Training Syllabus: Compatible With

TRAINING SYLLABUS
q.OJl,q.lu;Jdg~pdot£
COMPATIBLE WITH
EVERYFLIGHT
SIMPROGRAM
PU'I' 'rocm'l'lllm IlY
)III{I~ IlilY
(~AI)'I'i\.IN IJAI.
PDF DISPLAY TIP!
If you are using a .pdf reader, or viewing this on a

monitor, tablet , i-pad or viewing device wide enough to
accommodate two pages , then consider this set-up .
Select VIEW from the toolbar

Select TWO PAGE VIEW or PAGE DISPLAY
Select TWO -UP CONTINUOUS from the fly-out menu,
and
Select SHOW COVER PAGE DURING TWO-UP
I also recommend
Select VIEW from the toolbar

Select ZOOM from the fly-out menu
Select FIT HEIGHT
SOME LEGAL STUFF
OK, UsJenup. Reproduction or use of this editorial Of pictorial content" any manner (like copyng this stuff) without express
p6fTT1ission is strictly prohibited. Napart of this dowment maybe reproduced, copied. adapted, ortransmitted in any form orby
any means without permission. The author(me) and the publisher (me again) makeno daims or representations or warranties
with fesp8cl to the contents hereof and specifically disclaims any implied warranties of merchanlab iity or fitness for any
particular purpose. such flying your favorite simulator program BUTcertainly NOTforactual1y flying anyjet. No palMt liability
is assumed with respectto the use of infO/mationcontained herein. Further, we fflS8IW the right to revise, change, or aller this
pubJicationand to make changes from time to time in the contents herein without any ob6galion to notify anybody of such
changes and/or revisions. WhilB every procaution has been taken to ensure that this stuff is righteous and lhaleverything in
this bookis corract. the publisher 8ssumesnoresponsibility foref1Ofs,onissions. deletions, goobers. hickeys, and downright
lies. Neither is there any liabiity assumed fordamages resu/ling from the use of the infofTTIation contained herein. The manual
is sold "AS-IS" and you areassuning the enti18risk as to is pedormance for yournoods and purposes. We a18NO T ' able for
any damages. drect or indi18ct. resu/ling from any error. inclusion, reference, innuendo. rumor, hearsay, inference.
misunderstanding. screw-up, goober, outright lie, or mistake.
Of course, what dolt would not realize f/lat Boeing is a registered uB(1emar1c of The Boeing Arcraft
Company and MSF$ or M$FX is registered to Microsoft Corporation; and the use of that term in no way implies that they
endorse , contribute. support, recognize. likeordisJike, oreVfJnknoworcareaboutthisproduct;etc. adnauseum .
Wheeeew! Is that enough to cover my six a t the $up18meCourt?
Here is what my take on what all this

lawyer-type mumbo-jumbo ultimately means ...
Ifyou are going to rip me offby pretending that you are the author or even re-
print this book, or give it away or sell it and thereby get extremely rich and
buy a huge boat or a maybe a real 747; then I guess I have the right to come to
your house and do som ething bad to y ou... like make you begforforgiveness,
or something like that (not likely). Instead, why don't you just call me, or
better y et, let s do lunch. I know a great lunch sandwich pla ce and we could
talk about what you would like to do with the material from this book and we
could each some kind ofagreement. Then we could ... blah - blah - blah -
... this legal stuff goes on and on and on.
You can FIND Mike Ray at:

www.utem.com
published by
UNIVERSITY of TEMECULA PRESS
www.utem .com
version12
150901
© Mike Ray 2016
(Probably) PRINTED IN THE UNITED STATES of AMERICA
THIS EDITION PRINTED 2016

... and an invitation to contact me.
After they had spent many hours looking over my rough draft, they
finally convinced me to make some major changes to the manuscript. They
were really dedicated flight simmers that took a great deal of their time to
help me out. It was their unique viewpoint and critique that helped me get
over a writers fog that was keeping me from completing my task. I swear that
I was cerat in that I had looked over everything until I was ready to puke ...
and these guys were able to point out some of the glaring typos and
glitches in what I thought was a pretty "clean" text.
Bill Clark
Maury Pratt
They are members of the San Diego "Flight Sim" group ... and that collection
of experts have a body of experience, knowledge , and information that
makes your head spin. I really apprec iated their input and critique.
Captain Corey Fergusen was greatly instrumental in helping me out with

information and materials that filled in the interstices in my understanding and
knowledge.
Roger Curtiss: My semi-official proof reader, gave some assistance during

the early phases of development.
Mike Blier: Who took the time to make written comments about the first draft
version of the document.
Asshur Lazar: Out of the blue, he offered some corrections that made me slap
my forehead. Great work!
Charlie Kettlewell: How can anybody have the ability to comb through the
document with such incredible precision. Amaz ing!
Guy Reinhardt I thought the manuscript was pretty well clean of errors ...
and then GUy started sending me his critique. WOW!!!
... and to all those Flight Sim enthusiasts that have constantly bombarded me
with e-mails about problems with the text. Keep 'em coming. It is obvious there
does not seem to be an end to the numbers of typos and goobers, and so
the search continually goes on for comments from all you nit-pickers out
there whose steely-eyed ability to detect goobers and hickies defies my
ability. If you are one of those still out there among our community, who still like
my stuff in spite of the annoying mis-typos , but want to make a comment ;
BRING IT ON! Keep talking to me. Let's make this thing clean and righteous!
Mike
mikeray@utem.com
Thank you!
DISCLAIMER
What kind of arrogant and self serving person would even think that
they could even begin to describe how to operate the complex world of
airline aviation and it's relationship to an even more complex PC
computer environment ...and do it in a rather modest sized book. This
flimsy document is certainly not going to accurately and completely
fulfill that task and this rather apologetic disclaimer seeks to put to
rest any notion that this book claims to do that.
Further, any reference, no matter how oblique, to any other entity such as a
major airplane manufacturer or software publisher does not intend to infer
that they endorse what I have to say. This is all my opinion and thoughts. I
also have no intention of trying to create an opinion on the part of the reader
regarding these products. As the sole writer of this book, I want it clearly
understood that I have not intended to print or say anything that would be
improper or false about anybody else.
------- -------- -I
... as you read through this somewhat disjointed and

dense collection of thoughts and ideas , remember
that we are talking about how to operate what is
arguably some of the most complex computer
programs and mechanical machinery ever created by mankind. There is probably
no way of actually making the task of understanding this stuff simple. So, I am
apologizing ahead of time for all the mistakes , mis-statements, lies, miss-
spellings , bad grammar, outright lies, stuff that doesn 't work , or anything else that
seems to be screwed up. I am giving it my best shot ... and I am also continually
learning new stuff and better ways of describing the way to make it all work.
I am also FULLY aware that a whole lot of you guys and gals out there
know a whole buncha stuff that I never even thought of. Give me a shout-out once
in a while and tell me where we can improve, change , alter, fix, or whatever else
you think might be a good idea. The way this publishing thing works ... I print a short
run periodically and have the opportunity to "fix" and change the basic document.
The concept here is for me to try and tell you a simplified way to operate
this most complex of human tasking assignments ... flying a modern jet airplane in
the ATe environment. It is absolutely futile, however, for me to even pretend or lie
to you and tell you that I have even a small part of the total information necessary to
accurately describe the whole paradigm in terms that will make it easy. I will tell you
what I think ... and it is up to you to add to that knowledge base and make the
changes that work for you.
Just as a pass ing note here ... even the airlines cannot agree on procedures and
operational techniques. That being said , however, I think that if we take it a small
step at a time, work ing together, we can actually begin to understand a little bit of
the complex operat ion of this system .
Let's do it!
Here are a few books that I think should be a part of every Boeing 737NG lovers
library :
"737 Cockpit Companion" by Bill Bulfer

Written by a long time airline Captain , this book contains definitive information on
every system in any of the cockpits from -300 through -900 and the BBJ series.
Filled with details and informational graphics.
Purchase online at www.firstnethou .com/fmcman or www.fmcgu ide.com
"FMC User's Guide - B 737" by Bill Bulfer

Captain Bulfer actually used the equipment he loves to talk about. A document that
covers everything you ever wanted to know about the FMC (Flight Management
Compute r). Absolutely terrific resource that has easy to read text and graphics that
has every piece of information that you can imagine ... or think of.
Purchase online at www.firstnethou .com/fmcman or www.fmcgu ide.com
"The Boeing Technical Guide" by Chris Brady
Captain Brady obviously loves the Boeing 737 ... and knows every nut and bolt on
the whole series of airplanes. He will reveal everything about the airplane , using
photographs, graphical data , and terrific textual descriptions. An astonishing
collection of information. A beautiful and informative text.
Purchase online at www.b737 .org .uk
"Boeing 737: Management Reference Guide" by Pat Boone

Captain Pat Boone loves detail and has written the book for the hard core Boeing
737 geek . Every single system is dissected and described in excruciating detail and
a complete run-down on how it all operates and what to do if it fails . Filled with
illustrations, lists, graphs , and detailed textual information. Absolutely amazing what
one man can do. Worth every penny.
Purchase online at www.b737mrg.net

Title page
Legal stuff
Disclaimer
Table of Contents
15 SECTION 1: INTRO STUFF

16 Scope of the Material
17 Artwork and Protocols
18 Instrument display protocols
19 Reality Based Simulation
20 What is Reality?
21 Simming on Steroids
22 LEVEL ONE
23 Ground School
24 SECTION 2: COMPUTER STUFF

25 Home PC Computer Stuff
26 VC versus 2D
27 VC or Virtual Cockpit
28 VC Keyboard assignments
29 The Fantastic Virtual cockpit
30 How to select the 2D cockpit
31 2D Technique
32 2D simicon technique
33 2D Shift-Keystroke assignments
34 2D advanced commands
35 2D stacked panel technique
36 Size Matters
37 Setting up the Monitor
42 Saving the monitor setup
44 Fueling and weight
45 Special fueling technique
46 SECTION 3: BIG "5"

47 Introducing the EFIS
48 The BIG 5
49 EFIS Control Unit (ECU)
50 ND (or HSI or EHSI)
51 PFD (or ADI or EADI)
52 FMA (Flight Management Annunciator)
53 Airspeed Indicator
54 HeadinglTrack Indicator
55 Attitude Indicator
57 Altitude and Vertical Speed Indicators
58 MCP (Mode Control Panel)
59 CDU (Computer Display Unit)
737 NG TRAINING SYLLABUS
62 SECTION 4: TUTORIAL FLIGHT
63 Simple Flight Plan
64 Placing Airplane on RWY 16R
67 SECTION 5: CDUIFMC (LEVEL ONE)

68 Loading the CDU/FMC
69 Ident page
70 Pos Init page
71 RTE page
74 Route Discontinuity
76 Perf Init page
77 N1 page
77 Takeoff page
78 SECTION 6: COCKPIT SETUP (LEVEL ONE)

79 Setup Cockpit instruments
80 Setup MCP (Mode Control Panel)
81 Setting the Flaps
82 SECTION 7: FLYING THE LEVEL ONE TRIP

83 Level One Pre-Takeoff Checklist
83 How to Takeoff
84 TOGA (Take Off Go Around) switch
85 Takeoff protocols
86 Passing 1000 Feet
86 At 3000 Feet
87 Approach Ref CDU page
87 Tune both radios
88 Arm Auto-spoilers
88 Arm Auto-brakes
89 Set lower altitude
89 Slow down - Extend flaps
89 Gear down - Flaps 40
90 Arming the Autopilot for Auto-land
91 Managing the Touchdown
93 LEVEL TWO
94 SECTION 8: TUTORIAL FLIGHT
95 Creating the tutorial Flight
96 Tutorial Flight
97 Where is the airplane?
98 SECTION 9: FLIGHT PLANNING

99 Defining a flight
100 Selecting City Pairs
101 MSFX Flight Planner
106 MAP Toolset
107 A word about Charts
e MIKE RAY 20 12
page 8
FOR FLIGHT SIMULATOR PILOTS
117 SECTION 10: COLD-DARK OPTION

118 Pull the plug
119 Simulation Cold-Dark options
120 Create a COLD-DARK cockpit
121 Parking and Termination Checklist
123 Power up the Airplane
127 Fire Detector Check
129 Power Up Checklist
130 How to start APU
135 SECTION 11: COCKPIT PREPARATION

136 Cockpit Prep and Checklist
140 Upper Overhead Panel Aft checklist
144 Overhead Panel Left row checklist
146 Overhead Panel Second row checklist
148 Overhead Panel Middle row checklist
150 Overhead Panel Fourth row checklist
152 Overhead Panel Right row checklist
154 Glareshield Panel checklist
158 Forward Panel Left checklist
160 Forward Center Panel checklist
162 Forward Panel Right checklist
164 Throttle Quadrant system review
168 Fire/Overheat Panel checklist
170 Lower Panel Left
171 Lower Panel Middle
172 Lower Panel Right
173 Lower console (3 panels) checklist
174 Cumulative Cockpit Preparation checklist
176 SECTION 12: LOADING THE CDUIFMC

177 How to access the CDU
178 CDU Flows
180 Start loading CDU here
180 Loading MENU page
181 Loading IDENT page
181 Loading POS INIT page
182 Loading ROUTE page
184 Departure SID
185 Enroute segment
186 Airways segment
187 Arrival segment
188 LEGS page
190 using the PLAN mode
191 PERF INIT page
193 N1 LIMIT page
194 TAKEOFF REF page
e MIKE RAY 2012

www.UTEM . COM page 9
197 SECTION 13: PUSHBACKIENGINE STARTffAXI

198 Before PUSHBACK checklist
199 Doing an MSFX Pushback
200 BEFORE START checklist
202 Ready to start engines
203 How to start the jet
206 After Engine Start procedures
209 After Engine Start Checklist
210 Taxiing out
211 SECTION 14: PRE-TAKEOFF

212 Setting up the cockpit
213 Configuring the cockpit
215 ECU
216 MCP
217 Autobrake RTO
217 Takeoff Flaps
218 Check Overhead panel
220 FMC accuracy check
220 Runway Verification
221 Phases of flight
222 SECTION 15: TAKEOFF

223 Pre-Takeoff checklist
224 Takeoff
225 TOGA
228 Doing the Takeoff
237 Takeoff Keystroke Log
238 Takeoff profile
241 SECTION 16: CLIMB PHASE

242 Climb Phase demonstration
243 Class 'B" Airspace
244 250 Kts below 10,000 Feet
245 QNE/QNH "Yellow box"
246 Flying in 3D
247 QNE/QNH explained
249 Cross-over altitude
250 MAXTAS
251 VNAV
252 Climb using the VNAV
253 VNAV, CDU , and MCP
254 How to modify Climb Profile
e MIKE RAY 20 12
page 10 puh/i.' h,'J by U."'/VE RS IT Y ,,/ TE .'JJ,;C VI,,1 PRESS
255 SECTION 17: CRUISE PHASE

256 ILS versus VOR
257 LVL CHG
258 VIS strategy
259 Using LNAV
260 Manag ing Cruise
261 How to create a Virtual Waypoint
262 Route Discontinuity
263 Situational awareness Alert
264 FMC Radio Updating
265 SECTION 18: BEFORE DESCENT

267 Before Starting Approach
270 Approach Preparation
271 A-I-R-B-A-G
272 A (ATIS)
275 I (Install)
276 Setting the Minimums
277 Refernce Airspeed
278 R (Radios)
279 B (Brief)
280 A (Approach Checklist)
281 G (Go Around)
282 Go-around Profile
283 Missed Approach and Holding Pattern
284 Holding Pattern definition
285 Alternate Airport
287 SECTION 19: DESCENT

288 When to start down
292 DES NOW>
293 Descent Strategy
294 VNAV
295 CMS (Clean Maneuvering Speed)
296 Extending Flaps
297 Gear Warning Horn
297 Go Around warning
298 The Green Arc
299 SECTION 20: ILS CAT III APPROACH

300 ILS CAT III aproach
301 The sweet spot
302 Arming the CAT III autoland
303 VORLOC Capture
304 Glide-slope capture
305 @ 1500 Feet Rad Alt
306 Below 50 Feet
307 Break-out
e MIKE RAY 2012

www. UTEM .CO M page 11
308 SECTION 21: EMERGENCY DESCENT

309 Emergency at High Altitude
310 High Altitude Emergency
311 Loss of Pressurization at altitude
312 The Emergency Descent
313 High Dive simplified
314 Emergency Descent profile
315 IFSD: In Flight Shut Down
315 Drift Down procedure
316 Eng Fire, Severe Eng Damage, Eng Separation
316 Inflight Re-start
317 SECTION 22: DIVERSION

318 Diversion airport
319 MSFX MAP method
320 CDU/FMC method
321 ND method
322 Strategy for Diverting
323 Important discussion
325 Doing the Diversion
327 Diversion holding pattern
328 Diversion LNAVIVNAV
329 Divert routing
330 Using the FIX page
331 SECTION 23: VOR NON-ILS APPROACH

332 ILS versus NON-ILS
333 Line selectable VOR approach
334 Field barometric setting
335 Getting the Runway elevation
335 Set Destination Alt on Pressurization
335 Arm TERRAIN avoidance system
336 Getting VOR frequency
336 Setup VOR NAV radios
337 Setup Holding pattern
337 Determining MDA and MAP
338 Set MINIMUMS in FMC
339 ECU
340 Dangerous situation
341 Clutter on ND
342 SECTION 24: SLAM DUNK

343 SLAM DUNK - Technique
353 SECTION 25: APPROACH PLATE REVIEW

354 Approach Plates discussion
360 A-I-R-B-A-G Review
@ MIKE RAY 2012

page 12 publ ish ed by UN lYE RS I T Y ,,/ TEM ECU LA PRESS
365 SECTION 26: CHECKRIDE

367 Checkride cartoon
368 Instructors Manual
369 Check-ride Rules
370 Check-ride Flight Plan
371 Instructions for Check Person
372 Check-ride Evaluation Progress sheet
375 SECTION 27: APPENDIX

376 Checklists
372 SECTION 28: Other stuff by Captain Mike
~fff~/( '7 01171

- '
@MIKE RAY 2012

WWW:UTEM.COM page 13
Few human beings have So come, join the vast
ever been privileged to see army of airplane lovers
the inside of the who have let themselves
magnificent and truly be swept into the
dazzling Boeing 737NG rapturous embrace of her
cockpit ... yet you are magical presence and
destined to become become enchanted with
intimately familiar with the the whole aviation
wonders of this fabulous paradigm ... do you
iteration of the aviation dream of flight and have a
engineers magical artwork. desire to spend hours
If you just let yourself caught up in the pursuit of
become immersed in the replicating the whole
operations of this incredible experience of flight. Come
machine, you will find your on then ... let me
whole attitude will be introduce you to your new
changed and you will mistress and the
become a true aviation mysterious, consuming
addict. Fall in love with a adventure of becoming a
truly challenging and flight simulator pilot.
demanding mistress.
@ MIKE RAY 2012
published by UNlYERSITY ,,/ TEMECULA PRESS
SECTION: 1
There are those things that are placed naturally at the start of any book;
including the Table of Contents, disclaimer, acknowledgement, title page ,
blabbing and pontificating by the author, etc . Just go with it ... or ignore it.
Consider it is OKjust to skip overthis stuffto get to the good parts of the book.
MODULES IN THIS SECTION
o 16 Scope of the Material

o 17 Artwork and Protocols
o 18 Instrument display protocols
o 19 Reality Based Simulation
o 20 What is Reality?
o 21 Simming on Steroids
SCOPE OF THE MATERIAL

in this document.
Flight Simulation is much more than simply a game ; but rather an attempt to replicate a
feeling of "REA LISM". The goal of the programmer is to attempt to create a REALITY
BASED SIMULATION that reacts as much like a real airplane as possible ... that is the
whole point.
GOAL OF THIS BOOK:
There actually are goals in writing a book like this:
The first challenge is to introduce an average garden-variety, just beginning , know-
nothing-about-it, potential Flight Simmer to one of the most compl icated pieces of
machinery ever known to mankind ... and, hopefully, fill that "Newbie" with a level of
enthusiasm and interest so that they will be infected with a lifetime of excitement and
passion for aviation and flight.
The second challenge is the seemingly impossible task to make the information
relevant enough to hold the interest of the simulator-aviator who is already able to
successfully and consistently operate the incredible Boeing 737 NG.
The third challenge is to do all this using the same or similar
techniques and flow patterns that are used every day by
real professional airline pilots. This is the humble (and
probably impossible) goal. Let's get started!
~------------
"Fly" the Boeing 737--~-------
NG simulator
like a professional airline pilo~t~.~ .....
THE BOOK LAYOUT:

