き戻す基本のセンタリング力。他のすべての力はこの上に積み重なります。低すぎると通常飛行でスティックが頼りなく、高すぎると手に逆らい、上に重なる細かな手がかりを覆い隠します。
上げると: 手により強く抵抗する、固いセンタリング。
下げると: 空力荷重だけに頼る、柔らかいスティック。
この値の理由: 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%
中央付近でバネが沈黙する小さなニュートラルゾーン。静止時の微小な動きがガタつかないようにします。広いほど落ち着きますが緩くなり、狭いほど精密ですが中央で震えることがあります。
上げると: より静かだが緩い、遊びの多い中央。
下げると: 静止時に震えうる、締まった中央。
この値の理由: Sets travel around the centre before the baseline spring resists. Smaller values engage it sooner.
Forces · Center starting force0.08
この値の理由: Adds smoothly ramped resistance outside the centre deadband. Zero removes this preload.
Overall aerodynamic load0%
両軸の持続荷重にかかるマスタースケールで、各軸の独立バランスの前に適用されます。プロファイルは通常これに触れず、二つの軸荷重を調整します。
上げると: 両軸がより強く荷重します。
下げると: 両軸が一緒に軽くなります。
この値の理由: The 0 gain omits sustained directed airspeed loading. Spring resistance remains independent.
Spring engagement full122 kt
バネが全強度に達する速度。開始点からここまでの間、舵面上の気流が増すにつれセンタリングは徐々に固まります。
この値の理由: Sets the IAS where the low-speed blend reaches baseline strength; high-speed stiffening also uses it.
Centre firmness vs speed100%
舵角荷重に加えて、センタリング自体が速度でどれだけ固くなるか。ゼロなら中央の感触は一定、大きくすると巡航で固く、場周で緩くなります。
上げると: 速度とともに明確に固くなる中央。
下げると: どの速度でも一定の中央感覚。
この値の理由: 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
速度によるセンター硬化の上限。超高速飛行でバネが際限なく巻き上がるのを防ぎます。
上げると: 高速でより多くの総硬化を許容。
下げると: 硬化がより早く頭打ちに。
この値の理由: Limits the squared airspeed ratio used for high-speed spring stiffening; it is not a device-force cap.
Aileron load180%
エルロン舵角と速度による持続的なロール荷重で、ピッチとは独立に調整されます。エレベーター荷重と合わせて、レビューで語られる操縦調和の比率を決めます。
上げると: より重いロール力。
下げると: より軽く機敏なエルロン。
この値の理由: Roll and pitch aerodynamic scales are 1.8 and 0.9, respectively. These stored weights do not create directed aerodynamic loading while that term is inactive. No custom spring-travel curve is enabled.
Elevator load90%
エレベーター舵角と速度による持続的なピッチ荷重で、ロールとは独立に調整されます。機種ごとのピッチの重さを決める主レバーです。エルロン、バネ、トリム、バフェットの力には触れません。
上げると: 速度での持続ピッチ力がより重く。
下げると: 保持する力の軽い、より軽やかなエレベーター。
この値の理由: Scales pitch aerodynamic loading; pitch spring travel and trim responses are separate settings.
Max output force70%
各定常ピッチ・ロール力がデバイスへ届く前の上限。強い機動でハードウェアを叩いたり飽和させたりしないための保護です。
上げると: クリップ前の定常力ピークがより高く。
下げると: より柔らかい天井。激しい機動が早く平らに。
この値の理由: Caps directed-force output. Native spring effects and device limits remain separate.
Forces · Center starting force transition0.05
この値の理由: Sets the travel used to ramp in centre preload. Wider intervals make its onset more gradual.
Airspeed blendingFalse
低速のバネ立ち上げ窓(上記の開始/全強度ノット)を有効にします。オフではバネは全速度で一定です。
この値の理由: Allows baseline spring strength to rise with indicated airspeed where the control law permits it.
Low-speed spring floor55%
停止状態で、速度が空力を生む前にバネがどれだけ残るか。床が高いと駐機中のスティックはしっかりし、低いと駐機した軽飛行機のケーブルが緩んだような感触になります。
上げると: 駐機・タキシー時により固いスティック。
下げると: 速度でしか目覚めない、駐機時の柔らかいスティック。
この値の理由: Sets low-speed spring strength as a fraction of baseline when blending is enabled. One keeps full strength.