There are three basic PARTS:
LEVELONE:Aimed atthe beginner.
LEVEL TWO: Targeted specifically at the flight simmer
who is advanced enough to eagerly want to know more
of the "good stuff'.
CHECKRIDE: A place where the reader can measure his
proficiency.
The material will be based on using the

HOME PC-BASED computer simulations
that are readily available in Big-Box
Computer stores and on the internet.
They have names like:
Microsoft Flight Simulator
(FS 2002 or 2004, FS-9, FSX, etc)
Microsoft ESP
Microsoft 'FLIGHT"
Prepar3D
X-Plane (9, 10, etc)
... and any other of the wonderful programs that allow the
user to accurately replicate flight on their computers.
@MIKE RAY 2012
page 16 p ublis hed by UN lYERS I T Y ,,/ TE M ECU LA PRESS
COMMENTS RE:
ARfWORK
It became obvious once I started this project that it would be impossible to
ensure that every detail and position of every instrument in every Boeing 737 NG
cockpit would ever be the same in every different simulation program. There is simply
not a universal "Boeing 737 NG" cockpit that matches every other Boeing 737 NG
cockp it. I even "flew" several different simulations and discovered that the artists that
made up the fabulous artwork for the flight deck replications all had a slightly different
version of what the instruments looked like. Believing that it is just the flight simulations
that are different and varied from sim to sim is not realistic either, since just about every
airline has their own idea of how the various instruments should be grouped ... and
commonly using different manufacturers for each one even further complicates the
situation.
Then there are the issues concerned with "copying" or using screenshots
from the computer programs ... the EULA (End User License Agreements) seem to
preclude doing that (I am not sure about that). I am not certain just where that potential
problem could lead ... so, I just created my own interpretation of what the instruments
look like. I have drawn each one from whole cloth ... Wheeeew!! Lotta extra work, but
the diagrams look great. Even though it has held up this project , but I couldn't figure out
any other way.
I tell you all all this to explain that I decided to make "DIAGRAMMATIC" line
drawings , rather than aim for a realistic "artists" interpretation. It seemed to me that the
engineering style diagrams are clearer and easier to understand than either the
screenshots or the "artists" realistic interpretation. I have removed some of the
unnecessary details from the images so that the reader can just concentrate on the
useful details.
AND ... PROTOCOLS

Here are some of the rules that we will be following in this tutorial. Let me say
right out of the chute ... we are going to be using the modeling provided by the PMDG
737NGX ; however, that does not mean that any other highly detailed add-on Boeing
737NG simulator airplane cannot use these steps and concepts. Hopefully, the whole
book will be pursuing a "realistic" set of parameters and steps for operating this
magnificent airplane that will apply to ANY OTHER REALISTIC ADD-ON Boeing
737NGthat you may be using.
-----------------------------------------.
I I
: THE TECHNIQUES DESCRIBED WILL WORK I
: WITH ANY "REALISTIC" 737NG FLIGHT SIMULATOR. :
----------------------------------- 1
Unfortunately, there are some "unrealistic" airplane simulations out in the

marketplace ... and here is the kicker, the DEFAULT 737NG airplanes that
come with the Microsoft program are in that category.
So here is my caveat:
~---------------------------------------
I
I EXPECT ONLY A FANTASY EXPERIENCE
I
I
I I
I IF YOU "FLY" USING THE DEFAULT I
I MICROSOFT FLIGHT SIMULATOR AIRPLANES. I
I :
~---------------------------------------
@MIKE RAY 2012
DISPLAY PROTOCOL
This is the EFIS DISPLAY that some airlines use. This display is called the EFIS/MAP
(also referred to as the "6 PACK") DISPLAY. If your simulation looks like this, then I
suggest that for this syllabus and the training model that we will be using that you
select the PFD/ND
display model. Here r=~~~~~~~~~"lr---------:
is how you do this:
EFISIMAP DISPLAY
STEP 1: Select MENU key
STEP 2: LS4R ... Select PMDG SETUP>
STEP 3: LS2L ... Select <OPTIONS
STEP 4: LS1 L ... <PFD/ND
Here is the protocol used for the PFD/ND

(EADI/EHSI) DISPLAYS in th is syllabus.
This is the:
- PFD/ND display typ.e option and the
- SPLIT AXIS (also called the DUAL CUE)
AIRPLANE SYMBOL
PFDIND DISPLAY
@MIKE RAY 2012

page 18 p ublis hed by UN lYERSI T Y ,,/ TEMECULA PRESS
"REALITY BASED"
~, vc "'ON
This particular book is about "REA LITY BASED SIMULATION" and
specifically about flying the Boeing 737NG. I don 't want to get hung up on blabbing
about the specific flight simulat ion program mentioned here; because the material in this
book will cover ALL FLIGHT SIMULATION ... as long as they have an accurate and in
depth recreation of the Boeing 737 NG "real world" systems . For this book, while I have
considered specifically two great new simulations , one from PMDG and the other from
iFly, that is not to say that another 737 NG sim won't work as well. They will serve to
illustrate reality based simulation "state of the art".. I really love them and recommend
them. The procedures are NOT about this sim ... they are about the flying the simulation
like a "REA L" airplane .
I don't want to waste too much time on this next topic , as I will inevitably inherit
a pile of e-mails on this misconception. Let me start the discussion by making this
statement:
-~---------------~---- ------------.
IF YOU FLY THE DEFAULT AIRPLANES, I
EXPECT A FANTASY BASED EXPERIENCE :
.-_------------ ----------- -- ---_I
It is a major problem with the way that MSFX (and other simulations also) have
presented their "hangar" filled with interesting and beautiful airplane models. It is
assumed by some brand new guys that these default airplanes will fly exactly like the
"real" airplanes; but for the most part the cockpits of these "fantasy" aircraft have bogus
and phoney flight instrument suites. For example , if you "fly" the MSFX default 737 and
think that you are flying something that replicates a "real" 737 airplane ... you are,
unfortunately and sadly, mistaken. It also seems strange to me that some third party
developers of otherwise real looking "A DD-ON" airplanes have actually advert ised that
they have a "light" version for those flight simmers who don't want to go through the
tedious and time consuming problems associated with operat ing a complicated and
confus ing "real" cockpit. HUH?? In my opinion, if that is your attitude , then what
is the point?
If you feel threatened or unable to come to grips with the learning
curve , then you probably should stay with the "fantasy" level of flight
"gaming". Either go ahead and "fly" the default airplanes or purchase
some program that is actually an arcade game . Don't waste your
money on the incredible high end reality based programs if you don't
intend to learn how to make them work properly. There exist
beautiful looking simulations that simply are worthless as a
flight simulation ; so just because the airplanes are pretty
doesn't make them "reality" based.
But do not be panicked. It isn't impossible ...

even a little kid can learn how to do it the professional
pilot way. This book will try and teach you how.
LE"'~ PO n
@MIKE RAY 2012
WWW:UTEM .COM page 19
, • I:l Continental
--- , • • • • • • • • I " • • • • . .
I I ' •• I I I I I I '
An alternative to your home based pc experience ...
~n
D'
At some point in your life, you may actually have the opportun ity to "fly" one
of the really fabulous "FULL MOTION' simulators that the airlines use. Occas ionally
an actual airline training center will have an open house and allow ordinary human
people to "ride" in their simulators. Do it! It is a great experience. If you are really rich,
you can actually "rent" these by the hour; however, the cost is usually prohibitive for
the ordinary flight simmer. So if you should get the opportunity to ride in one of those
simulators , it would be a shame to be sitting in one of these fabulous "cockpits" ... and
then have to waste a great deal of
precious time not knowing what to
do. With this book , you can learn
how to fly first and then really take
advantage of the situation ... and
that is the function of this
document.
But here is a more
reasonable option. Make plans to
rent flight time in a "Flight Center"
such as the "Flight Deck Air
Combat Center" in Anaheim ,
California. This center is
representative of a growing
number of terrific flight simulator
centers that are springing up all
over the world. They may even be
a True FAA certified LEVEL
simulator. They are complete
operating facsimiles of "real"
cockpits; even though they are
used for entertainment purposes.
These "realistic" simulations are
referred to as "Fixed Base" procedure trainers and while they don't actually move, all
other functions and knobs and levers work like the real thing. I have purchased a
couple of hours in one of these and it was a terrific experience. The secret here is to
pre-prepare so that you don't sit there slack-jawed while the instructor has to tell you
what to do. This book will prepare you to be in command and "how to do it".
A third option is the "HOME BUILT" flight simulator. Incredibly, there are flight
simmers that build complete and accurate cockpits in their homes. There is a whole
industry dedicated to supplying the parts and electronics for such a project ... and the
results can be amazing . This is not a book about building one of these incredible
projects (Wheeeeew!) ... but rather, this book will teach you how to "FLY" these
wonderful creations the way they were intended to be flown ; just like the pros do!
This book will also teach you how

to actually fly those fancy simulators
JUST LIKE THE PROS!
© MIKE RAY2012
The book is divided into

THREE MAIN PARTS
LEVEL ONE Entry level material

LEVEL TWO Advanced material
CHECKRIDE Proficiency Check
for the simmers who "know it all".
Fundamentally, there are TWO (2) ways to fly your flight simulator trip:
- START ON RUNWAY with the ENGINES RUNNING, or
- COLD-DARK start.
Even though I like to fly "most" of my trip segments by letting the simulator do most of the
boring set-up stuff, occasionally I want to feel the grit and pressure from a COLD-DARK
start. I recommend for the first timers and the newbies, that you start out with a "STA RT
ON THE RUNWAY ..." scenario. We call it ...
LEYEL ONE
So , this was the challenge in writing this material ... It has to encompass a wide
range of interest and abilities. I would have to say that if you have read this far, you
are motivated enough to get into the pool and paddle around a bit. The "LEVEL
ONE' material is the place for you to start your flight simulation career. In fact , it is
probably a great idea for all of us to go through the LEVEL ONE exercise .
For those of you who are seeking more depth and complexity ... LEVEL TWO is
included in this document. The material has a flow to it that increases in intensity and
energy as you progress. Wh ile it is built around a simple city pair flight segment,
there are available many opt ional diversions along the way that a simmer can add or
"try out" that should keep even the most jaded simmeroccupied.
Then the last part is the "CHECK RIDE". In this part there is the opportunity to test
yourself and see if you are as proficient as you think you are.
So , that is the way the book is laid out:

Level One, Level Two , and then the Checkride.
LE"'~ ~E" n ON !
© MIKE RAY 2012
page 22 published by UN lYERSI T Y ,,/ TEMECULA PRESS
GROUND
SCHOOL
Here's what we are going to do. At this point we have to do a little "pre-flight"
indoctrination and describe the environment and systems thatwe will be using. This
is the really b-o-r-i-n-g part of the flight training paradigm ... "hitting the books" or
GROUND SCHOOL.
It is simply a basic truth that all pilots must become familiar with the cockpit
BEFORE they can jump in and go fly. The whole idea of
"flying" in the flight sim evolution should be more than
simply punching the F4 key... pulling back on the stick ...
and pointing the jet at the sky. Flight simming is an
opportunity to visualize and begin to understand the reality
that the simulation is trying to replicate. Once we become
familiar enough with the basics, then we can try to operate the sim
airplane in an orderly manner consistent with the "reality" model.
Wheeew! Big assignment.
I know ... I know ... I know that all you want to do is go "fly" ... but you
have at your fingertips something that is truly worthy of your best
effort to learn what it is simulating. It is the functional equivalent of a
multi-million dollar training toolset that can be used to teach you
how to fly like a professional airline pilot.
So ... that being said, let us take the whole

complex process one step at a time . There can be
no doubt that the learning curve is so steep that it will
not only be challenging, but it will be time consuming
and arduous. I predict, however, that you will become
immersed in the process and so fascinated at the whole
paradigm that you will begin a lifetime of pursuit that could
wind up leading you to a new career. If you are a old timer
like me, you may find that the complexity and mind bending
demands of the learning process will stave off the aging
process and add years to your intellectual life... and besides,
it is a whole lot offun!
Let me be your guide. Let's begin our journey ...
As a starting point, we will entertain a few comments regarding the

actual COMPUTER ENVIRONMENT. I don't intend to develop a
complete tutorial or description of the actual operation of the
computer or the Flight Simulat ion programs . If you are already
familiarwith that , you can, of course skip my discourse and do
it you own way. This is merely a once over for those who
are trying FLIGHT SIMULATION for the firsttime.
@MIKE RAY 2012

SECTION: 2
Before we can even begin to think about the Boeing 737 NG itself; because
we are operating a computer based system, we need to understand some of
the nuts and bolts about that system. For this section, we will assume that:
YOU ARE USING A SINGLE MONITOR,
THE WX HAS BEEN SET TO CLEAR,
THERE IS NO OTHER TRAFFIC,
THERE ARE NO WIND CONSIDERATlONS,
ATC IS TURNED OFF,
ITIS DAYLIGHT.
and so forth . We don 't want any distractions from the simplest operation we
can provide. We do not want anything to detract from the fundamental
operational details ofthis syllabus.
MODULES IN THIS SECTION:
o 25 Home PC Computer Stuff

o 26 VC versus 20
o 27 VC or Virtual Cockpit
o 28 VC Keyboard assignments
o 29 The Fantastic Virtual cockpit
o 30 How to select the 20 cockpit
o 31 20 Technique
o 32 20 simicon technique
o 33 20 Shift-Keystroke assignments
o 34 20 advanced commands
o 35 20 stacked panel technique
o 36 Size Matters
o 37 Setting up the Monitor
o 42 Saving the monitor setup
o 44 Fueling and weight
o 45 Special fueling technique
© MIKE RAY 2012

page 24 published by UNlYERSI TY ,,/ TEMECULA PRESS
Some comments about setting up the...
HOME PC
COMPUTER STUFF
Since we are talking about COMPUTER BASED FLIGHT SIMULATION ; by its
very nature we can assume that if you are reading this ; you will probably be using a HOME
BASED PC SYSTEM . If you are using something more complex , good for you; but for
most of us we are either using our Mom's old PC or, if you are older like me, that would be
your Wife's computer. It is the heart-aching dream of every flight sim fanatic to have the
"BEST' and most powerful computer available ... and obviously, the better the computer,
the better the simulator will work. So, for the discussion in this document, it will be
assumed that all you have is an "adequate" computer to operate your flight simulation.
However, it is a good idea to get you rself a "JOY-STICK", if poss ible. While it is
possible to "fly" a sim airplane using the mouse or "eraser" orfinger-pad on a keyboard ... it
is YUCKY! A good "FLIGHT STICK" is cheap ... about $20. The book also assumes that
you only have a SINGLE MONITOR or display screen , and that you are new to both flight
simulation and the fabulous "A DD-ON" airplanes, such as the PMDG NGX or iFly 737
NG. The material, however, will not talk down to you. This book presents a syllabus that
will insist that you not try to operate the DEFAULT airplanes that come "FREE" with the
Microsoft Flight Simulator FS9 or FSX or whatever programs. The airplanes we are
talking about and referencing in this document are those ADD-ON airplane simulations
that are able to replicate the actual operations of the airplane to a very high degree of
fidelity. These ADD-ON third-party airplane simulations are astonishing in their
agreement with the operations of the actual airplane. The text also assumes that you are
able to setup the computer and load the airplane simulat ion that you have chosen.
We are going to start this syllabus with a pre-course discussion about setting up
yourmonitorforthe most constructive use of monitor real estate. To that end, a description
on how to set up a monitor is "suggested". If you are new, you may set up yours the same
way so we are on the same page .
There are basically four ways to set-up the monitor for flying a HOME BASED
PC flight simulation:
r------ -- ------------ -,
: 1. VC (Virtual Cockpit) , or I
I 2. 2D (Two Dimensional) .. using- SIMICONS :
3. 2D using- SHIFT NUMBER keys I
I 4. 2D using Captain Mike's - STACKING technique I
I I
~------------------~--~---
Even though there are any number of other ways to do this , or combination of
ways ; you can guess that this tutorial will be pushing you to use techn ique #4. But Hey, we
both know that in the end, you are gonna do what you want ... that is OK by me and is the
power of simulation.
@MIKE RAY 2012

VC versus 2D
Of course , everything I say here is subject to constant change and alteration
... and as you become more proficient in the use of the basic PROGRAM that
supports the whole FLIGHT SIMULATION (In this case that would be the
Microsoft FSX) you will find and use short cuts and begin to utilize all the
features available to you. EVERY SIMMER will eventually develop a phys ical
system that is a maze ofwiring and monitors, boxes and doo-dads, programs
and utilities ... There is NO SINGLE CORRECT WAY to do all this.
There are at least four different ways to organize the visuals and "play" the game.
VC (virtual Cockpit). The cockpit viewing technique called VC (Virtual Cockpit) is

the "GOLDEN CHALICE" of flight simm ing developers. This is a very exciting idea where
the complete cockpit is displayed on the monitor in a 3D representation. What they
envision is a computerized visual _ ...._.--_...._.--_...._.--_...._.--_""'-
cockpit that will allow a greater feeling
of immersion on the part of the f1ight- My opinion:
sim pilot. What it actually is ... is a Particularly if you are a Newbie
totally overpowering and confusing
me lange of details and compl icated
... use the 2D technique!
thing-a-ma-bobs and veeblefetzers. ---.._-~_-.._-~-...-•• -.~-.._-~
Who knows what all that stuff is and
what is important or not ... and how to make it all work. Furthermore, unfortunately, it is also
VERY demanding of computer resources, and by that I mean you have to have a powerful
(and expensive) computer to operate a flight simulation in Virtual Cockpit mode.
Another big drawback is that in order to reduce the demands on the computer and
allow forfast redraw times , the knobs and displays must be reduced in resolution ... so they
are visually a bit clunky and "sticky" to operate . Some day, perhaps , there will be computer
arrays and blazing speeds that will allow for the virtual cockpi t to reach it's desired full
potential ; but my exper ience is that VC takes TOO MUCH resource for a First Timer to use it
fluently .
"Where are the items I need to fly this thing ... Where is everything?" For Newbies
and veterans alike ... finding the instruments in a flight simulated virtual cockp it is almost
IMPOSSIBLE! ... and it makes you wantto give up and go surfing .
Even though VC is becom ing the "standard" style promoted to the new simmers. Here is
my take on this whole thing:
- Computer resources are pretty strained during a "flight", particularly if you are
using a high end simulation , and it is not uncommon for the ability of the cockpit to "slew"
smoothly being inhibited ... especially if you are not exactly certa in where the item you are
look ing foris located.
There are some hardware/programs that address this issue, such as TRACK IR
or EZDOK ... and other "HEAD FOLLOWING" devices that allow for a smoother movement
around the cockp it wh ile using the VC . The problem then becomes not HOW to look around
the 3D flight deck display; but rather WHERE to look on the maze of instruments to find the
object desired for use.
While it is true , with repeated use, you will rapidly become accustomed to
whichever method you choose to use. I have created this manual with the notion that you
would be interested enough in "EXA CTLY WHERE' each item we are talking about is
located so you can actually locate it during your flight experience. In one section , I will
layout the whole cockpit and show you where everything in the Boeing 737NG cockpit is
located . If you are that motivated (a116 of you) , then my hat is off to you.
© MIKE RAY 2012

page 26 published by UN lYERSI T Y ,,/ TEMECULA PRESS
VCorWRTUALCOCK~T
#1 technique
I realize that the most commonly promoted cockpit viewing technique is the VC
(Virtual Cockpit). This is becom ing the "standard" PC simulation style and is heavily
promoted in their new simulat ions by the developers. I will be covering the cockpit
familiarization problem later in this document. I know that as you become more and more
familiar with the operation of these wonderful jets, you
will actually desire to fly them using the VC technique.
The feel ing is that the simmer-pilot will get the greatest
feeling of being a part of the flight paradigm by being
"IMMERSED" in the most realistic cockpit possible .
Computer resources are pretty strained during
a "vc flight", particularly if you are using a highly detailed
and first class airplane simulator program like the ones I
recommend . So it is not uncommon for the MOUSE
CURSOR to "slew" excessively making exact instrument
selection difficult ... especially if you are not exactly
certain where the item you are are looking for is located.
It has been my experience that one can easily "crash" the
computer or induce a serious slide show (stuttering or
jerky frame rates) as the processor was trying to keep
up . Recent improvements in the
PROCESSORIVIDEO CARD options have
helped greatly in this area so my concerns may be
unimportant by the
time you read this.
- I will mention again that there are some
hardware/programs that address the issue of .......""""".a.::..::..a,
visually moving around the cockpit.. The TRACK
IR, HAT TRICK and other "head following" devices allow a
smooth movement around the cockpit while
using the VC .
You will rapidly become accustomed to whichever

method you choose to use. I have created this manual with
the notion that you would gradually become
interested in "EXA CTLY WHERE " each
item we are talking about is located so you
can locate it during your flight experience.
This manual has available lots of visual
C::::=~~ ia g ra ms to assist you in finding your wa~I~I.:iI.:.UIr.:~lIl
around the flight deck. Two of the protocols
usea are:
First, where I think appropriate, I will include this ICON which is a little
map of the cockpit showing where the device or switch is located.
Second, I will use a full cockp it layout such as the one here for demonstrating the
relationship between different objects during the FLOW discussion. This will allow you to
become familiarwith the location of all that complicated stuff.
@MIKE RAY 2012

Using the KEYBOARD to move
around the VIRTUAL COCKPIT (VC).
The VIRTUAL COCKPIT toolset is
found by selecting from the MSFX
toolbar:
I~
I
HELP , the Keyboard. Assi gnments . ,JL-

I __
KEYBOARD ASSIGNMENTS, .. Caps lock
som - Ca pi Loc ll
1
then scroll down to .. Shift .. Caps Loc k
VIEW COMMANDS (SLEW) _":[W COMP.lAN D5(5 LEW) ~~~_~
::~~~:~;~~d::tjdel ~~;:~I~r~
This will allow you to move about E¥ep(linl (move doWn ) - Shift + Backs~c e -
E~ep(l i nl (move forward) Ctrl Bac ksp.acl'
the cockpit and change your E~ep(l i nl (move 11l1l)
+
Or! ...Shift Baclt r..pace
viewpo int so that you can look at E~ep(l i nl (move right }
E~ep(l i nl (move up)

em - Shift Fnter
Shift ...Enter
everyth ing and have access to IJ o u ~ ~ · Yi l' w dl r ll dlon {on ) .. Space
IJOU!l ll - Yil' w dirlldi on (on) Ct rl . Shift ...[}
every instrument, lever, and button . r~ o u u - \/iI'Wdlrlldl on{on l SplIce-
Vil' w( next in current cale (JCH)') A
HOWEVER, I found that my G£NERAL AIRCRAFTCOtlMANDS ( SU W)

CooJdinain/frame ratll (cyclll) Shift. Z
computer cannot move smoothly, IJOUlill (on1olf)
~ igllt Clmlrol Shift. X
p itdJ axis lno lmillJinw rted J Cb1. Shift- I
but rather jerks and sticks, and it is ste w (b;lclo;ward) Hum 2
ste w (ll ;m k leI!:) Hum 7
difficult to place the mouse cursor stew (ll ;m k light ) Hum 9
exactly on the control knob or stew (doMl qu ickl)')

stew (doMl slowty)
rt
Z
switch to make adjustments. stew (forW" <Il d) Hum 8
Sl llw (fI!t'!le<III movemenl ) tl um .5
Further, I sometimes don't know Slllw rneeze <lllrtude ) rz
Sl ew rneeze pilch ) r fi
just exactly where the instrument is Sl ew (left) Hum 4
located and it takes some time to Sl ew (pilch dcrwn

SI!w (pilch dcrwn)
~ dd)i ) ra
0
"find" the unit. As a result , the flight Sl ew (pil ch dClWnI F7
Slew (pilch up QUld<Jy) F5
simulation is moving too fast for Slew (pilch up ) 9
Slew treeen Clt l . Spac e
me to keep up with the flight Sl eYII(nghO Hum 6
scenario. Slew (rota1e left)

Sl eYII( rota1e nghl)
Hum 1
Hum J
There are other after-market Sl ew (up QUlckb l F4
Sl ew l up SIOM, > 0
solutions to the "slew" problem that Sl eYIIlu pl FJ
Sl ew mod e (001010 y
allow greater ease in moving your
"point of view" around the cockpit,
but these are beyond the scope of
this discuss ion. A couple of these
truly imaginative and sensational after-market tools that take advantage of this
shortcoming, such as TRACK IR which allows head movement to "slew" the image
on the display to emulate actual head movement and there are "camera" products,
such as EZDOK, that allows you to preset virtual points that you can go to on
command; however, for simplicity in this basic Syllabus, we are not going to use the
VIRTUAL COCKPIT as the display option to fly the simulator. So those venues will not
be discussed in detail.
r·-----.---------------------------.
I There are two basic reasons we are NOT going to use the VIRTUAL I
: COCKPIT for this syllabus: :
I FIRST: At this point, a beginner doesn't even know where the stuff I
I they are supposed to be operating is located , and I
I SECOND : Unless we have a superfast computer, response time I
I makes it very difficult to use a mouse to go to and click the "tiny" I
I buttons and switches on the virtual or 3D panel. This is further I
I complicated if your are using a low resolution monitor. I
_ . -- • ••••••••••••• • • • • • • •1
© MIKE RAY 2012

page 28 published by UN lYE RS I T Y ,,/ TEM E CULA PRESS
The
VIRTUAL COCKPIT "
When first using the VIRTUAL COCKPIT option, you will probably (like me) be
absolutely overwhelmed by the beautiful feast of instruments and levers and
buttons and lights and .... wheeew! .. all that other stuff! It is simply
overpowering, particularly for a brand newbie.
From the MSFX TOOLBAR, select
VIEWS, then
VIEW MODE, then
COCKPIT, then
YIR=I:UAL:: COCKPIT option.
This will reveal a part of the

cockpit ... you will have to use
the VIRTUAL COCKPIT
toolset to arrange and setup
the cockpit to suit your tastes .
Here is the result: "WOW! "
@MIKE RAY 2012

HOW TO SELECT THE TERRIFIC ...
D ~
The way that those incredible genius developers at Aces Studio (Microsoft ) set
up the cockp its, they allow you to use the VC or 2D with SIMICON or SHIFT-KEY
techniques. These techniques will be described here for you. Of course , you are
not restricted from using any method you want , so don't get all cranky with me.
There is suitable flexibility in the coding to allow for some imaginative
alternat ives. Just know that this particular syllabus will ultimately be setup using
one of these "other" techniques ... I call it the "STA CKING" technique.
That being said, here is the way that MSFX is set up.
To select the 2D
mode in MSFX ,
from the toolbar
across the top of
the monitor
display,
select ~JEWS ,
then
VIEW MODE,
then
COCKPIT, then
COCKPIT.
This is what the monitor screen

changes to. It will display most of
the items we will be needing for a
complete flight experience. I don't
want to describe the details of
conducting a flight at this point
because we are going to use
another technique; however, you
can now select the additional
instruments by using a SIMICON
or selecting SHIFT - #key.
WHAZZAT??? A SIMI-WHADDA??
Definition: SIMICON is short for Sim Icon and is that little bo
with the funny little diagrams or "pictures". Each "icon" wil l3l,,~.r.;;t;;::;;;;;~ I
select a different instrument or control feature.
There is also a SHIFT-#Key concept that utilizes a two-
keystroke command to bring these same features to the
display for use.
Let me describe this in greater detail. Frankly, I have flown

using both these techniques and either works pretty good. Now
we will describe how the SIMICON idea has been integrated
into the system.
© MIKE RAY 2012

page 30 pMbli51.cdby UN iYERSI T Y ,,/ TEMECULA PRESS
20 TECHNIQUE
(TWO DIMENSIONAL)
SIMICON
Using this technique you may select from a set
of ded icated ICONs disp layed on each page .
Each page has a set of ICONs imbedded in the
grap hic. I have used that and find that it is a
good system.
Each LETTER or symbol on the SIMICON

represents a different display opt ion . In this
display method , the SIMICON or CLiCKSPOT
or PANEL FINDER (whatever they call theirs),
the selected item may cover the whole page as
it does here . Some difficulty is inherent in trying
to setup for the approach as the jet is
slamm ing for the destination airport at
600 miles per hour. I think th is
technique is responsible fo r a lot of
HIGH-FAST approaches.
This exa mp le is from the MSFS

2004 737NG by PMDG . They call
these "CLICKSPOTS" and when
selecte d using the MOUSE BUTTON , they
will reveal appropriate screen disp lay similar
to the examples inclu ded.
o =OVERHEAD PANELS
M =MAIN PANEL
T =THROTTLE PANEL
R = RADIO PANEL
and so forth.
Th is is the easiest method for find ing the des ired
flight instrument and having it displayed ... but,
once displayed , it will fill the monitor display. I
like this system somewhat, but I th ink that it
disrupts the continuity of the flight sequence and
you can get diddling around with the system and
not get everything done in time to begin the
descent or align the airplane with the runway
cente rline.
e MIKE RAY2012
WWWUTEM .COM
page 31
20
(TWO DIMENSIONAL)
SIMICOM technique
(Single simicon)
For this discuss ion we will be using the iFly

737NG program . The "iFly" guys call their simicon
the "PA NEL SELECTOR". You can RIGHT
MOUSE CLICK on the indicator and by selecting
"UNDOCK WINDOW, you will be able to move
and resize the image anywhere on the display
~ ~, screen. If the
_ _ -=- 1 SIMICON or
PANEL
SELECTOR
selector is not
"automatically"
displayed on the
monitor when you
start the MSFX ; using the MOUSE you can select
the VIEW OPTION. The ICON selection box will
= = = '----- = = = look something like these examples:
-----""1 As you can see, the "icons" vary with each different sim developers
artistic fancy. There is some predictable commonality associated
with them ; however, each one is unique and there doesn 't seem to
be any universal protocols .
If the SIMICON selector is not "automatically" displayed

somewhere on the monitor display screen ; using the
MOUSE you can select the VIEW OPTION. Or in some
cases , it will require you to go to the sim manual to
discover the technique for getting the SIMICON to be
displayed. Usually it is a SHIFT-#KEY command.
HUH??? WHADDAYA MEAN?

Here are some of my comments about using the SIMICON
technique. It has been pretty much the dominant and most
_ _ __ __ suggested 2D method of operat ing the flight simulation . There is a
built in difficulty that the pilots have with associating the weird
looking pictoraI ICONs with the desired action, and early on users and newbies
simply don't have the skill set or knowledge base to even identify exactly what they
want from the simicon selector display options. It usually takes several attempts at
selecting different icons in order to determine which one will actually supply the
sim-pilot with the display they are looking for.
In a lot of the situations I have experienced, I can't even find the simicon.
Eventually, every simulator flight sim pilot will revert to the SHIFT-#KEY technique.
Thatwill be the next operating option we will look at.
© MIKE RAY 2012

page 32 pMbli51.cdby UN iYERSI T Y ,,/ TEMECULA PRESS
20
(TWO DIMENSIONAL)
SHIFT-#KEY selection
technique
Another alternative is to use the MULTIPLE KEY-STROKES (SHIFT-2, SHIFT-4,
etc.) that are available in most sims. These are usually found in the simulation manual
and vary from developer to developer. By using the keys you can bring up the desired
display on the monitor when needed during the course of the fight.
Both the iFly 737 NG and the PMDG NGX both have their "hidden" SHIFT- #KEY
control command protocols; and that is pretty standard for most flight simulation
programs . If you take the time to go through each one and actuate the SHIFT-#
KEYS you can write them down for your use. I have already done that and here is the
listofthe commands for both of the 737 NG programs used in this tutorial.
iFly 737 NG
SHIFT- #1 COCKPIT VIEW
SHIFT- #2 MAIN PANEL (CAPTAIN)
SHIFT- #3 MAIN PANEL (FIRST OFFICER)
SHIFT- #4 YOKE
SHIFT- #5 THROTTLE QUADRANT
SHIFT- #6 OVERHEAD
SHIFT- #7 AFT OVERHEAD
SHIFT- #8 LOWER PEDESTAL
SHIFT- #9 CDU
PMDG 737 NGX

SHIFT- #1 CAPTAIN MAIN PANEL
SHIFT- #2 LOWER CAPTAIN PANEL
SHIFT- #3 CDU
SHIFT- #4 LOWER PEDESTAL
SHIFT- #5 FIRE PANEL
SHIFT- #6 OVERHEAD
SHIFT- #7 AFT OVERHEAD
SHIFT- #8 FORWARD OVERHEAD (LIGHTS)
SHIFT- #9 LOWER DISPLAY UNIT
@MIKE RAY 2012
20
(TWO DIMENSIONAL)
ADVANCED PANEL COMMANDS
technique
As if attempting to learn how to fly the actual airplane wasn 't enough , these simulat ions
have advanced parts of their simulat ions that allow the simmer to actually "program" their
own set of panel and instrument selection tools. I personally find these "helps" to detract
from the sheer pleasure of operating the airplane systems. They interpose an
unnecessary level of simulation and memory items between the Sim-pilot and the
operation of the "airplane". I recommend that you consult the OPERATING MANUAL for
the individual airplane programs for instructions on how to operate these unique features.
The iFly 737 NG has a feature that can be accessed from the MSFX toolbar by selecting
the "iFly " or "A DD-ON" selection and then selecting the "KEY ASSIGNMENT" option.
You can go there and look that over ... it is fairly intuitive and you can use it if you choose.
The PMDG 737 NGX has a really confus ing set of commands on the CDU. To get to the
display control commands , do this:
PMDG SETUP, then

<OPTIONS, then
<KEY COMMANDS. Look them
over. I selected
<A TOFLIGHT and viewed
some of the commands there.
ut, there is a whole lot more of
I them imbedded in the list.
It is my opinion that at this stage of

the instructional process , that to
get too involved in the actual
complexity of the simulation , it
detracts from the understanding
and operation of the "actual
airplane " portion of the simulation.
Refer to the various manuals that
come with the airplane program ...
usually in .pdf form . They include
great stuff.
There is a last method of setting

up the monitor display that I like.
Since I am writing this book, I will
describe "my" technique in detail
and that will be what we will use
during the syllabus . Now don't get
your panties in a bunch , once you
L=':::"===============:!.I start to "get it" there is no reason
you can't use whatever display
system you want ... remember: This is an attempt to understand how the BOEING 737
NG operates and is not specifically about the flight simulation.
© MIKE RAY 2012

page 34 pMbli51.cd by UN iYERSI T Y ,,/ TEM E CULA PR ESS
20
(TWO DIMENSIONAL)
STACKED PANELS
technique
I don't know where the idea came from that the computer program itself was
more important than the thing that it was supposed to be simulating; but much of the
sim community is mesmerized by maximizing their operating system and bloating the
complexity of the programs to the point where actually operating the simulated act ivity
becomes secondary. That should especially not be the case for experiencing
REALITY BASED SIMULATION such as Flight Simulation, and ... the search forthe
most "real" simulation should overshadow those concerns about max imizing that
whole complex integrated display technology. By that, I mean that as a flight simmer, I
should never be so overwhelmed with the intricacies how to set up the computer or
how the systems needs to be managed or how I can interface with the program ... that
it overshadows the concept of operating the airplane or object that is being simulated.
Unfortunately, like most of you , my experience has been colored by liveries
that won 't load, programs that won 't work , displays that are jerky and crash ... and a
set of options that are so arcane and complicated that even before we get to operating
the airplane systems , we become lost in the forest of computer deta ils. This results in
diverting much of my precious flight simming time to fussing with a balky or comple x
computer generated display system.
Since most of the "computer issues " start from an incomplete understanding
of what it is we are trying to replicate; what I propose here is to make this whole
process as simple as I can ... and I believe that once you can learn to fly the "airplane"
you should acquire a cons istent and successful flight experience. Simmers should not
be concerned so much with the process of operating the simulation program , but you
should begin to enjoy the airplane environment and the joy offlying .
To start , Let's determine which of the instruments are the ones that you are
going to use in the course of our flight and pre-select them to the monitor.
This will make these instruments instantly available and remove the extra
step of try ing to determine how we can address the computer interface in
order to access that instrument. The set-up technique is simple .
_ DETERMINE WHICH INSTRUMENT DISPLAYS YOU WILL NEED.
_ SELECT THOSE INSTRUMENTS FROM THE VIEWS MENU.
_ UNDOCK EACH PANEL.
_ RE-SIZE AND MOVE EACH PANEL FOR EASE OF ACCESS.
I call it STACKING .
The following pages offer a more deta iled description of the process.
@MIKE RAY 2012

III
... or HOW CAN WE SEE AND READ ALL THE ITTY-
BITTY PARTS OF THE INSTRUMENTS?
---
One of the big problems , particular ly if you are trying to flight sim using a 10
inch screen on your hand-held tablet or a laptop computer that fits into your hip pocket
is that the images are simply so small that you can't get all the necessary stuff on the
screen at the same time and still see the necessary and important tiny details on the
instruments.
Since it is pretty obvious that we are entering an era where the monitors we
will be using are becoming smaller rather than larger. The "iris" resolution of the i-pad
may herald a time where the only impediment to using the small screen is just how
close you can hold the screen to your eyeball. I personally use high powered glasses
just to be able see the keyboard well enough to write this book ... and even though I use
a "big" computer monitor display, I still
want to have the instruments large
enough when they are displayed to be Smaller screens and
able to read even the most minute part better resolution; what's
of the information without having to
squint or guess at what it says. a simmer to do?
If you are using a "smaller"
monitor, it will soon become obvious
that the real estate on the screen is limited and that fact renders some of the details of
the onscreen instrument displays virtually un-readable. I think we will all agree that it is
necessary and useful to be able to have the instruments in question large enough to be
easily and clearly readable , particularly if the tiny parts of the instrument are important
.... such as the stall whiskers. What can a Simmerdo?
This is only one of the reasons that I recommend using the "2D stacked
images " technique. While it may be true that the individual displays may not ALL be
viewable at the same time; once they are selected, they should move to the top
of the "stack" and occupy enough of the monitor
display area to make all the parts clearly visible and
readable. So if you have chosen to use one of the
hand-held displays such as an i-pad to do your flight
simming , then I enthusiastically suggest the
"stacking" method of cockpit setup.
@ MIKE RAY 2012

page 36
SEnIN& Up the MONITOR

for the
STACKED DISPLAYS option
When I open the MSFX program and select my Boeing 737 program , I get this
screen display. Let me describe how I like to set-up my monitor and share some
of the possible options. As a general statement , I will try to arrange the images so
as to more easily
make available the
"BIG 5" instruments
on my monitor. That
would be the CDU ,
EADI, EHSI , MCP ,
and the ECU. These
items are described
in greater detail in
other parts of this
document.
I also STRONGLY
suggest that you use
the "2D" display
option. Here is how you do that.
STEP 1: Select the VIEWS option on the