Spring engagement start0 kt
バネが低速の床から全強度へ立ち上がり始める速度。離陸滑走で操縦系統が「目を覚ます」ポイントです。
この値の理由: Sets the IAS where the low-speed spring blend starts rising. This is a feel threshold, not a flight limit.
フォース調整速度280
空力荷重が設計上の満量に達する指示対気速度。荷重カーブ全体を機体の実際の速度域に固定します。172は110ノットで荷重が乗り、ジェットはずっと後です。
上げると: 荷重の到来が遅くなり、より速くまでスティックが軽いまま。
下げると: 荷重が早く到来し、巡航がより重く。
この値の理由: Sets the IAS reference for aerodynamic loading. It is an estimate, not published cruise TAS or a flight limit.
Trim
Trim relief (elevator)30%
エレベータートリムが保持ピッチ力をどれだけ和らげ、スティックの落ち着き位置をずらすか。100 %では正しくトリムされた機体は保持圧が不要になり、実機の「荷重をトリムで消す」手順そのものです。
上げると: トリムがより多くの保持力を除去。100 %ではフルトリムで打ち消し。
下げると: トリムしても力を保持し続けます。
この値の理由: 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 0.3; roll authority is 0.09.
PMDG 737 for MSFS - Introduction (PDF)Trim relief (aileron)9%
ロールトリムの同じ軽減。多くのGA機には本物のエルロントリムがないためゼロのまま。ロールトリムを持つ機種には相応の値が入ります。
上げると: ロールトリムがより多くの保持力を除去。
下げると: ロールトリムの効きが弱く。
この値の理由: Scales supported roll-trim relief and permitted centre movement. Zero removes roll response.
Effect gains · Ground
Runway rumble40%
車輪速度と路面種別(舗装、草、砂利)による転がりの振動。
上げると: スティックの路面テクスチャがより強く。
下げると: より滑らかなタキシー。
この値の理由: Sets rolling texture strength, modified by speed, surface and undercarriage configuration.
Gear bumps32%
伸縮継ぎ目や轍、荒れた路面からの短い個別の衝撃で、連続的なゴロゴロに句読点を打ちます。
上げると: 継ぎ目と轍の衝撃がより鋭く。
下げると: より柔らかな地面のディテール。
この値の理由: Sets gear-bump texture during ground motion, separate from touchdown impact.
Effect gains · Airframe
Stick shaker90%
機体自身の失速警報システムが発火させる専用のスティックシェーカーの振動。本物のシェーカーを持つ機種だけに値が入り、他はすべて空力バフェットと警報音に頼ります。
上げると: より固いシェーカー。
下げると: より控えめなシェーカー。
この値の理由: Sets triggered shaker strength; inactive while the shaker feature is disabled.
Stall buffet30%
失速接近時と失速警報作動中の機体の震え。この翼が不満をどれだけ大声で告げるかです。切れ味よく落ちる機種は控えめなバフェットになり、警報音に警告を任せます。
上げると: より強い失速前の震え。
下げると: より控えめな翼。警報音が警告を担います。
この値の理由: Sets stall-buffet strength. Zero removes the cue without changing simulator stalls or warnings.
Mach buffet44%
マッハ限界接近時の遷音速バフェット。MMO付近のジェットには意味があり、そこへ到達しないレシプロやターボプロップではゼロです。
上げると: マッハ限界近くのより強い遷音速バフェット。
下げると: 高マッハでより滑らかな飛行。
この値の理由: Sets high-Mach buffet strength; onset and full-strength thresholds are separate.
Flap buffet36%
フラップが実際に空気を掴む速度窓で、気流に展開されたフラップによる機体の低周波振動。
上げると: フラップ作動中のより荒い飛行。
下げると: より柔らかな進入フラップ。
この値の理由: Sets flap buffet at the configured position and speed gates. Flap movement texture is separate.
Gear buffet38%
気流中に垂れた引込脚による機体のドラミング。機体形状が変わらない固定脚の機種ではゼロです。
上げると: 脚下げ時のドラミングが増加。
下げると: 脚下げ飛行がより綺麗に。
この値の理由: Sets gear aerodynamic buffet; movement and ground-contact cues are separate.
Effect gains · Engine, mechanical & drag
Touchdown thump90%
車輪が滑走路に触れる瞬間の単発のキック。沈下率でスケールされ、グリーサーはささやき、固い接地はドンと響きます。
上げると: 接地のより固い衝撃。
下げると: より柔らかな到着。
この値の理由: Sets landing-impact strength; landing telemetry and response shape determine the pulse.
Reverse rumble50%
逆推力やベータ域のプロペラが働いている間の滑走振動。リバースのない機種ではゼロです。
上げると: リバース中のより荒い滑走。
下げると: より控えめなリバース。
この値の理由: Sets reverse-thrust vibration with valid reverser and engine conditions. Zero removes the cue.
Engine rumble11%
アイドルから全出力まで回転数に従う連続的な動力装置の振動。前方で何かが燃料を燃やしている、常に存在する注意喚起です。
上げると: スティックのエンジンが増加。
下げると: より控えめなエンジン。
この値の理由: Sets estimated engine vibration using configured telemetry and response, not measured cockpit vibration.
Flap motion34%
シミュレーターがフラップ舵面の実際の移動を報告している間だけの連続振動。推定タイマーではなく、実際のアクチュエーター動作と故障に従います。
上げると: フラップ移動中の振動が増加。
下げると: より控えめなフラップ走行。
この値の理由: Sets texture from observed flap movement; a command without movement does not establish the cue.
Autopilot follow
AP follow authority100%
オートパイロットの指令がスティックを物理的にどこまで動かせるか。動いた軸がパイロット入力として読み返されうるMSFSでは極小に保ちます。ゼロで追従は完全に無効です。
上げると: オートパイロットがスティックを目に見えて多く動かします。
下げると: ほぼ気づかない追従。
この値の理由: Sets admitted AP-follow gain, not a percentage of travel. Runtime ownership and input limits still apply.
Autopilot
Autopilot · Follow enabledTrue
Whether this feature is active in this profile.
この値の理由: Following is on at 1 authority when a supported, valid autopilot control reference is available.
Autopilot · Neutral hold enabledFalse
Whether this feature is active in this profile.
この値の理由: Permits centering hold during a supported AP state, separate from following a moving target.
Autopilot · Neutral hold strength0.6
この値の理由: Sets admitted AP neutral-hold strength; inactive while neutral hold is disabled.
Stick feel
StickFeel · Trim feel enabledFalse
Whether this feature is active in this profile.
この値の理由: 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.
この値の理由: 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.
この値の理由: 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.
この値の理由: 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.
この値の理由: Enables rate damping with the configured coefficients and control law.
Aero
Aero · Max flap index8
Where this effect reaches full strength (or has fully faded, for washouts).
上げると: a more gradual build to a later peak.
下げると: a quicker build.
この値の理由: Sets the final flap index for detent normalization. UP plus three detents uses maximum index3.
Aero · Min flap index1
Where this effect begins fading in.
上げると: the effect begins later.
下げると: it begins earlier.
この値の理由: Sets the first flap detent that admits buffet; this is a handle index, not degrees.
Aero · EnabledTrue
Whether this feature is active in this profile.
この値の理由: Enables aerodynamic cues; each still needs nonzero strength and its simulator conditions.
Aero · Shaker enabledTrue
Whether this feature is active in this profile.
この値の理由: Permits shaker at supported warning conditions; the switch does not establish aircraft equipment.
Spring response
SpringResponse · Travel enabledFalse
Whether this feature is active in this profile.
この値の理由: Applies the configured pitch and roll spring travel curves.
SpringResponse · Output1
この値の理由: Sets response at the second pitch-curve point; it is an endpoint only if its input position is full travel.
SpringResponse · Output1
この値の理由: Sets response at the second roll-curve point; its input position and other points determine the travel law.
Ground
Ground · EnabledTrue
Whether this feature is active in this profile.
この値の理由: 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.
この値の理由: Enables engine cues with nonzero settings and valid running-engine telemetry.
Mechanical
Mechanical · EnabledTrue
Whether this feature is active in this profile.
この値の理由: Enables accessory cues with configured strengths and observed accessory movement.
Mechanical · Gain0.18
The strength of this effect.
上げると: a stronger effect.
下げると: a weaker one.
この値の理由: Sets texture from observed gear movement, separate from aerodynamic and touchdown effects.