TOOLBAR across the top of the display.
STEP 2: Follow the prompts and make

the follow ing selections:
VIEWS
INSTRUMENT PANEL
MAIN PANEL
VOFF (deselect OFF,
this will turn selection ON)) IMPORTANT: Leave an open
space on the right side of
This will select this display the monitor screen for the CDU
of the cockpit.
RIGHT CLICK on the

image of the MAIN PANEL
and then CLICK UNDOCK.
RESIZE the MAIN PANEL

by sliding the mouse
selector to the edge of the
image , holding down the
LEFT MOUSE key and dragging, keep the the MAIN PANEL image so that the
"round dials" are ROUND (This is called correcting the ASPECT RATIO).
IMPORTANT: .When you size and place the image on the screen, leave room on
the right side of the monitor screen for the CDU.
@MIKE RAY 2012

STEP 3: Using the VIEWS menu ... scroll to INSTRUMENT PANEL then CDU and
select it. This will place the CDU in the lower right hand side of the Clisplay.
STEP 4: RIGHT CLICK and UNDOCK the CDU. It is important thaf,you DO NOT
"click" on one of the "keys" or other "HOT SPOTS " on the unit. Oth r.wise you will
activate one of the functions or change one of the values on the ins ument.
STEP 5: Use the mouse-over techniques and "LEFT CLICK-DRAG" J grab and move
the CDU to the FAR RIGHT of the display so that the image is to the iqht of the MAIN
PANEL image.
STEP 6: Resize the units to fit the space on your monitor. Resizing is done by sliding
the mouse cursor to the corner or edge of the image, and when the "ARROWS" are
displayed, hold down the left mouse key which will allow you to move the edge or
corner of the instrument displayed . Using the "CORNER" arrows will allow you to
maintain the ASPECT RATIO of the image.
Your display should now have the "BIG FIVE INSTRUMENTS" displayed.
NOTE: If you have a multiple monitor set-up, once you UNDOCK the various units, you
can drag them to the other monitor. © MIKE RAY 20 12
page 38 pMbli51.cdby UN iYERSI T Y ,,/ TEM E CULA PRESS
Here is where we have to look ahead to envision which instruments we will

need during the flight that are NOT displayed. In the simulation display option I am
using for this discuss ion (PMDG 737 NGX 2D), the MCP display is cut-off so that I
cannot set the right side VORlILS head ing selector or the right side FLIGHT
DIRECTOR switch . If you are going to fly a CAT-III approach you will need to have
access to the MCP first officer heading selector ... so , I contend that it would be nice to
have the "whole" MCP in our stack of required displays in order to provide access to
both Flight Director switches and VOR selectors of the MCP .
Since we may NOT have the "A UTO-TUNE" on this airplane , we will also
need to TUNE and SELECT the ILS frequency on the NAV RADIO PANEL. So the
"LOWER PEDESTAL"would be useful to have on our display screen .
Since the "GEA R WARNING HORN" may sound during the flight and it is
necessary to depress the "HORN CUTOFF" button on the THROTTLE QUADRANT
... that would be a useful feature but alas it is not available on the simulations I have
flown.
Now you may use the SIMICONS or PANEL SELECTOR or whatever your
simulation calls it along with the stacking technique ; however, I contend that it is much
easier to have the panels already set up so that you can access that unit
IMMEDIATELYwithout fumbling around with that SIM-ICON display unit. If, however,
you want to use the SIMICON panel, it may be useful to UNDOCK that unit and re-size
it to fit your display because it might be tiny or hidden or ... ?
For flying this simulation , I suggest that we "STA CK ' these additional items for our
flight.
Here is the 1-2-3 of this technique :
1: VIEWS menu ... INSTRUMENT PANEL ...then select the item.
2: Then : RIGHT CLICK ... UNDOCKthe unit.
3: Then: RESIZE and MOVE the unit.
The big rule for STACKING : you "MUST ALWAYS" leave a part of each unit visib le,
While not essential , it is certainly something that is really beautiful to watch ,
and that is a view of the airplane in flight. To place a EXTERNAL VIEW
WINDOW on the monitor:
- Select Views -I
- New View I
WOWEE! LIFE IS GOOD!
- Outside If you wish to actually "LOOK
- Locked Spot OUTSIDE" it is a simple task to add
- Right Mouse Click another window to the stack.
- Undock
- Size and position the image.
For the absolute

"BEST" of all
worlds, if you can
hook your computer
up to another
monitor ... or even a
big screen TV ...
then you can have a
visual feast like you
never believed
possible!
Just use the "UNDOCK"

feature and move the
image over to the BIG
SCREEN.
This is just a suggestion. It is up

to you ... do what works for you.
© MIKE RAY 2012

page 40 p.bI',',' ' , W ERS tT Y -! TEMBCU LA PRESS
SAVING THE
MONITOR SETUPl
You may say this complicated monitor set-up stuff is all well and good, but if you
j ust want to go flying, wouldn 't it be truly wonderful if we didn't have to mess with
all the details involved with setting up this stuff every time we wanted to go flight
simming. The fabulous Microsoft Flight Simulator designers at Aces Studio
thought about this and they came up with a system designed to make life easier.
In theory, it allows you to save where you are at anytime ... and by giving that
situation a title ... you can access that setup or situation and return to it with a
simple click of one switch.
Here is the GOOD NEWS!!!! It works pretty good. You can

"SAVE' all that confusing and laborious layout you have just DOOYA
sweat bullets completing and next time you want to fly ... all
you have to do is "LOAD" the whole shebang with a simple
MEAN I
click of a switch. GorfADO
fHI5 EVERY 1 :::-
Here's what you do: Once you _r~""--....&....;;"-----=' lIME!
have the monitor setup where
you want it, in order to save it,
all you have to do is go to the
TOOLBAR at the top of the
monitor display.
Select flights .
From the drop-down

menu , then select .save .
... this will display another
menu .
The computer will display this menu

... and you have the option to place SAVE FLIGHT
your unique SETUP into the queue
of "other" setup configurations . The
simulator developers have
thoughtfully previously inserted _ _ _ _ _1
some examples that they thought
might be useful. In our case, we 731 NGX BA SI C set up KBF! KSEA
731_60 0( Nor ma l s~~n J Fl,ght Tum " ...1
want to add our set-up to the list. 731 -600 IW'd e SLnl'"n) Flio;t!t T utQn <J1
731-1 00( Nor ma l s~en ) Flight Tutona l
131-100I W'de soeeoi FIi~ TutQnal
7J1 -1100(Normar screen) F" ; hI Tutori.lo1
7J1-800I w' de seree,,) fli Qht;Tuton olil
737 -\I00( Nt>rm./l1 sCJ'M nl Fligh t Tuto ri./ll
737 -900 (W,de s a-e el'l) f 1i<# Tuto ri/ll
737-BBJ (NMMal sCJ'Mn )l'1 iol'11Tuto ri al
Since you may want to be able to
recall the sim setup you have just
completed and is existing on your
computer at that moment, you
should give your new file a Flight
title. I would give it something like
"bas ic 737NGX setup" or
something that would include key SAVE FLl G HT
~ _
identifying words for future
reference. I ~ /Isie 7J 7NG X s ~tu p
! Basic !light moni tor sel-up PMDG 737 NG. KBFI to KSEA
In the Flight description: box, you ia vedflighU '

should place details that will give 737 NGX e ASIC se tup Ke f! "S EA
1J 7-600(N orm /l1scr een) Flighl Tuto ria l
you the ability to quickly find and 1J7 -600(W,de ser eelllflioIrtT uto.-;/I1
7J7 -700( Norm /l1ser e eo ) fliOh! Tut ori./ll
7J7 -7DD(Wldt se- e ell I fliol'rt.T\Jtorial
identify and access the appropriate ]Jl · Il D D(F'lOrm~1 scr ~ ~n ) fliOhl Tut ori./ll
7J7 ·e DD(Widtstree lllfli\1I'rt.T\Jtorial
737·'l O O(Norm~1 scr een ) f1;lJhl Tut or;./II
file. I gave mine: Basic flight 7J 7·9DD(Wlde st rt t n l fli\li'lt T\Jtoria l
monitor set-up PMDG 737 NGX. '-----

737 ·B8J(Norm~1 scr ~ .,n ) f1;lJhl Tuto r;",1
-----..JIJ
EJ !'1d k" th ;, th e d e h ult fll'l ht
KBFI to KSEA. What will happen is
that you will continually be
accumulating additional set-up files
you want to save and it will be more
and more difficult to remember
which one applies to which
situation. SAVE FLlG H T
~ _
If you are ready to return to the set-

up, you can depress the OK button.
What you have done up to that
point is "saved" for future callback.
Great Stuff!! 13 7 NGl<MSI C S ~ lu ~ I<ef l I<SEJI.
137 -6 0 0(N Orrf'~1 se-eeo) Fl'lJhl TVl;o ri~1
717-600(wi de scr e e n) f1iOM Tl.II CH i ~1
7 J7 -7 D D(Norrf'~1 screee) FhlJhl TVl;ori~1
There is one more feature we want 73 7- 700 (w ideser e ell) f1ioM Tl.Il oriel
7J7 · eDD("'orm~1 screen) Fh'ilhl Tutori~'
to cover here. If you select the box 7J7· S00(wi de Sere ell) f1i\lM Tule>ril l
737 ·9 00(Norm~1 scr ....,,) FI,,}hl Tutori~'
737·'l Oo(wi d" sc rtt n)f1i\lIltTul oril l
labeled Make this the default 7 J7 · e8J ( "'orm ~ 1 ser....,,) Fh..ht Tutori~l
flight; then when you begin your

next MSFX session, the system will
automatically set-up the situation
you have just saved and you will
return to where you last saved the
default set-up.
@MIKE RAY 2012

FUELING and WEIGHT
HOW MUCH GAS DO WE NEED?
We know that we need some fuel and we would like to have a little more than a minimum
amount for contingencies such as a missed approach or a divers ion to our alternate. Just
how much more depends on a lot of factors. If you put on too much fuel , the airplane may
be too heavy to fly ... th is is NOT GOOD! If you subtract the fuel you are going to burn from
the TAKEOFF GROSS WEIGHT; even though you may be "good for Takeoff' , there is the
possib ility that you would be too heavy to land ... sowe have to have a look at that potential
situation also.
737NG MAXIMUM
Here is a chart of GROSS WEIGHT LIMITATIONS
the weight
restrictions for the TAXI TAKEOFF LANDING ZFW*
737 NG. Now these
may be different -600 155,000# 154,500# 129,200# 121,700#
from the ones in
your literature , since -700 155,000# 155,500# 129,200# 121,700#
these are from a -800 174 ,700# 174,200# 146,300# 138,300#
major air carrier,
and they have a -900 174,700# 174,200# 147,300# 140,690#
tendency to be very
concerned about -900ER 188,200# 187,700# 157,300# 149,300#
the special nature of
their "numbers". ZFW* 'ZFW = ZERO FUEL WEIGHT. That is the weight of the
airplane and payload and whatever else it had on it MINUS the fuel.
CHANGING the FUEL LOAD

How to change the
FUEL LOAD using
the MSFX fuel and
payload wizard:
STEP 1: Depress the ALT key if the toolbar is

not visible across the top of the main display.
STEP 2: Select "FUEL and PAYLOAD" from

the fly-out menu .
STEP 3: Select the "CHA NGE FUEL" bar.
STEP 4: Make appropriate changes .

FUEL SETTINGS
STEP 5: Select OK and record the changed
GROSS WEIGHT figures for use in loading
the CDU.
STEP 6: Confirm that your TAKEOFF

GROSS WEIGHT is less than the MAX.
GROSS WEIGHT.
STEP 7: Subtract your planned fuel burn from

the GROSS WEIGHT and compare the
LANDING GROSS WEIGHT with the charted
MAXIMUM LIMITATION above.
page 44 pub/ Moed by UN iYE RS I T Y ,,/ TE M ECU LA PRESS
SPECIAL TECHNIQUE
FOR FUELING THE PMDG 737 NGX
Since I have elected to use the PMDG 737 NGX as my model for this tutorial , I want to
describe a specific detail of that particular simulation ...modifying the fuel loading
requires a special operation which isn't immediately apparent. On the initial call-up
page forthe CDU, it will look like this.
STEP A: LS4R ... That is, "LINE SELECT

FOUR RIGHT" key labeled "FS
ACTIONS>". This will take you to a
page where you can select fuel loads
or add specific amounts of fuel. It is
fairly intuitive.
STEP B: LS1 L ... Select "<FUEL"
STEP C: TYPE the amount of fuel

that you want on board and then
STEP 0: [S1 L ... then place the

figure you desire
in the "TOTA L LBS " line.
OR
Select from the FULL, 2/3, or 1/3
choices. For this exercise,
STEP E: LS5R "SET 1/3>".
STEP F: LS6L ... Select

the "<RETURN"
command to return to the initial
display of the CDU.
@MIKE RAY 2012
SECTION: 3
There areju st a few "REALLYIMPORTANT" instru ments that we will ha ve

to become famil iar with to operate this modern day "GLA SS" j et ... and I
have identified five of the most used items in the vast array of com ple x
gadgetry that exists in the cockpit.
D 47 Introducing the EFIS

D 48 The BIG 5
D 49 EFIS Control Unit (ECU)
D 50 NO (or HSI or EHSI)
D 51 PFD (or ADI or EADI)
D 52 FMA (Flight Management Annunciator)
D 53 Airspeed Indicator
D 54 HeadinglTrack Indicator
D 55 Attitude Indicator
D 57 Altitude and Vertical Speed Indicators
D 58 MCP (Mode Control Panel)
D 59 CDU (Computer Display Unit)
© MIKE RAY 2012

page 46 pub/Moed by UN iYERSI T Y ,,/ TEMECULA PRESS
HISTORY and (REALLY BORING) DETAILS
The FMC (Flight Management Computer) was originally developed from the
Lear Siegler (LS-54) family of processors. The FMC operates by reference to
onboard IRUs (Inertial Reference Units) which are mysterious "ring laser"
guidance systems that are extremely accurate . However, in actually operation,
the accuracy is continually being up-dated by monitoring available GPS , DME,
or VORIDME inputs. Using all this information , the FMC generates a "best
position" every 5 seconds . It has a complex "biased" input algorithm that uses
the most reliable information in determining its location. This is used by the
airplane for guidance in LNAV (Lateral Navigation).The only really important
thing that sets this particular model of the Boeing 737 apart from previous
versions is the installation of a really terrific and amazing up-dated EFIS
(Electronic Flight Instrument System). This led the developers to call the system
the NG (Next Generation) airplane.
Pilots refer to the system as "THE GLASS COCKPIT".
These are the FIVE specific parts this suite of instruments

that are of MOST INTEREST to us as sim-pilots.
- ECU (EFIS Control Unit)

- MCP (Mode Control Panel)
the
- ND (Navigation Display)EHSI
also called (Electronic Horizontal Situation Indicator)
- PFD (Primary Flight Display)EADI
also called (Electronic Attitude Direction Indicator)
- CDU (Control Display Unit)
also called FMC (Flight Management Computer)
From a sim-pilot point of view,

these 5 instruments contain virtually all if the information
that is REQUIRED* in executing a complete flight.
They are a little complex and require a few hours of operation to understand; but if we
concentrate just on these five instruments, it is a manageable task . Some simmers try
to "eat the whole elephant" ... and as a result, a lotta SIM Pilots simply "GIVE UP" and
never reach an adequate level of proficiency. Most problems associated with making
the sim fly properly come from trying to digest too much of the system at a time; my
advice is to just concentrate on these five items.
Let us understand this concept and make it our goal to get the airplane to do what we
want it to. Let's start with a cursory discussion of system details and then we will use
the "GLASS" tool-set in constructing and flying an actual airline-style flight.
* Of course , you will have to tune the radios , and tum on the lights, and mo ve the
Flight Attendant call switch , and etc .etc.etc. I am, talking here about operating
just the basic flight modalities of the airplane.
@MIKE RAY 2012
--
ECU
EFIS CONTROL UNIT
MCP
MODE CONTROL PANEL
NO
NAVIGATION DISPLAY
also called
EHSI
ELECTRONIC HORIZONTAL
SITUATION INDICATOR
WHERE
ARE THE I
"BIG 5" I
-ECU I
PFO
PRIMARY FLIGHT DISPLAY
also called EADI -MCP
ELECTRONIC ATTITUDE
DIRECTION INDICATOR
- NO (EHSI) I
I
I
-PFD (EADI) I
COU I
COMPUTER DISPLAY UNIT I
also called
- CDU (FMC) I
FMC
FLIGHT MANAGEMENT
• --- I
COMPUTER
EFIS CONTROL UNIT

ECU (EFIS CONTROL UNIT) .
Pilots call this the "EE-CEE-YEW".
It is also called the ECP or EFIS Control Panel by some.
The EFIS is short for "Electronic Flight Instrument System".
I personally like to think ofthis unit as the NO (Navigation Display) control panel. Here is
what it does . By making select ions of the ECU you will be affecting the NO display. For
example, the most used function on the instrument is the RANGE selector. This will
change the size of image on the NO to encompass more or less of the environment.
I am only identifying those switches that I think are ofimportance to Flight simming.
NO display TFC
DECISION mode (TCAS- Traffic
HEIGHT REF selector. Collision Avoidance
indicator. OUTER System)
OH or MOA will be KNOB is PUSH the INNER
indicated on the function ; KNOB TFC button
NO. INNER KNOB to enable display of BAROMETRIC
will center the other airplane Altitude
NO display. traffic on the NO. selector
Not active on all The pilot can
simulations. select this
button passing
QNE (usually
18,000 feet) to
set 29.92 on
the altimeter.
TERRAIN
DISPLAY
selector
NO
RANGE
selector
WEATHER (outer ring)
RADAR MAP MODE
DISPLAY Icon display
selector selectors
@MIKE RAY 2012

NO (or HSI or EHSI)

Navigation Display
(or Horizontal Situation Indicator or Electronic ...)
OK, which is it? ... EHSI, HSI, or ND???? These are the same instrument ; only
named differently by different users. In the 737NG cockpit, the usual reference to
this display is ND. This whole system constitutes the famous "MOVING MAP" and
that is what makes the glass cockpit so incredibly advanced. The symbols and
ICONS are constantly moving in reference to the ACTUAL position of the airplane
overthe earth.
NEXT FIX on
CDU LEGS page
RANGE SCALE
indicator
(from the EFIS
control unit)
GROUND
SPEED
DISTANCE
to next fix on
CDU LEGS
page
WAYPOINT
INDICATORS
(fixes from the
CDU LEGS page)
The TRIANGLE represents the AIRPLANE POSITION and the ND display

continuously scrolls into the point of vertex or point of the triangle. When you are
using the autoflight with the autopilot in LNAV mode, the display will cause the
airplane to follow the MAGENTA LINE. That is the whole idea behind this instrument.
The TRIANGLE moves along the MAGENTA LINE. In this example , I am showing
the airplane following a "magenta Line" that is "NOT" realistically going from
waypoint (fix) to waypoint, but that is just for display purposes. OK, OK, OK! A better
situation might be for the "triangle" to be on the line with the waypoints ... I know that,
but go with this, because it is easier to see the parts ofthe instrument display.
© MIKE RAY 2012

page 50 publ i51.cd by UN iYE RS I T Y ,,/ TE M ECU LA PRESS
PFD (or ADI or EADI)