すべてのプロファイル設定
| パラメーター | 値 | 何を制御するのかとその理由 |
|---|---|---|
| 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 | 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. |
| Force gain | 0 | The 0 gain omits sustained directed airspeed loading. Spring resistance remains independent. |
| Master gain | 1 | Scales overall profile strength while preserving effect balance, subject to device and output limits. |
| Spring full-strength speed | 122 kt | Sets the IAS where the low-speed blend reaches baseline strength; high-speed stiffening also uses it. |
| Airspeed spring stiffening | 1 | 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 | 1.8 | Roll and pitch aerodynamic scales are 1.8 and 0.9, 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 | 0.9 | Scales pitch aerodynamic loading; pitch spring travel and trim responses are separate settings. |
| Maximum output force | 0.7 | Caps directed-force output. Native spring effects and device limits remain separate. |
| Autopilot · Follow enabled | True | Following is on at 1 authority when a supported, valid autopilot control reference is available. |
| Autopilot · Follow authority | 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. |
| 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. |
| Aero · Max flap index | 8 | Sets the final flap index for detent normalization. UP plus three detents uses maximum index3. |
| Aero · Min flap index | 1 | Sets the first flap detent that admits buffet; this is a handle index, not degrees. |
| Aero · Amplitude | 0.9 | Sets triggered shaker strength; inactive while the shaker feature is disabled. |
| Forces · Center starting force transition | 0.05 | Sets the travel used to ramp in centre preload. Wider intervals make its onset more gradual. |
| 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 | 0 kt | Sets the IAS where the low-speed spring blend starts rising. This is a feel threshold, not a flight limit. |
| フォース調整速度 | 280 kt | Sets the IAS reference for aerodynamic loading. It is an estimate, not published cruise TAS or a flight limit. |
| SpringResponse · Travel enabled | False | Applies the configured pitch and roll spring travel curves. |
| SpringResponse · Output | 1 | Sets response at the second pitch-curve point; it is an endpoint only if its input position is full travel. |
| SpringResponse · Output | 1 | Sets response at the second roll-curve point; its input position and other points determine the travel law. |
| StickFeel · Elevator authority | 0.3 | 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 0.3; roll authority is 0.09. |
| StickFeel · Aileron authority | 0.09 | 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. |
| Aero · Enabled | True | Enables aerodynamic cues; each still needs nonzero strength and its simulator conditions. |
| Aero · Gain | 0.3 | Sets stall-buffet strength. Zero removes the cue without changing simulator stalls or warnings. |
| Aero · Gain | 0.44 | Sets high-Mach buffet strength; onset and full-strength thresholds are separate. |
| Aero · Gain | 0.36 | Sets flap buffet at the configured position and speed gates. Flap movement texture is separate. |
| Aero · Gain | 0.38 | 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. |
| 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 | 0.5 | 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 | 0.11 | 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 | 0.34 | Sets texture from observed flap movement; a command without movement does not establish the cue. |
| Mechanical · Gain | 0.18 | Sets texture from observed gear movement, separate from aerodynamic and touchdown effects. |
公開資料 36
- Boeing 737Research background · Wikipedia revision 1374061079 · retrieved 2026-09-12
- PMDG 737 for MSFS - Introduction (PDF)PMDG737 introduction PDF 30, 39-41
- 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
- 737-300 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 FCOM印刷物またはアーカイブ資料（公開リンクなし）
- Boeing published data印刷物またはアーカイブ資料（公開リンクなし）
- FAA TCDS A16WE印刷物またはアーカイブ資料（公開リンクなし）
コミュニティと訂正
実機経験からこのページに誤りがあると思ったら、ここで訂正してください。
パイロットによる訂正
この機体に乗っていますか?このページを訂正。
このページは引用文献に基づいていますが、実機での経験は引用に勝ります。 誤っている主張を引用し、実機が実際にどうかを教えてください。訂正は メンテナーが確認し、この調査の次の改訂に反映されます。
訂正の送信にはサインインしてください。パスワード不要、ワンタイムのメールリンクだけです。
サインイン
ハンガートーク
Boeing 737 familyの操縦や調整についてのオープンな会話です(コミュニティフォーラム)。上の訂正はメンテナーに非公開で届きます。ハンガートークは公開です。
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…
コミュニティ
この機体のコミュニティプロファイル
この機体のコミュニティプロファイルはまだありません。
自分好みに調整しましたか? プロファイルを共有 するとここに表示されます。