Primary Flight Display
(or Attitude Display Indicator or Electronic ...)
The same instrument may be named differently by different users.
In the 737NG cockpit , the normal reference to this display is PFD.
The PRIMARY FLIGHT DISPLAY (PFD) is the crowning jewel in the EFIS crown. This
dazzling piece of aviation jewelry is the "most significant " piece of the flight instrument
suite of instruments. This is the single place where the pilot can focus and get all the
information necessary to control the flight of the airplane. As a result , the highly complex
display is virtually encrusted with a blizzard of important details and visual
representat ions of activities necessary for evaluating the flight dynamic. We are going to
attempt to dispel some of the
mystery and actually begin to
understand how this instrument
works.
The first step in getting a grip

on the complexity, is to
envision the "PA RTS" of the
instrument. There are actually
SEPARATE PARTS and once
we explore the image , we can
begin to see that there are
only 5 parts , the situation
becomes manageable. Here
are those parts. Let's describe
each part in greater detail.
FLIGHT MODE
ANNUNCIATOR
(FMA)
AIRSPEED
~ LOC GIS
INDICATOR ROL LOU T FL A RE
ATITUDE
INDICATOR
ALTITUDE
HEADINGI and
TRACK VERTICAL
INDICATOR SPEED
INDICATORS
@MIKE RAY 2012
FMA
Flight Mode Annunciator
In the most commonly used FMA , there are three modes that are annunciated:
AUTOTHROTTlE, ROll, and PITCH. These are the three domains in which we operate
the airplane in AUTOFLIGHT. Each one of those domains is controlled by one or more of
the functions of the AUTO-PilOT and AUTOTHROTTlE. The FMC (Flight Management
Computer) integ rates those functions in order to maintain balanced and controlled flight.
THREE MODE FMA

AUTOTHROTTLE ROLL D PITC~.
•
- MODE MODE
LOC
ROLLOUT
6 MODE
GIS
FLARE
1. When a specific ARMED or SELECTED mode becomes ACTIVE ,

for the first few seconds it may be "BOXED".
2. After the first few seconds , the mode becomes "ACTIVE" mode
and will be GREEN .
3. Some of the modes can be pre-selected or ARMED. These
modes will display WHITE in smaller font below the active mode ...
until they become active, and they become large font green.
FOUR MODE FMA

FLIGHT
AUTOTH RaTTLE PITCH ROll
DIRECTOR
MODE MODE MODE
MODE
N1 I MCP SPD I LNAV I CMD
Some airlines have elected to use the EFIS/MAP or "6 PACK" type of display (see page
18); and so they are forced to adopt a FOUR WINDOW FMA for their use (Continental ,
for example). I mention this only as an awareness item; since the FMA in the PMDG 737
NGX (and most of the other simulations that I have seen) use the THREE WINDOW
FMA. This is what we are going to use in this document, the THREE MODE FMA.
© MIKE RAY 2012

page 52 publi51.cd by UN iYERSI T Y ,,/ TEMECULA PRE SS
AIRSPEED INDICATOR
1. This MAGENTA number is the target
AIRSPEED that is set in the MCP. If VNAV the
operative mode (and the MCP airspeed window
is BLANK), then this will represent the VNAV
target airspeed.
2. MAXIMUM ALLOWABLE AIRSPEED ... or

referred to as "OVER SPEED". It will trigger an
aural warning that is described as a
"CLACKER". It is the regime of the HIGH
SPEED STALL.
........ 3. The YELLOW BAR represents the

MAXIMUM MANEUVERING SPEED and
represents a "safety margin"
@MIKE RAY 2012

1. These numbers represent the compass headings that are from the IRS (Inertial
Reference System). The IRS is the part of the FMC (Flight Management Computer)
that operates without outside input from ground based stations. However, the Boeing
737 requires that the NAV radios be operated in the AUTO mode in order to
continually "UPDATE" the FMC position algorithm.
2. SELECTED HEADING BUG ... this "BUCK TOOTH " indicator represents the
heading selected on the MCP (Mode Control Panel). If the heading is behind the
airplane display, the bug will "park" at the end of the scale that represents the shortest
direction to turn to that heading.
3. CURRENT HEADING INDICATOR ... This indicates the current IRS heading.
4.TRACK LINE ... This white line indicates the current FMC (Flight Management
Computer) IRS generated TRACK.
5. SELECTED MCP HEADING ... When you select a heading in the MCP, It moves
the buckteeth and also displays the numeric value in magenta.
6. Reference for the TRACK/HEADING ... Either "MA GNETIC NORTH" or "TRUE
NORTH". Most of the time you will be in MAG ; however, when operating near the
North Pole of the Earth's magnetic field, it will be necessary to select "TRU" for True
North .
© MIKE RAY 2012

page 54 publi51.cd by UN iYERSI T Y ,,/ TEMECULA PRE SS
ALTITUDE
and
VERTICAL SPEED
INDICATORS
1. SELECTED ALTITUDE ... Displays the

altitude set in the MCP. When within 900 to
300 feet of the selected altitude , a box
appears around the selection .
2. SELECTED ALTITUDE BUG ... Indicates

the altitude set in the MCP. The bug is 100
feet wide.
G-
3. This is the instantaneous rate of vertical
speed.
4. These marks represent the VERTICAL

SPEED selected on the MCP when the VIS
is the selected pitch mode.
5. The vertical speed is indicated by this

needle.
6. ALTITUDE INDICATOR ... This indicator

shows the instantaneous actual altitude of
the airplane .
7. Below TEN THOUSAND FEET this

hatched indicator is displayed .
8. ALTIMETER SETTING ... This is the

barometric setting that is placed into the
system by using the ECU.
@MIKE RAY 2012

ATITUDE INDICATOR
1. APPROACH REFERENCE ... Displays the selected ILS Identifier from the DEP ARR
page of the CDU. If the NAV RADIO has not been tuned and selected , then if the
computer cannot identify the signal , then it will display the frequen cy only. If it can identify
the signal , then it will display the ILS DME .
2. This VERY IMPORTANT indicator tells us whether or not the airplane is being
controlled by the AUTOPILOT (CMD) or being hand flown with the FLIGHT DIRECTOR
(FD). LAND 3 will be annunc iated when AUTOLAND is active.
3. The "SAILBOAT" is two instruments in one. The top part (Triangular SAIL) represents
the ''TURN'' or "ROLL" of the airplane . The bottom part is the "SLIP" or "YAW" of the
airplane. For most old-timers you will recognize the "TURN and SLIP " indicat ion prevalent
on older airplanes.
4. MARKER BEACON DISPLAY ... Indicates passage over an inner marker (1M), middle
marker (MM), or outer marker (OM).
5. PITCH LIMIT indicator (Called the "STA LL WHISKERS"by pilots) . They are displayed
when the flaps are extended . If the PITCH BAR gets to the indicator, the STALL
WARNING is actuated .
6. LOCALIZER GLIDE SLOPE indicator. In our example , the airplane is BELOW the
GLIDE SLOPE .
7. This is the PITCH COMMAND BAR. It indicates the pitch commanded from the auto-flight
system. In autoflight, the airplane will attempt make the AIRPLANE SYMBOL match the requested
PITCH COMMAND.
8. AIRPLANE SYMBOL ... This indicates the actual airplane attitude .

9. PITCH SCALE (Called the PITCH LADDER by pilots) . Gives a value to the pitch. For
example: during level flight , the airplane symbol will usually be about 5 degrees pitch up.
My point is that the zero doesn 't necessarily mean "level flight" .
1O. MINIMUM DESCENT ALTITUDE ... This value is set on the ECU and the value for
that is from the individual airport approach plates.
11. VORIILS LOCALIZER COURSE INDICATOR ... This is actually a deviat ion indicator
which indicates the horizonta l position of the airplane relative to the VOR/ILS signal.
12. APPROACH COURSE ... Indicates the selected approach course provided by the
FMC.
13. ROLL or HEADING COMMAND BAR. This bar tells the pilot or the auto-pilot which
way and how much to "TURN" in order to achieve the HEADING TARGET in the MCP or
FMC.
e MIKE RAY 20 12
page 56
ATITUDE INDICATOR
The heart of the PFD is the ATTITUDE INDICATOR. It is difficult to describe in certain
details because the PFD operates in more than one venue. What I mean is this , TAKE
OFF, CLiMBOUT, CRUISING, DESCENT, and the APPROACH all involve different
icons and indicators . There are such things as WINDSHEAR and TCAS indicat ions that
we won 't cove r. So we will take a more limited approach and just concentrate on the more
common parts that are ALWAYS visible orthe MOST IMPORTANT.
--e
-e
-0
e MIKE RAY 2012

www. UTEM .CO M page 57
MODE CONTROL PANEL

MCP (MODE CONTROL PANEL)
Called the (EMM-CEE-PEE by pilots) . It is useful , I think , to visualize
this unit as being composed of several different function controls .
A. These three switches represent items associated with navigation using ground based
VOR and ILS stations. This includes the AUTOLAND function of the AUTO-PILOT. both
VORlILS HEADING selectors must be selected and BOTH autop ilot switches selected.
B. FLIGHT DIRECTOR and AUTO-THROTTLE switches ... These switches must be on
for all normal operations. This is my opinion , but I have observed a lot of Simmers flying
with these switches OFF . I don't know what purpose that serves ... the auto-throttle
system on this airplane is truly FANTASTIC! Use it! Without the AJT switch on , virtually
none of the autoflight funct ion will work.
C. AIRSPEED CONTROLS. These switches dictate what the speed of the airplane will
be. These switches are connected to the FMC and so by selecting speed controls the
PITCH ... or by select ing VNAV, the airspeed window may go BLANK and a "secret"
airspeed will be applied to the flight profile. As we noted in our discussion of the PFD , the
"secret" airspeed will be listed on the airspeed tape.
D. HEADING SELECT mode ... This control can select the HEADING and when HDG
SEL is activated , the airplane will steer towards that heading even if it means leaving the
MAGENTA LINE . Conversely, if LNAV is the active mode , turning the heading selector
will have no effect. This allows us to "pre-select" a heading for activation when needed.
E. ALTITUDE and VERTICAL SPEED. This is a VERY IMPORTANT discuss ion. It has
two parts :
FIRST : If the airplane is in an ALTITUDE HOLD mode , it will not leave that
altitude until a TARGET altitude is set in the MCP. Even if you are operating in
VNAV and the CDU has a lower altitude in the LEGS page queue ... if it is at the
TID (Top of descent) point it will NOT start the descent without a lower altitude
inthe MCP.
SECOND: DANGER!!!! If you use the VIS ( Vertical speed knob and wheel)
mode you actually can depart the altitude without a traget altitude ... and you
can descend all the way down and "CRA SH" on the earth.
© MIKE RAY 20 12
page 58 pu blis hed by UN lYE RS I T Y ,,/ TE M ECU LA PRESS
CPU ..
-_
~: I!III ~~;l'';;
--._--
-~.;+~
COMPU1ER DISPLAY UNI1 " .... ...,.
Technically, these units are called the CDU (Computer

Display Unit). The "FMC" (Flight Management
Computer) is the actual computer for which this unit is
the physical operational interface . It is not uncommon
to hear pilots refer to the CDU as the FMC. I will
occasionally refer to operations using this unit as a
CDUlFMC.
..-------.-----
LEFT
LINE
SELECT I
-------,..
I keys ----
EXECUTE
light
EXECUTE ;
-----j key
OPERATION
indicator
I
---_..-...........
display
@MIKE RAY 2012

some
CDU LABELING
protocols
MOD means that an action was taken
to MODIFY the ROUTE. ACT means
that the EXEC light was illuminated Name of the page:
and the EXEC key was depressed ... RTE LEGS page
and as a result the changes were
made an "ACTUAL" part of the FMC There are 5
internal file and/or database. pages and
this is #3
HEADING
from the
waypoint Altitude that the
airplane is planned
to cross at the
DISTANCE WAYPOINT. If you
between the are flying the
waypoints. airplane using the
autoflight and
SCRATCH PAD VNAV , the
with entry. It is autopilotlauto-
acceptable to thrust will
either "TYPE" in automatically do
a waypoint or data everything in its
entry, or select the power to "MA KE
THE CROSSING".
WAYPOINT from
the queue . An "A" after the
altitude means that
the jet must be at
SCROLL keys. or ABOVE that
You can either altitude ... and a
scroll up (PREV) "B" means at or
or scroll down below the altitude.
(NEXT PAGE).
EXECUTE light and key. When this

light is "ON", it means that some The CLR (clear
changes have been made to the key) can be used
FLIGHT PLAN and unless you push to delete and
this key and the light goes out ... these MODIFY portions
changes will NOT BE a part of the of the CDU pages.
FMC database . In some cases , but not
always, there is an accompaning
ACTIVATE> command at position
LS6R. In that case, selecting the
ACTIVATE key will illuminate the
EXEC key.
There are some who teach that
everytime you see the EXEC light, you
should determine what it means and if
applicable , depress the key.
© MIKE RAY 2012

page 60 publis hed by UN lYE RS I T Y ,,/ TEM ECU LA PRESS
The display screen is called a
"PA GE" and identified by the
"TIT LE" at the top of the page.
In our example, this screen
"LINE SELECT" keys
image would be referred to as
There are two rows of six keys along the
the "MENU PAGE".
edge of the display. They are numbered
from TOP to BOnOM. For example, if I
said "LI NE SELECT FIVE RIGHT"; I would
expect to depress the fifth key from the top
on the right hand side. In our diagrams,
that would be FS ACTIONS>. The
generally accepjed way to describe that
would be to write: LS5R.
PAGE SELECTION KEYS

The little buttons that have writing on them are
called "KEYS"; and they are called by the
name represented by the letters on the key..
For example, the "RTE KEY" would be called
the "ROUTE" key.
Here are the key abbreviation names:
INIT REF = initial reference. Identifies
database installed and airplane information.
RTE = route page allows the defining of
DEPARTURE and DESTINATION airports.
CLB = climb data
CRZ = cruise data
DES = descent data
SPECIAL KEYS MENU = menu available modes of operation of
There are a couple of the ityems that the CDU/FMC
need to be explained . LEGS = route listing of legs
DEP ARR = (departure arrival) Allows selection
SP = The SCRATCH PAD (referred to of RUNWAY and ROUTE information involved
as SP) is the part of the display screen with terminal activities.
were entires from the KEYS are HOLD = holding pattern can be defined and
placed for approval and correction selected .
before they are "EXECUTED" into the PROG = progess page has technical flight
FMC (Flight Management Computer) data.
database. EXEC = execute button. When illuminated will
allow the information on the screen to be
CLR = This is the CLEAR key and is entered into the computer database.
used to remove information and N1 LIMIT = page to enter "reduced thrust" and
messages from the SCRATCH PAD noise abatement information.
portion of the display screen. FIX = fix page allows the selection of specific
fix on the ND for identification, such as a
DEL = delete ... and sometimes may "GREEN CIRCLE" around that fix.
be used to remove items from the list PREV PAGE and NEXT PAGE = previous and
(called a QUEUE) on the display page . next page (scroll tool for viewing screens)
There are complex rules regarding the
use of this key (not covered here).
@MIKE RAY 2012
SECTION: 4
LEYEL ONE
'1"'1"e'4L FL'~f.f'1
Here we will describe a simple and quick "trip " that will hopefully introduce the
"beginner" some of the details of managing a "complete" fIight segment.
D 63 Simple Flight Plan

D 64 Placing Airplane on RWY 16R
© MIKE RAY 2012

page 62 published by UN lYERSI T Y ,,/ TEM ECU LA PRE SS
MAKING A SIMPLE FLIGHT PLAN

The best way to learn how to fly an airplane using the Boeing EFIS is to actually fly a flight
segment using the Boeing EFIS.
Here is the "simple" flight plan we will use. We will fly from Sydney, Australia 's Kingsford-
Smith International Airport, Runway 16R and come back and land on Runway 07 at the
same airport .
MISSION STATEMENT
You might ask, who would ever do that in real life? Well, just to add a
sense of realism, here is how this happens. There is a requirement
that a successful CAT III Autoland must be flown within 30 days in
order to use CAT III autoland in line flying service . Since the airplanes
will occasionally get outside of the time limits; the airlines will assign
a crew to fly a short trip segment and actually fly a CAT III autoland in
order to restore the system to legal demonstrated limits.
This is what we will simulate during this event.
The plan is to:

Start with the airplane on the Runway 16R with the engines running.
- Takeoff
- Climb to 3000 feet
- head towards a specific waypo int (CLII:;E), then
- Turn towards the ILS CAT III localizer
- Fly anAuto-land approach
- Make a full stop on the runway
If we can successfully complete the whole process , then it ;:c

is my contention that we can then take the basic steps C
that we have outlined and successfuly ~0 Z - ~
demonstrated; and appy these 0 - ...... ::E
fundamental elements of the filght ~
dynamic to any other flight profile that
we may encounter. All the steps we will
encounter in this "QUICK and DIRTY'
flight will be representative of the
operations necessary to complete a
more complex and longer flight segment.
So, let's make an attempt to slog through
this LEVEL ONE exerc ise, and then we
can consider ourselves qualified to go on to
Afix named
the LEVEL TWO part of the document with
it's more complexity and greater detail. / ' "CLIFF"
The first problem is "H O W TO" get the airplane onto

RUNWAY 16R at the KINGSFORD SMITH
INTERNATIONAL AIRPORT in Sydney, Austral ia.
@MIKE RAY 2012

PLACING THE AIRPLANE ON RWY 16R
Here is how to place the airplane on the runway
with the engines running. fREEFLIGHT
Once you have selected the airplane from the

CURRENT AIRPLANE queue , then the next
thing is to decide where you want the airplane to
be when you open the simulation.
STEP 1: Select the CHANGE button under the

CURRENT LOCATION menu.
This will display the "SELECT AIRPORT" menu.
STEP 2: Select the COUNTRY, CITY , and/or

STATE/PROVINCE if required.
Right here is where the new guys can screw up. DO NOT assume that the correct
airport will be selected and displayed. So ...
STEP 3: Then go to the "SEARCH" AIRPORT section, and select the appropriate
airport . This will place automat ically your choice in the "BY AIRPORT NAME" box at
the top of the page.
Write down the four letter ICAO
In our case, we have selected the "KINGSFORD
IDENTIFIER for the airport
SMITH INTL". (YSSY) . We will need it later.
Once this has been completed, then

STEP 4: go to the CHOOSE
RUNWAY/STARTING POSITION selector box. At that point, you can
STEP 5: choose from the list of starting places for the airplane which will include
RUNWAYS and GATES . Scroll the list down to display the queue of choices.
Then (STEP 6) click OK and (STEP 7) FLY NOW! This will open the simulat ion with
the airplane at the location you selected as the starti ng position. Amazi ng!
FREE FLIGHT
SELECT AIRPORT
Etl:-'------
© MIKE RAY 2012

page 64 published by UNlYERSI T Y ,,/ TEMECULA PRESS
Once you have selected the "FLY NOW' button ...

The display changes to an incredible view of the inside of the cockpit. It should look
something like this ... if you are flying in 2D. We previously discussed the options.
NOTICE!!! ... we have all of the BIG 5 except the CDU.

It is ESSENTIAL that we get the CDU onto the screen!!!
Here is how to do that:
) Microsoft flight Sim ull t or X
f Ull Screen
,!.ir naffi\; C~lf1tnJ I
'. hat Wil1do....C- Rl+ 'i H FT

Inst rumen t Panel
STEP 2: Select
"INSTRUMENT PANEL "
from the first fly-out menu .
STEP 3: Select "CDU

(LEFT)". The CDU
(Computer Display Unit)
will then be displayed as
• • • • •• • an overlay to the exist ing
cockpit image.
We can then "MOVE" and "CHA NGE THE SIZE " of the CDU to match our needs
using the simple mouse over-drag technique.
If you are using multiple monitors ... you can move
the CDU to the other monitor.
Here is how to do that:
- RIGHT CLICK on the CDU image.
- From the MENU that appears, select "UNDOCK
WINDOW". You now can move the image off
screen ... and miraculously, it will retain all it's
functionability.

SECTION: 5
This is an abbreviated introduction to the CDUIFMC system . For the first-

timers out there , right here is where you get the urge to quit! DON'T QUIT ...
YOU CAN DO IT! You are going to be required to create a flight path using
the CDUlFMC EVERYTIME you fly any of the modern Boeing or Airbus
airplanes. Of course, you can blunder your way through a "manual flight";
but technology has given us the tools to operate these jets with a precision
and smoothness that is incredible . Stay with me and I'll try and make this
easy and simple.
o 68 Loading the CDU/FMC

o 69 Ident page
o 70 Pos Init page
o 71 RTE page
o 74 Route Discontinuity
o 76 Perf Init page
o 77 N1 page
o 77 Takeoff page
@MIKE RAY 2012

The LEAST UNDERSTOOD; but most FEARED and HATED
part of the Flight Simulator's 737NG CHALLENGE.
COMPUTER DISPLAY UNIT!

FLIGHT MANAGEMENT COMPUTER
The CDU (Computer Display Unit) is often erroneously referred to as the FMC
(Flight Management Computer) ... I do it all the time. However, the CDU is merely
the place where the pilots communicate with the FMC computer. Our FIRST step in
this LEVEL ONE tutorial flight will be to LOAD THE COMPUTER using the CDU.
This evolution usually strikes fear ...... -------rlm.=-'lI:"'l
and loathing on the part of the
uninitiated first timer ... this is neither
a good thing nor a necessary
response. Oh sure, the learning
curve can seem impossibly steep,
but it is indeed manageable. Once
the process is understood and
becomes more familiar, there will be
no turning back ... gone will be the
days of punching the F4 key and
pointing the jet at the sky. You will
become a confident and evangelical WUii ,li if
true believer in the suite of wonderful
capabilities in the FMC.
Of course I realise that this is
probably the MOST challenging part
of operating the Boeing 737 NG; but
properly using the CDUlFMC to
accomplish the desired flight path
guidance is like learning to playa
musical instrument. It is indeed an exquisite piece of engineering and pilots (you)
quickly learn to LOVE to use the EFIS (Electronic Flight Instrument System)
because it is so accurate and smooth and ... well, easy to operate.
In this section, we are going to "LOA D" a simple , basic trip segment. We shall
develop a fantasy flight that will takeoff from Runway 16R at (YSSY) Sydney,
Australia to a fix called CLIFF and back to Runway 07 at (YSSYj Sydney,
Australia. Once we have completed this LEVEL ONE tutorial , you will conceivably
be able to fly between ANY pair of cities, anywhere in the world successfully and
precisely. That will be our goal.
LET'S GET IT ON!

© MIKE RAY 2012
page 68 published by UN lYERSI T Y ,,/ TEMECULA PR ESS
Start your LOADING
journey on the INIT page.
USING THE CLR KEY

The first thing we will learn
is how to remove any of the
CDU messages that will
periodically appear at the
bottom of the screen .
Always read them and try
to see if they are pertinent
and trying to tell you
something. Then remove
the message from the CDU
by depressing the CLR key.
There may be a "stack" of
messages , so you will have
to "REA D and CLEAR"
each one separately and in
turn ... one at a time .
STEP 2:
Depress POS INIT> key(LS6R).
Once we have cleared the message queue, USING CDU "PROMPTS>"
we can look at the page and determine what
INPUT or change we might want to make on At the LOWER RIGHT CORNER of
this INIT PAGE. Let me make a comment each CDU PAGE, there will be a
here, "In the real world" this is where pilots prompt that will "suggest" a page
would determine whether there was a more that "might" be the next one to select
up-to-date database available, and if it were, on the loading queue. If you push that
they would make that change on this page. key, the CDU will; go to that page. As a
Also ,this is the place where we determine general rule, selecting the "suggested"
whether the appropr iate operating program page for the next step "might" work out
has been inserted on this unit by the ... but we are going to find that we are
mechanics . going to encounter situations where
that may be a confusing thing to do.
ADVANCED SIMMERS can make We will discuss those issues when
changes to the AIRAC NAV DATA examples are encountered.
programs here ... this updating process This tutorial will use a slightly different
is not covered in this documen t. list of suggested CDU pages from the
default prompts in the CDU program
we are using.
@MIKE RAY 2012
STEP 3: Type the FOUR

LETTER ICAO identifier
for the departure airport
(YSSY) .
It will appear in the

LOWER LEFT part of the
CDU display screen. This
part is called the
SCRATCHPAD (SP for
short). This is an
important part of the
learning ... "most"
information that you will
be placing onto the CDU
will first be placed in the
scratch pad. That may be
confusing at this point,
but it will become second
nature .
STEP 4:
Once the entry is placed
in the SP, then you can
select one of the little
keys along the side of the
display, and that will
place the information
from the SP to that place
on the screen. The
computer is pretty smart
and won't accept inputs
that it thinks are
inappropriate.
Since we are starting ON THE

RUNWAY, it won't be necessary
to place any information on the
"dashed line" at "GATE" entry.
Normal protocols are the dashed

line are recommended and
"BOXES" are mandatory.
STEP 5: Select the key next to PROMPT ROUTE>.

This will take us to the next CDU page. In this case,
this is entirely appropriate and is what we want to do.
@MIKE RAY 2012

page 70 PUbli.5hcd by UN iYERSI T Y ,,/ TEM ECU LA PRE SS
THE RTE PAGE
STEP 6; On "some" simulations , the departure airport will automatically be placed
into the scratchpad for us (PMDG for example); however, sometimes it will be
neccesary to type it into the scratchpad. Whatever works, type or place the YSSY
into the scratch pad and then
STEP 7: "LINE SELECT" it to the
appropriate place on the page. In
this case , we will be using YSSY for
both the "ORIGIN" and the "DEST",
so you will have to type and insert
YSSYtwice. Both into the DASHED
line for ORIGIN and the BOXED line
for the DEST. Seems a little
confusing , but you can handle that.
Notice that there was NO

PROMPT! Whazzup wit dat?
A lot of simmers get lost right
here ... so this is my suggestion.
Let's go directly to the DEP ARR
page without a PROMPT.
STEP 8: Select the

DEP/ARR (Departure
Arrival) key. This will
display the DEP/ARR
INDEX 1/1 page.
STEP 9: Line select

<DEP (LS1 L).
@MIKE RAY 2012

STEP 10: Select RUNWAY 16R

(LS3R). By selecting a specific
runway, we are telling the FMC
what the starting point for the
flight plan will be. Just for your
information , a "complete" flight
segment for the FMC computer
consists of a start point, at least
one intermediate or route way point
(fix) and an ending point.
STEP 11: Select CLlFF3 (LS2L).

By selecting a SID (Standard
Instrument Departure) routing we
establish an initial routing to an
intermediate waypoint(s) that fufills
the FMC requirements .
We could also just as easily typed
"CLIFF" into the SP (Sratch Pad)
and then LS (Line Selected) it into
the route queue ... and it would
satisfy the FMC.
STEP 12: Select the DEP ARR

key again. For you veteran
simmers: Yes, of course , we have
. . - - - - - - - - - - - - - - - - -=---:::"'1 now satisfied all the
requirements for a
complete routing
solution from the FMC.
Usually, on longer
route segments we
would not put the
DEST runway into the
CDU/FMC; but since
we are going to remain
close in and we know
the runway we are
going to land on, it
makes sense to load
the landing runway into
the FMC/CDU before
we even take-off.
© MIKE RAY 2012

page 72 pub/ if".... by UNlYERSITY ,,/ TEM ECULA PRESS
STEP 13: Select YSSY ARR> (LS1 R).
This will display the CDU PAGE YSSY

ARRIVALS page. On this page will be
displayed all the "LINE SELECTABLE"
approaches available. We want to fly
an ILS and it seems to me that it would
be a fairly simple task to make a right
turn and come back and land on
RUNWAY 07.
STEP 15:
Select ROUTE> (LS6R)
This will display the RTE
(BLUE FONT) page.
STEP 16: Select

ACTIVATE> key (LS6R).
When you get an
"ACTIVATE" option on the
CDU display, it means
that the FMC has NOT
processed the information
on the page. In order to
load that page into the
computer, you will have to
complete TWO steps:
depress the ACTIVATE>
key (LS6R) , and then
STEP 17: depress the

EXEC (EXECUTE switch)
when it is illuminated .
ALWAYS check what is causing the acitvate request:

A CTIVATE then EXECUTE
=Eu::2~:~ page 73
Notice the PROMPT in
the LOWER RIGHT
corner of the CDU
display. It is "suggesting"
that we select the PERF
INIT> page. Earlier, we
have said that sometimes
the "prompts" might
create more confusion
than they eliminate. This
might be one of those
times .
STEP 18: I am going to

suggest that we select
the LEGS key and
examine the ROUTE
QUEUE before we move
on with the loading
process.
Selecting the LEGS PAGE will reveal

the ROUTE QUEUE or list of
waypo ints (or fixes) that the
computer will use to control the flight
path. It will also reval that there is a
"ROUTE DISCONTINUITY" in the
route queue that inhibits the
computer from creating a seamless
and cohere nt path from take-off to
landing .
ROUTE
DISCONTINUITY
This seems to be one of those places
where flight simmers throw up their
hands and want to give up. This is a
simple disco (short name for
discont inuity) and is easily handled .
STEP 19: Line select the waypoint

(or fix) that is just below the disco .
This will place it in the SP (Scratch
Pad).
STEP 20: Line Select the row of

BOXES that are just above the
"ROUTE DISCONTINUITY" insertion.
This will PULL the ROUTE UP and
join it with the part that is above it.
© MIKE RAY 2012

page 74 PUbli.5hcd by UN iYERSI T Y ,,/ TEMECULA PRESS
Once the ROUTE

QUEUE has been
cleared of any DISCOS.
The ACTIVATE>
option should
be displayed ,
STEP 21: select it.
Then
STEP 22: Select the
EXEC button if it is
illuminated.
This will be the step
that actually places the
route into the FMC.
STEP 23:
Select the RTE ~
(ROUTE) key. ~
SIDEBAR
Just a note for future CDUlFMC
loading. We will cover this is greater
detail in the LEVEL TWO tutorial
flight ; but, if we had additional routing ,
particularly if it was defined by an
AIRWAY , we could select the RTE
page, and then using the NEXT PAGE
key access the VIA-TO route definition
page. However, since we already
have a complete routing , we are ready
to proceed on to the PERF INIT>
page.
STEP 24:
Select the PERF INIT> page
@MIKE RAY 2012

Filling in the
PERFORMANCE INITIALIZATION PAGE
The GW/CRZ CG and the ZFW information can be obtained from the MSFX display
using the TOOLBAR> AIRCRAFT> FUEL and PAYLOAD menu. However, there
are some short-cuts provided by the sim developers. Here is a useful technique
from the PMDG simulation .
•••••••••••••••••
• TIPl •
• STEP 25: Double-click the •
: ZFW line select key and it will fill •
in the GW and ZFW •
• "boxes" automatically. •
I ••••••••••••••••
STEP 26: RESERVES. Usually
something like 6.0 works great. This
figure has no effect on the operation
of the jet and all it does is trigger
an alert message when the fuel
gets to this number.
STEP 27: COST INDEX. 99 works

great. This is a number used by the
computer to compute fuel
management. Bigger numbers are
faster airspeeds.
STEP 28: TRIP/CRZ ALT. This is the expected intiial cruise altitude.
In our case, we are going to fly at 3000 feet.
STEP 29: TRANS ALT.

Transition altitudes vary
from location to location,
depending on the country
where the flight takes
place. In this case, we
are in AUSTRALIA,
where the TRANSITION
ALTITUDE is 10,000
feet.
NOTE: In the US, the
transition altitude is
18000 feet.
STEP 30: EXEC. Select
~~;;;~~~~~~~~~j==?=;"' ;;;:~ the EXECUTE light to
place the PERF INIT
information into the FMC
memory.
STEP 31: Line select N1

LIMIT>. This will change
the CDU display to the
N1 LIMIT page.
© MIKE RAY 2012

page 76 publish ed by UNlYERSI T Y ,,/ TEM E CULA PRESS
N1 LIMIT PAGE
For the purposes of this
tutorial exercise , any
operations on this page would
be superfluous. I am going to
suggest that you simply LINE
SELECT (LS6R) .
STEP 32: Line Select the

TAKEOFF> prompt.
This will reveal the ...

TAKEOFF REF page
This is where you select the
TAKE-OFF FLAP SETTING.
Generally, the airplane will
normally operate with
5 degrees of TAKEOFF flap.
STEP 33: Set 5 in this window.

Once the FLAP SETTING is
inserted , then the "V" speeds
will automatically be placed in
their appropriate location.
STEP 34: Select "V1"- "VR" -

"N2" and the values will
ppear in "BOLD FONT" in the
.. appropriate location.
This will complete the

CDUlFMC loading ordeal. Now
we can go fly and have some
real fun.
STEP 35: Select the LEGS key.
This is just a personal
recommendation , but I like to fly
with the LEGS page on the
CDU.
WWW:UTEM .COM
SECTION: 6
LEYEL ONE
~"~/('P''f ~E'ffJ'P
Setting up the cockpit for a "LE VEL ONE" expe rience is subtlely different
from the COLD-DARK situation that we will be discussing late r in the
document. However, that does not detract from the fact that what we will be
doing here is important and includes activities that we should carry-over to
more complex operations.
o 79 Setup Cockpit instruments

o 80 Setup MCP (Mode Control Panel)
o 81 Setting the Flaps
© MIKE RAY 2012

page 78 PUbli.5hcd by UNiYE RSITY ,,/ TEMECU LA PRE SS
SET UP COCKPIT INSTRUMENTS
STEP 35:
Select ECU MODE SELECTOR
to MAP mode .
STEP 36:
Select RANGE to 20 or 40 mile range. This
represents the size of coverage on the NO.
The ideal is to project
enough of the FLIGHT .... -
=~ ...
PLAN ROUTE (MAGENTA

LINE) in order to properly
visualize what you are
going to do.
The magenta line on the
NO display shows that
right after take-off, there
is a slight right turn and
then direct to CLIFF .
After that, a right turn
towards GLFNB (a fix on
the localizer course) . At
that point, we can expect
a turn towards the
airport on the ILS.
The flight plan on the NO (Horizontal view) is mirrored by the ROUTE queue (Vertical
view) on the CDU. Here is an example of what I mean. They both add information to
the pilot as to the progress and plan of the flight. The FMC (Flight Management
Computer) has the capability to fly the magenta line and accurately meet all the
ALTITUDE restrictions on the CDU page. This technique is called LNAV - VNAVand
is the way we will fly this demonstration exercise.
@MIKE RAY 2012

TheMCP
(MODE CONTROL PANEL)
POTENTIAL PROBLEM
It is necessary to set BOTH the FIRST
OFFICER (CO-PILOT) and
CAPTAIN'S FIGHT DIRECTOR
switches ON. The problem arises on
the PMDG simulation when you are
using the 2D presentation because the
right end of the MCU is "cut-off' from
view. The solution :
A: Use the VC or 3D cockpit , or
B: Go to the MSFX tool bar and select
VIEWS> , then INSTRUMENT
PANEL> , then MCP (FULL). This will
then display the complete MCP.
STEP 36: Select CAPTAIN FlO (FLIGHT DIRECTOR) switch ON
STEP 37: Select the FIRST OFFICER (F/D) switch ON
STEP 38: Select the AUTO-THROTTLE ARM
STEP 39: Normally, the airplane airspeed target will be V2 + 20 Kts ;

however, I suggest you set 250 Kts
STEP 40: Set RUNWAY HEADING 155 degrees
STEP 41: Select target altitude 3000 feet
EXPLANATORY COMMENT
The MCP is the control center for the AUTO-PILOT. Here is where the pilot actually can
control the airplane's flight path through the air without touching the actual flight controls.
It is much more than "just" an auto-pilot control, however, and has the capabil ity to
access virtually all of the automated flight information from the FMC (Computer). For
example , during this demonstration exercise , we will use the MCP to access the HDG
SEL , LNAV, VNAV and the VOR LOC and the ILS navigation capabilities of the system.
A real airline pilot will use the MCP constantly to adjust and change the modes of flight to
accommodate changing needs of the environment.
© MIKE RAY 20 12
page 80 PUbli.5hcd by UN iYERS I T Y ,,/ TEM ECU LA PRESS
SETTING the FLAPS

LOWERING THE FLAPS
Trying to set the flaps by using the mouse to select and drag
them is a hopelessly complex maneuver. You will be :.~ ~~~:;
attempting to change flap setting at particularly busy times in
the flight evolution ... and when you get distracted while · ~' i·~
trying to select the flaps; disaster can occur. So, I suggest
that you use the QWERTY keyboard commands for flap
movement:
F7 ONE NOTCH DOWN

F6 ONE NOTCH UP
F5 FLAPS ALL THE WAY UP.
NOTE:
During the whole discussion in this entire document, we will constantly be
monitoring and mentioning the TMA (Thrust Mode
Annunciator) . What is it and where is it?
TMA
THRUST MODE ANNUNCIATOR.
We will be making reference to this very important
item, even though it is VERY VERY TINY. Here is
where it is located. Here is what it does: It tells you
what the computer thinks that the thrust setting
should be. When the AUTO-THROTTLE is ARMED
then this will indicate what the THRUST TARGET·
Once we engage the AUTO-THROTTLE (AJ:r.), we
can expect that the ENGINE THRUST NEEDLE will
move to match the GREEN CARAT. During high
thrust demands , such as when using TOGA for take-
off, we want to physically make certain that the grey
arc of the ENGINE SETTING INDICATOR coincides
with the GREEN CARAT on the N1 gauge.
=Eu::2~:~ page 81
SECTION: 7
LE~EL ONE
FLY'N~ rt-fE re,'/)
The "LEVEL ONE " trip is, of course, a simplified version of the more
complicated "L EVEL TWO " .... However, let 's not get the impression that the
operation of the "L E VEL ONE" is not a valid expression of the operational
characteristics of the 737NG . Everything you will be doing is an accurate and
useful learning model and the experience gained will be used throughout this
whole 737NG training syllabus.
D 83 Level One Pre-Takeoff Checklist

D 83 How to Takeoff
D 84 TOGA (Take Off Go Around) switch
D 85 Takeoff protocols
D 86 Passing 1000 Feet
D 86 At 3000 Feet
D 87 Approach Ref CDU page
D 87 Tune both radios
D 88 Arm Auto-spoilers
D 88 Arm Auto-brakes
D 89 Set lower altitude
D 89 Slow down - Extend flaps
D 89 Gear down - Flaps 40
D 90 Arming the Autopilot for Auto-land
D 91 Managing the Touchdown
© MIKE RAY 2012

page 82 PUbli.5hcd by UN iYERSI T Y ,,/ TEM E CULA PR ESS
LEVEL ONE
PRE·TAKEOFF CHECKLIST
CDUlFMC loading COMPLETE
ECU MAP
ECU RANGE set
MCP FID switches 2 ON
MCP AIT switch ARM
MCP lAS selector set 250 Kts
MCP HEADING selector 155 Degrees
MCP HDG SEL ARM (optional)
MCP ALTITUDE 3000 Feet
FLAPS 5 Degrees
We are now ready to start the take-off evolution. For this exercise, we are
going to make the procedures as simple as we can. It would be fair warning
to point out that things are going to start happening really fast.
HOW TO TAKE-OFF
Depress the TOGA (Take Off and Go Around) switch. This is a little button
located under the thrust levers; however, using a mouse to select the
buttons is so difficult that it will lead to certain flight simulator disaster ... so
there are alternatives.
The MSFX QWERTY keyboard command is "CTRL-SHIFT-G".
The PMDG guys have provided a secret switch located under the lower left
hand MCP screw.
The iFly guys have placed a little button on the left end of their MCP panel
labeled "TOGA".
Whatever technique you use, be prepared because when you select TOGA,
the airplane will start to accelerate.
1. Use the RUDDERs (twist grip on your stick) or tap the "A RROW KEYS"
to stay on the runway.
2. At VR (on the airspeed tape) gently start your rotation to 15 degrees nose
up pitch. Recommended 2 - 3 degrees per second to avoid TAIL-STRIKE.
3. Once free of the earth ... Raise the landing gear (QWERTY lOG").
4. Hold 15 degrees until passing 1000 feet and then select:
-VNAV
- LNAV
- Left AUTOPILOT CMD.
5. As speed allows, raise the FLAPS UP - F5 works OK (if you have the
airspeed)
@MIKE RAY 2012

TOGA
Take Off and Go Around
Let's chat about the TOGA orTake Off and GoAround system. Probably, you have never
heard of this before , so let me give a little background . Every day on every flight in every
country and every airline in the whole world (OK OK, maybe there are some exceptions)
pilots use the TOGA system to Takeoff ... and we are going to condition ourselves to do
the same.
Selecting the TOGA switch will
- Set the TAKEOFF power (using theAutothrott/es)
- Provide PITCH and ROLL commands on the PFD
What it WILL NOT do is fly the airplane. Let me make this statement.
"There is no (I want to make this clear) airplane
in the civilian airliner universe that I know ofthat
uses the auto-pilot to make the TAKEOFF."
I do not want to confuse you by talk ing about the TOGA and give you the impression that it
r------ - -----
will fly the airplane for you .
1 EVERY TAKEOFF MUST :

BE HAND FLOWN!!!!!!! 1
1
1 NO EXCEPTIONS!!!!
- 1
I
We are now ready to start the take-off evolution. For this exercise , we are going to make
the procedures as simple as we can. It would be fair warning to point out that things are
go ing to start happen ing really fast. Did I already warn you?
HOW TO SELECT the TOGA

There are at least four ways that I know of to select the TOGA.
p-------------_.._----_..__..__..
REVIEW
1: Depress the TOGA (Take Off and Go Around) switch . This is a little
button located under the thrust levers; however, using a mouse to
select the buttons is so difficult that it will lead to certain disaster ... so
there are alternatives.
2. The MSFX QWERTY keyboard command is "CTRL-5 HIFT-G".
3. The PMDG guys have prov ided a secret switch located under the
lower left hand MCP screw.
4. The iFlyguys have placed a little button on the left end of their MCP
~--_. __ .. __ .. _-_._-_. __ .. __ .. __ ..
panel labeled "TOGA ".
© MIKE RAY 2012

Doing the TAKEOFF

1. BEEEP...BEEEP ... BEEP ... That is the TAKEOFF WARNING HORN and it means
that one of the following has not been set properly :
- PARKING BRAKES still set.
- FLAPS not in the TAKEOFF position.
- TRIM not in the GREEN band .
- LEADING EDGE DEVICE not properly extended .
- SPEEDBRAKE not down and in detent.
2. REMAINING ON THE RUNWAY! This could be a problem. Fortunately for us, when
we selected the "on the runway option" for computer startup , that placed the airplane
perfectly aligned with the centerline ... and if there is no wind, chances are that the
airplane will track straight down the runway. However, without constant attention and
teensy tiny corrections , the jet may run off the runway. This is NOT good .
Look outside the cockpit towards the end of the runway. Use the RUDDERs (twist grip on
your stick) or tap the "A RROW KEYS" to stay on the runway.
3. At VR (on the airspeed tape) gently start your rotation to 15 degrees nose up pitch.
Recommended 2 - 3 degrees per second to avoid TAIL-STRIKE. The problem here is
that at first the nose requires force get it to start up, and then you will have to ease off the
rotation. Too fast and you will drag the tail ... Not enough pressure and the airplane will not
achieve flight and you will run off the end of the
runway. Remember that the airplane flies level
at about 8 degrees pitch.
4. Move your attention 100% to the PFD.
I FOCUS on 12 -15 degrees. I

5. Once you are airborne , make 20 DEGREES
THE ABSOLUTE MAXIMUM PITCH. Any more
and the airspeed will start decreasing and the
airplane may stall. Aim for 12 to 15 degrees.
Th is will allow the airplane to climb and
accelerate.
6. Once free of the earth ... Raise the landing
gear (QWERTY "G"). Don't try and fiddle around with a "mouse over-drag " technique. Go
directly to the "G" key.
GEAR UP
7. Hold 15 degrees until passing 1000 feet and then select:
-VNAV
-LNAV
- Left AUTOPILOT CMD.
8 .As speed allows , raise the FLAPS UP - F5 works OK (if you have the airspeed)
@MIKE RAY 2012

passing 1000 FEET
By now, you will have gotten airborne. At 1000 feet above the earth , do the
following :
1. Select VNAV on the MC P.
2. Select LNAV on the MCP.
3. Select the left AUTO-PILOT CMD.
4. As the airplane accelerates ... RAISE THE FLAPS. There is some complexity
here that I am not going to address atth is time. Here is a simple way ...
When the airspeed gets to about 220 KTS , Depress the F5 key.
The airplane should now be operated by the auto-flight.

If all has been set properly, it is:
- tracking the magenta line,

-Flaps up,
-Gearup,
- Airspeed at 250 Kts (or trending towards it).
- Altitude 3000 feet (or trending towards it).
at 3000 FEET
Here is a view of the PFD and ND during this phase of flight. Things to notice are that
the FMA (FLIG HT MODE AN NUNCIATOR) tells us that the LNAV is ACTIVE and the
VNAV is in VNAV PATH mode. This tells us that the auto-pilot is controlling both the
horiziontal and vertical elements of our flight.
Once you are heading for the waypoint named "CLI FF", it is time to start thinking
about preparing forthe APPROACH and LANDING.
© MIKE RAY 2012

PREPARING TO LAND
APPROACH REF CDU page
STEP 1: Select INIT REF key on the
CDUlFMC. This will reveal the
APPROACH REF page. Let me make
a quick explanation of this page .
Every time you get ready to land ...
you will have to access this page and
tell the FMC which FLAP SETTING
your are contemplating so that a
VREF speed can be assigned. Notice
that I said "EVERY TIME '!
For the sake of this exercise , I am
going to recommend 40 degrees
FLAPS. This is ALWA YS a good
selection when flying a flight
simulator. Here is how you make that
selec tion .
STEP 2: Select the LINE SELECTOR
button next to "400 139KT"
(This number will vary depending on the weight of the airplane and other factors known
only to the FMC).
STEP 3: This will place "40/139" in the SP (Scratch Pad) , then
STEP 4: Line select the the button next to "FLA P/SPD"
- This will tell the FMC that you are intending to use FLAPS 40 for landing . It
=
will then make the VREF (Land ing reference Speed) 139 Kts . A
STEP 5: The next important thing to do on this page is to V
COPY THE ILS INFORMATION including FREQUENCY/COURSE.
In this case, the frequency is: 109.9; the course is 062.
TUNE BOTH RADIOS

BOTH RADIOS must be tuned for the
CAT III AUTO-LAND to work. To display
the RADIOS ; use the same technique as
we did with the CDU. That is; Using the
MSFX TOOLBAR, select VIEWS , then
"INSTRUMENT PANEL ", then "A FT
ELECTRONIC PANEL " ... or whatever
name your simulation program labels these
instruments.
STEP 1: Using the mouse/clic k technique ,

Set the desired frequency (in our case 109.9) in
the RIGHT HAND radio window .
STEP 2: Depress the "DOUBLE ARROW" switch
to set the frequency in the LEFT HAND (active)
radio head.
STEP 3: Do this for BOTH RADIOS. ~
r----------------------•I i•
I
I
STEP 4: Set the COURSE in BOTH MCP
COURSE windows. An INCORRECT INBOUND ~
I COURSE in the MCP window will cause the auto- •
I1 flight to turn
- towards that incorrect course._ __ • •
C MIKE RAY 2012

ARM AUTO SPOILERS

The GROUND SPOILERS can be armed so that they
will EXTEND when the Main Landing Gear Wheels
spin up; thereby reducing the lift from the wing and
increasing the weight on the tires ... thereby making
the brakes more effective. The way to ARM the
SPOILERS is to use the QWERTY keyboard
command:
SHIFT "I (slash)"

Once it is ARMED, there is a green light
that illuminates on the Captain's panel.
ARM AUTO BRAKES

The AUTO BRAKE system can be set to
actuate on wheel spin-up and thereby reduce
the amount of runway needed to stop the
airplane. It is easy to set ...
_ I::::::::!--.!Turn AUTOBRAKE knob to MAX (Other

settings are available , but for flight simulation,
..... .1 ....,;;,. . .. .
, MAX works best).
Set a lower altitude in the MCP window.

Here is the situation. When the airplane
reaches its "LEVEL OFF" or CRUISE
altitude, it will cause the FMA to show
VNAV PATH. Once VNAV PATH is
annunciated, it is possible to place the
next altitude restriction for the descent
in the MCP window The airplane ,
however, will remain at the cru ise
altitude until it reaches the TID (Top of
Descent) point, where it can only begin
its automatic descent to the next lower
altitude IF that altitude is set in the MCP.
If the pilot fails to place a lower altitude
in the MCP; the FMC will send a
message:
RESET MCP ALTITUDE.
© MIKE RAY 2012
SLOW DOWN and

EXTEND FLAPS
This is without a doubt one the most
difficult concepts to describe. The
MAXIMUM airspeed LIMIT for the flap
settings is on a placard just under the
LANDING GEAR lever. The MINIMUM
FLAP SPEEDS are displayed along the
side of the AIRSPEED TAPE as little
GREEN NUMBERS. These are the
MINIMUM FLAP SPEEDS . During the
slow down , you should NOT GO BELOW
the green airspeed. To continue to slow
down , you will have to select the next flap
setting.
EXAMPLE: If the number is "10" ... you
should not go any slower than 161 Kts,
unless you select
more flaps.
How to slow down ...

Use the MCP SPEED
control to set the
L..._....;&JI - -- - - .. airspeed. For this
"LEVEL ONE" flight , we are using the
LNAV-VNAV for our descent. So when
you look at the SPEED window in the
MCP, it probably is BLANK. Don't panic ... Mr. Boeing made a provision for that ...
the SPD INTV (Speed Intervene). Depress the "SPD INTV" button on the MCP,
and the airspeed window will indicate the "DESIRED" airspeed target.
EXAMPLE: If the flap setting is 10 degrees, the AIRSPEED should not go below
170 Kts (GREEN 10) until further flap is selected.
Turn the airspeed knob on the MCP to select the speed for the desired flap setting.
On the airline , the flying pilot will say, "Flaps 10, (pause for the green number
indication) set speed170 KNOTS".
GEAR DOWN - FLAPS 40

When you getto "15" .... LOWER THE LANDING GEAR. If you do not lower the gear,
you will get a warning horn.
Lower the landing gear by selecting "G".
Continue to lower the FLAPS in the steps we have described until you get to 40 FLAPS
and the AIRSPEED is at "REF".
@MIKE RAY 2012

ARMING THE AUTOPILOT FOR CAT III

Arming the airplane for the ILS CAT III APPROACH.
STEP 1. Select the VORLOC switch on the MCP. The light should come on in the
switch .
Once the airplane is "close" to the LOCALIZER.

STEP 2. Select the APP switch on the MCP. The light should come on in the APP
switch and go out in the VORLOC switch.
STEP 3. Select the SECOND CMD switch on the MCP. BOTH CMD lights should
remain illuminated and the APP light should go out.
As the jet joins the approach, it will turn onto the LOCALIZER course and start
descending down the GLIDE PATH. All of this will be done automatically. As you
watch , you will see the system go through a series of phases .
Passing about 1500 Feet

AGL, the CAT 3 system will
become activated and it will
annunciate "LA ND 3" or
some such message.
The MAGENTA DIAMONDS

indicate the relationship with
the LOCALIZER and the
GLIDE SLOPE .
Additional explanation and

details about this incredible
feature will be discussed
and demonstrated later in
this book. For now, just
enjoy the ride.
© MIKE RAY 2012

MANAGING THE TOUCHDOWN

As the airplane approac hes the touchdown point; It will do two things
automatically:
- FLARE and
- RETARD the engines to idle.
Some airplanes have a ROLLOUT mode. Specifically the -900 Series.
Once the airplane has landed ,

you can apply the REVERSERS .
To do that simply depress the F2 key.
At about 60 Kts , to take the engines out of REVERSE ,

Depress the F1 key .
The AUTOBRAKE can be released by selecting

the"." (period) on the keyboard.
Restow the SPOILERS by selecting the " /,, (slash) key,

and raise the FLAPS by selecting the F5 key.
The airplane will come to a comp lete stop on the runway.

This is the end of the LEVEL ONE TUTORIAL flight.
Creating the
TUTORIAL
FLIGHT
This next section is an attempt to help you envision the flying of a trip segment.
By that I mean , when an airliner goes on an airplane ride ... it is ALWAYS planned IMC
(IFR for you old-timers) and ALWAYS from some specific place to some other specific
place . So, if you are going to try and "FLY LIKE THE PROS ", you will have to have a
departure or starting airport and a destination airport. And further, you will be constrained
to use the navigation tools and fly within the restrictions of the ATC (Air Traffic Control)
airways system . This means CDUlFMC and AUTO-PILOT. No hand-flown Visual dead
reckoning stick-and-rudder fly by the seat of your pants will ever create an airline style
experience. You will have to learn to accommodate to the restraints placed on the
operat ion of your jet.
Let's chat a bit here. We are reality based Flight "SIMULATION ' addicts. As
such , we are trying to simulate something that goes on in real life. We are trying to
replicate as much of it as we can in a fashion that resembles , as closely as possible,
reality. So, forthe sake of that paradigm, we will have to form a plan to fly from one specific
place on earth to some other specific place and rigidly conform to that plan unless
something catastrophic happens. Now, I realize that on some days, you just want to gas
up, start up, throttle up, and get up. You just want to tool around punching holes in clouds
with no particular destination in mind ... I get that ... and Heaven knows that I do that a lot.
But, for the sake of this tutorial , let us assume that you want to create and fly ... a
realistic , airline style, flight segment. Go with me on this. My last comment .
Simulators are not airplanes, and
airplanes are not simulators.
© MIKE RAY 2012
page 94 PUbli.5hcd by UNiYERSITY ,,/ TEMECU LA PR ESS
SECTION: 8
This is the whole plan for this syllabus ... flying a flight. Oh yeah , there will be
some additional information, however, being able to fly a typical city-pair sequence is
what this document is all about. Hopefully, once you have completed the course
material; you will be able to transpose the information you have acquired onto ANY
other flight segment. Oh, feel the power!
o 95 Creating the tutorial Flight

o 96 Tutorial Flight
o 97 Where is the airplane?
@MIKE RAY 2012

TUTORIAL FLIGHT
YSSYto YMML
Sydney to Melbourne, Australia
In this section of the SYLLABUS, we will execute a complete flight from COLD-DARK
start to SHUTDOWN. The book will attempt to single out and discuss each flight
related event in sufficient detail so that you can eventually perform the steps on your
own. The object of this extended exercise it to show you how to accomplish a
"FLIGHT" and then give you the confidence that you can replicate that set of
procedures to successfully complete a trip between "virtually" any city pair on earth.
That is the goal.
This specific
flight will begin
at GATE 58 at
the Kingsford
Smith
International
Airport in
SydneyAUS.
We will be flying
a Boeing
737NG-800.
DISCLAIMER A. Select "RIVET" even though it is at a

different place than the book says it
Once again, we are faced with the should be, or
situation where the simulation you are B. LS3L anyway, even though it has
flying MAY NOT exactly match what some other fix there.
this book is saying. Each computer is
set-up slightly different, each person You must go through the "logic process"
has set-up his simulator differently, and cons ider which is correct, based on
each and every time you start your the outcome of your dec ision.
computer, there is something slightly For example ; if we are trying to close up
different. There is nothing that we can a "DISCONTINUITY", then "RIVET" might
do about this. THIS IS NORMAL! be the choice.
So here is the admonition to a person If however, the waypoint designated at
who is about to step off this learning LS3L is the one that makes more sense ,
cliff. Once you get started , the then choose that one. I will not on
challenge will be to try and understand purpose try to confuse you; but, for
what is being said in "a larger sense" example , your sim may have a different
and do not be overcome with specific DATABASE than the one I used.
details .
OK, enough of that. Everyth ing will be as
For example, if I say that "'RIVET" (a gener ic as possible so that you will be
waypoint ion the route queue) is at able to apply a "TRANSFERENCE" to
LS3L on the CDU and on your flying other city pairs . By that , I mean ,
simulat ions CDU it is at LS2L. You will once you have successfully completed
be confronted with a "logical the demonstration trip , you should be
discrepancy". You have a choice . able to use the same techniques and
Would it be better to: information to fly to other places.
© MIKE RAY 2012
page 96 PUbli.5hcd by UN iYERSI T Y ,,/ TEM ECU LA PR ESS
WHERE IS THE AIRPLANE?

This is an incred ibly useful detail of the MSFX
FLIGHT PLANNER that I want to explain. It will
be a mind blowing feature that I think you will
really enjoy. We are given a whole list of choices
allowing us to place the airplane where we want
it to be on the DEPARTURE AIRPORT.
Normally, I choose the DEPARTURE RUNWAY,
and that is the default position of the flight
simulation . For example, if you choose RWY
16R, then when the simulation loads , it will have
the airplane positioned on the runway 16R
TAKEOFF end ... and generally, I like to fly the
simulation using that alternat ive. In this tutorial , I
want to give you the option of including as much
detail as you desire:
IF YOU WANT TO START AT THE GATE,

HERE IS HOW TO DO IT.
When you are selecting the departure airport

using the FLIGHT PLANNER, it will give you a
list of options including runways and gates. If you
select a gate, then the airplane will be placed
there. Since we have reviewed the possible gate
locations and selected one from the chart that
would allow ease of departure ... our choice
would be GATE 58 .
HOWEVER, IF YOU WANT TO START WITH

THE JET ALREADY ON THE RUNWA Y, YOU
CAN DO IT THAT WAY.
You simply select the desired runway from the

FLIGHT PLANNER. It is cumbersome enough to •
try to re-start the sim every time you want to go
flying as it is, so you have these "short-cut"
options built into the simulation by the
developers.
When I "SAVE" the flight plan, I save it both

ways. The default (on the runway) and then I
place a notation in the name of the file
that indicated that it is a gate
departure. -.. ..... _-<. . . . . _'. . ..."" --"'''''
. _-.... -.......,
........... ,~
'--
. ...- ..._.-
.10.. 0 - .. _
... .. <>-- .. -..
... .. <>-- .. _
.:..."'*'-'_ _... "' _
_.L1
.. . . -. . . . .
~
'_
""
...,
, . ,, _
,,'
...,."., -"'-
LI
_.
~"'_
,.,.,
__.......
,
.:,.._0....,..-....
... .. . <-- _-
..",_" "'"'7'''_
""
"'_
- -=----
~ IFRKahului t
_lu Inti
....------_.. -- -- --
.1... """ "' ... .. - - -
10/30/20105 :36AM InO~~§

• -~- ....
rMl
~ IFRKingsford Smith Int (g, t o58) to Melb", 715/20126 :23AM In 0:::::::
'-' ''''''
~ IFRKingsford Smith Inti to Melbourne Inti 711120127:04AM In0_ ::::

~ IFRLo s Angeles Inti t o Ph oenix Sky Harb.; 12/ 22/ 2010 4:58 AM InD::~:::
~ IFRLuis Munoz Marin Inti to Toussaint L", 1/20/20105:31 AM InO::::: ::: . ·
--. ~
r=-.: =
@MIKERAY2012
SECTION: 9
Without FLIGHT PLANNING, there can be no airline style flight. This

section is dedicated to the idea that we can adequately and completely plan
a typical flight segment between any city-pairs using the MSFX utilities and
other FREE stuffthat comes with the program. Let 's do it!
o 99 Defining a flight
o 100 Selecting City Pairs
o 101 MSFX Flight Planner
o 106 MAP Toolset
o 107 A word about Charts
© MIKE RAY 2012

page 98 PUbli.5hcd by UNiYERSITY ,,/ TEMECU LA PR ESS
FLIGHT PLANNING
DEFINING A "FLIGHT".
There is a definitive list of specific items and parameters that we must obtain
before we can begin to create a trip. For example, probably the first required item: Select
a Departure and Destination city. Sounds simple enough ... . or is it?
- Then we have to determine whether or not those cities have

airports with a runway suitable for operating the 737 NG.
- What is the name of those airports?
Since most "BIG" cities have more than one airport.
- What are the four letter ICAO designators forthe airports?
- What runways are in use and
- ...will the facilities support the servic ing requirements of the 737NG?
- Generally, the wind component will dictate which runway is being used, and
maybe that will not be in the most expeditious direction towards you destination. So we
will have to consider if there is a specific departure or arrival that is described for that
routing. This is called an SID (Standard Instrument Departure) and STAR (STandard
Arrival Routing).
- ...and there are a bunch of other considerations that are outside the scope of
this discussion.
Generally speak ing, if we start off flying between "MAJOR" airports , we will
bypass most of these concerns . For example, if you are flying out of Los Angeles ... and
using KLAX (Los Angeles International Airport) ... it is unlikely that there would be any
runway restrictions to operating out of there. If, however, you decided to use some other
"podunk grass field " ... then you would have to get information regarding that operation .
So here is what I propose for the initial part of this tutorial. Let's KISS (Keep It
Simple Stupid) and make our trips out of BIG airports. That doesn 't mean that at some
point you can't decide to be a pretend missionary relief pilot and fly into the heartland of
Papua , New Guinea ... but for now, we are going to stay BIGGEE and just use major
metropolitan airports .
In Professional airline operations , airplanes go between places where they can
make revenue ... and for the 737NG , these are generally "MEDIUM to BIG CITIES ".
These route segments are called "CITY-PA IRS" and if you th ink about it, these city
pairings are essential planning tools for the day to day operational matrix of an airline
transit system. In a daily operat ion, an airline crew may fly several city-pairs per day in
accumulating flight time. At the end of that period (defined by FAA restrict ions and
contract "legality") the crew usually will require a "rest" period.
This is the concept that has been integrated into the MSFX FLIGHT PLANNER
and is whatwe will be discussing in this tutorial.
Introducing the AMAZING MFSX

FLIGHT PLANNER
Inherent within the MSFX program are all the "FREE" tools you need to be able to
completely define your flight. This is a terrific tool that when properly used will provide all
the necessary information to satisfactorily complete an "airline" style flight plan. It really
doesn't matter whether you are using the MSFX FLIGHT PLANNER or any other flight
planning tool , the information required to describe and accurately operate the airplane
on a "flight" is the same.
@MIKE RAY 2012
SELECTING
CITY PAIRS
Airl iners are made to fly between cities ... period. As much as flight simmers try to create
other "missions" for the airline simulations, "CITY-PA IRS" is what the airl ines do
(mostly). To that end , that will be the fundamental focus of this document.
I will also argue that this is what makes the whole paradigm of airline flight simulation so
interesting and stimulating. This requirement to fly the airplane with precision within
clearly definable parameters cons istently and predictably. Every step in the process
has a reason and a spec ific method for completion that lends to the description and
definition of a "flight".
To the "Free Spirits" out there that just want to "fly" whenever they want without restraint
or plan ... I suggest immersing oneself into a "VFR-Bush Pilot" style simulation ; but not
an airliner simulation.
The first thing on our list of requ irements is the selection of the "City-Pair". You will have
to dec ide on where you want to fly FROM and where you want to fly TO. These are
referred to as the DEPARTURE and DESTINATION airports.
Once you have decided on those two parameters, that will set the limits for everything
else :
Fuel required ,
Maximum allowable weights,
Altitude to fly,
Route to follow,
Time enroute,
Alternate destination in case of a diversion,
and so forth.
r
I
I
-- -----------
DISCUSSION REGARDING
-- ---- I
I
I
I
I AIRPORT DESIGNATION CODES. I
I
I'.-. - . . -.....- _ _~-.._----~-..
....
Each airport has basically TWO des ignators. One is the ICAO (International Civil Aviation
Organization) 4 letter designator, and the other is the lATA (International Air Transport
Association) 3 letter designator. HUH??? WHAZZUPwith that?
For example: If you are referring to the "Heat hrow International Airport" in London,
Great Britain and you want to be the pilot and fly the airplane to there ... you would be
using the 4 letter ICAO code EGLL
But, if you were a passenger and wanted to be flying on an airplane to get there , then you
would be using the 3 letter lATAcode LHR.
This is important because since we are (sim) pilots ...
_..•._, .._.. ..
- PILOTS USE THE 4 LETTER ICAO CODES.
~ _,. _ .-
1
1
1
SOfor example , if we want to "fly" the airplane from London to Paris ... we would 1
probably use these codes: EGLL to LFPG. If we wanted to buy a ticket and fly 1
"ON" an airliner ... we would purchase a ticket from LHR to COG. 1
- - - -- - -- - - -----
1 _ 1
-- -- _I
© MIKE RAY 2012

page 100 PUbli.5hcd by UN iYE RS I T Y ,,/ TE M ECU LA PRESS
Introducing the AMAZING MFSX

FLIGHT PLANNER
Integrated within the MSFX program are all the tools you need to be able to completely
define your flight. This is a terrific tool that when properly used will provide all the necessary
information to satisfactorily complete an "airline" style flight plan.
Now, it really doesn 't matter whether you are using the MSFX FLIGHT PLANNER or any
other of the really terr ific flight planning tools that are available, the information required to
describe and accurately operate the airplane during a "flight" is the same. There simply are
a certain number of items that will be required to create a complete and useable flight plan.
Just to describe what I am talking about , here are the things that we will need to know
before we can set-up and fly our flight.
- Departure Airport/runway
- DestinationAirport
- Route offlight
- Fuel required
- Gross Weight of the airplane at take-off (TOGW)
- Planned flight cruise altitude
- Flaps setting for takeoff
-cost index
- and a bunch of other stuff ... such as, altimeter setting , radio frequencies for nav
aids to be used , weather and restrictions to visibility, wind component, yada, yada , yada.
It may seem like I am being flippant; but as you get used to using the resources available
you will see what I mean. The list of stuff needed becomes overpowering ... and while
simple to obtain requires some thought process to evaluate and interpret in the correct
manner. Let me give you this example.
Say we are planning a flight from Sydney, Australia to Melbourne. Sydney is the Departure
"city"; but what does that mean?
Using the SELECT AIRPORT

menu from the FLIGHT
SELECT AIRPORT
PLANNER; place the
COUNTRY and CITY into the [ 'p::"~
.;,<~:'7.~:""
::'7'::';;--_ _--, (loy ~~ ort 1D: &y ( itt.:
[_ _ J [
"FILTERS" section
likely get more thanand
oneyou will
choice ~I~"~'~~~'"~'~~~~~~~g~~~~~~l
for the airport. In this case ... do Au, tr ..""
Au. tr ..h..
we want to depart from
"BA NKSTOWN" or
"KINGSFORD SMITH "? Which
is the most likely commercial
airport serving this city that will !?l
connect to Melbourne?
t"1
In this case, I selected YSSY.
Here is what my thinking was in @ .:ie"...:"' d"/ "u lI ~("ne r f
this case. I went to the internet o Seon;h ~4d -...n ,~n<,r,
and determined that if I were
flying into Sydney from
someplace outside Australia ,
such as the US, that I would be landing at YSSY. Therefore it is the likely "connection"
hub for my flight to Melbourne.
Note and WRITE DOWN the four letter designator for the airport you choose since you
will be using it throughout the flight.
@MIKE RAY 2012
Since this is a FLIGHT TRAINING SYLLABUS ... I will introduce a
HOMEWORK EXERCISE
I will give you the name of a DEPARTURE CITY, and you decide what the four letter
designator for the major airport should be ... and why.
HINT: I use the internet site www.WIKIPEDIA.org.

Here is the exact URL.
(http://en.wikipedia.org/wiki/LisLo'-airports_by_/CAO_code.,-E)
This site will list the ICAO as well as the lATA code. But, there are a lot more sites
available. Find one that you like and use it.
Find the name of the "MAJOR" airport serving:

BERLIN, GERMANY
Then determine what the four letter ICAO code for that airport is.
My Solution: This is not a simple situation. Once I had gone to the WIKI site, I scrolled
down to Germany and it said: "Also see airport CATEGORY and LIST". I selected the
LIST and further information told me that: There were three airports and that two of
them were closing and a "NEW " airport was opening in June 3, 2012 to replace them.
Templehof airport (a fourth one) was closed in 2008. The new airport would replace the
one at SCHONEFELD and would be called "Flughafen Berlin Brandenburg Willy
Brandt". It will be named for former Berlin mayor Willy Brandt.
The codes for the airport are: ICAO =EDDB and the lATA =BER .
Now, here is a potential problem . The MSFX was created with its database of airports
sometime before all this was supposed to be happening ... so what are we to do?
I read about the new airport

at Berlin and concluded
that the 2.5 Billion Euro FREE FLIGHT
SELECT AIRPORT
upgrade was simply that,
an upgrade on the existing
airport at SCHONEFELD.
Since they both had the
same IATNICAO codes, I
concluded that the
SHONEFELD airport was
the same airport.
I think you will find that
~E::====:J:[!j!l c '''''·'
tv,
most of the "new" airports
are built over existing real
estate and juxtapositioning
the nav-aid location on the
older airport is justifiable.
Some instances where the

"new" airport is located at a different location (Such as Hong Kong, China and Osaka ,
Japan) they have allocated new codes for those airports.
Whatever the situation all of it is part of the fun of flight simming, and you will get to
know a bunch of stuff about places you never heard of.
That is a "GOOD THING".
Do a few more: WARSAW, POLAND PARIS, FRANCE ... CHICAGO, ILLINOIS ,

USA ... NEW YORK CITY, NY, USA etc.
© MIKE RAY 2012
page 102 PUbli.5hcd by UN iYERSI T Y ,,/ TEM ECU LA PR ESS
The FLIGHT PLANNER may be accessed

by several ways . One is:
- ALT on the QWERTY will bring up
the toolbar at the top of the monitor screen .
- Select "FLIGHTS".
This will reveal a flyout menu.
- Select "FLIGHT PLANNER".
OR
You can simply select "FLIGHT
PI..:!ANNER" from the "FREE
FoLl GHT" splash screen .
iI
@ i · ...., •.......
Oh_oM., "•.,
It is fairly simple to fill in the blanks and

answer the questions. The FLIGHT
~ (- - """ ..... PLANNER will yield a tremendous
[ 9~'" ~~~"., ~"".",.. I (!I ~ j l_ "w'"" """ " ' '' J treasure trove of information that will be
extremely useful to programming our
CDU/FMC.
SYDNEY, Australia
Kingsford Smith International Airport
YSSY
MELBOURNE, Australia
Melbourne International Airport
] r ~' - YMML
I WRITE DOWN THE ICAO

DESIGNATORS FOR THE AIRPORT
THAT WE ARE USING.
1.. rh." .
;
'!II
@MIKE RAY 2012

FLIGHT PlAN NER
Select the "FIND ROUTE" option

and you will be treated to this great
display map with the suggested
route laid out and a suggested
altitude . You may copy this routing;
however, a better option might be
r'-'··~
911 "~ """
9 l.il ~-_ """'"
@ !"... . _ ...... ."
0 ""11. " "'"
to select the "NAV LOG" option.
~ ....._----_.. . ._-=======--
Microsoft Fligh t Simulato r Flig htPlan

Kmgsford SmithInti -> Meb Ol.rne Inti
Distance' 385.3 rrn The N:4.V LOG contains a
Esnmaredfuelben 549 Ogal / 3678 0lb
Esumated bme en route: 0:51 run ing list of your
Iwaw,,1tS Rou e 'An (n) Hdg 'Distance GS (ktsl [Fuel Time ofT propo ed flight. Included is
c::~ .~
I (ga' '')
~
~R~ E-
st
r s----noo---------ono
- - !E- t - - ETE- -
much of the information we
will need to enter into the
r 38S 3 Act !Act ATE
FMC (Flight Management
378 ~lo:9 i 462 ~ i 0.00
(VORl
~
84 .4 I Computer). I decided that I
fRN ET YSg 17348 228 42.4 442 61 .2 / 0'05
I(waypoi nll 409 9 would like to cruise at
22,000 (instead of the 4000
rTARAL
(waypoinl )
YS9 22000 003
feet on the flight plan) so I
made that change and
fCUUN YS9 22000
(waypoml:)
observed that the NAV LOG
INONUP had made all the calculations
YS9 22000 0.09
'(waypointl predicated on my "new"
altitude. AMAZINGI
ARRAN YSg 22000 .,
t aypoinli
So, I recommend that you
,EBONY YSg 22000
either print it out or write
I::'
(waypoinl)
ML (114 10)
'(VORl
YSg
DISTAN
FUEL BU
AL
TIME ENROUTE
ROUTING
3678.0
22000
:51
r-;;;""""",-:;;,="",;;;.,-;"",,--i
YSSY. SY direct RIVET Y59
DOSEL H129 ML. YMML
down the pertinent
information.
~~m=aiiiiiiiiiiiiiiiiiiia.
Once you have the information you

want. Select OK.
This will take
PLANNER ...h~e~ F;L1i~_
us back tot
page. GiH~T~...-
I!I!I~==~~~~~§J
Select SAVE
© MIKE RAY 2012

~ •• -...... .. ""t (.iIOO"_"'T. ~ 'MI" "" " _ ...............,

- .
"" , ~ " ~ ~" ,,, 1'2t-'!IilLl.l'.o.M ~N''''''_
.ll" . O'-.H-<; _ '.'JM'l:5 PM ~". _ _
:, ••.-..- ,"" _ ~~.,"'. IlHo ,
... , . 0 . - .010-(; ,_ t~'lIII~ll!..". ~N''''''•.
,:,••. -01- _ '·".lllLl',"_ ,

......"""*""'''' ''''_ ,."".."'..... _ ...,.-
... _
,:,••"_ ..,.."'....,,,
... , . _ C..... ,,_I!I I t~UJ
,.'u:l~"
.. I~ _
,
JoolIoo;poN'_ _
11 __ ':" '_ """"_ "" ""~"" ._ .....
04__ .I.'.""""
.=,• •_
.....,.....,""io'oI)
':" ' 1:.1_ .. _
IoII ..
,.. ...........,. .
.. )00
l~xrlt lJ'_
......lll ...
R»?IIIUI
~'_
~N._,_
~
~ N ._
loO....,
. . ....,
..
"",_ .:.•••"9ft"'_ ,...."..._ .... ....""'.,., ~ .......
Iol .. ~ _ (U w .. _SOy ,,_ ILt!?III03I ~N''''''•.
...., _ ~ .=, ...,.. , ,.. "",,.,.. Hl _ ....
'· ew..,U ( I.00...,...W t')l."'~!III'" JooOoMrN .

'.!' t.tl o.OClltl'(Jl/lll /o,11 .:. •• _ ~ _ Jr.lI,""'U1'" ....
... . . _ ~ "_ .~UJ .. lJ.l ~N' __
.:.••_ _.~ __ 90'.,,,., ...,
.I. • • ,;:M-... ..
,:,..... ,,_ .........""_ .. ...
UlN+_ 1."IHi ' t.t
,...."'.. u, ... _loO... ,
~N'_ ..
,:, • • _ , .. .."."" .. r.- u. ... ¥.t~"'''''_ WJoaoro .......

... . . _ ' _dW l1 : <Jl 11 11 I1l .oM ~ N • •,.,. •.
,:,••_
... . . 5 0 _ C
,,,
_'._W
-.-.,.... "' ...'lOHll
IM-Jll1ti14
~ .......,
~N''''''_
FREEFLIGHT
This will take us FLIGHT PLANNER
back to the
FLIGHT
PLANNER with
a note want ing
to know if we
want to place the o~ ~ "'"
_ ...
..." 't flllJ1'>t.. im"'tW t~
~ .rh.lrtI
m~ •• ~<N' .-v~~
. ...... rt li<t•• '>f1I11 . fIoojM pl... '
airplane at the
DEPARTURE
airport . DUH!
Select "YES".
This will finish our

session with the
(U PP£NT LOCHION --..
2 Kir... I... .. s.;u,1nl 1
FLIGHT
PLANNER;
however, anytime
@f "'RENTTIM' >tID "'SON
4 ' 1112012 9 .::11.......
t d
n ..... ';I; ~
we want to return
to it or make
changes to it or
just review the
flight plan
numbers , it is
.............. ......................
\IM \ "f~ O
available .
@MIKE RAY 2012

How to use the "FREE"
MICROSOFT FLIGHT SIMULATOR
MAPTOOLSET STEP 1: The MSFX toolbar can be displayed "anytime " by

selecting the "ALT" key on the QWERTY Keyboard .
/ -- - .... Ed MicrMOft F1ig'lI SimulMor X
Qpt rons
2
Fllll rol :o A' r V <l1'I. WQr1r,,1 V le \'l s He lp A(ld - OflS
I lme ~Il\l 5 ",..:oon .•
Go lo~ i rp o rt . •.
STEP 2: Select "WORLD", then "MAP".

This will open the MAP DISPLAY
MAP
t:::::"
r:::.:::,.
~,:"
]
1
J
"'-~ CHAN GES TO 6
......•
~
]~ . '..;,:... ",\c•
STEP 3: Use the "+" key to enlarge
r: l~ -.-""< the airport portion of the display.
]
]
STEP 4: Mouse over and Select the ]
AIRPORT. This will display FACILITY J"
INFORMATION display. A veritable ]~
treasure trove of valuable informat ion.
FACILITY INFORMATION
Ki ng sfo r d Sil i th lnt' ('(55 1)
.......1.J .
,HIS: D;:;: _ 2 ~O 'l Hz
Cl e a r an c e De l ive r y : 1 26 . 500 MHz
c'lear ence Deli very: 133 . 80 0 MHz
Gr ou nd : 12 1 ./'00 MHz
Gr ou nd : 1 26 . 500 MHz
TOW2r:
t ower e
120 . 500 MHz
1 2 4 . 100 MHz
TOPOGRAPHICAL MAP with
De pa r t ur e :
ue o ar ture :
11 B.4() () MHz
123 . 00 0 MHz
SURROUNDING TERRAIN
Dep a r t u r e : 1 29 .700 MHz
Approach: 12'1.400 MHz
App r o ac h : 1 2 5. 300 MHz
App ro ac h : 12 6 .1() 0 MHz
App r o ac h : 128. 300 MHz Kingstcrd Smith ntl (YSS
Approach: lJ5 . 90 0 MHz
App r o ac h : 119.4 50 MHz 21 FT. 1 13 C2 2 FT
App r o ac h : 1 2 4 . 5 50 MHz
~~T
\"
App ro ac h : 125 . 8() 0 MHz
120
App r o ac h : 1H . 9 50 MHz
I\pp r o = h : 1ll . BOO "1Hz
App r o ac h : lJ5 . 1()0 MHz
Latitude:
Lonqi tuda s
[' evat,o~H
53l·' 56.77'
E15 J."'1 0.63'
21 n
'"
Ru nway Lenq t b Su r f ac e U S ID ILs Fre q U S Hdg
Asphal t 109.5()0 1 55
'"
34L
7
13 02:2
13 0lZ
8 292:
A:::phal t
Aspnal t
D<S
I SN
IS'{
110. 10 0
109.900
3 35
061
25 8 29 2 Asphal t ISW 109.700 24 1
16L 30 11 Aspl-ial t ISS 110.900 1 54
34R 30 11 Asphal t Il<N 109.300 335
Local condit ions :
r----------------i
I RUNWAY DATA,
Wind 25 ]0 at 15 kts , Visibility 20mi, Sc att ered clouds ,
Tem perature 55"F, Dew point 35"F, Altime te r 30.00
I RADIO FREQUENCIES (COMM),

I
I NAV FREQUENCIES,
RUNWAY INFORMATION (ID, r ",in! 3
FREQ, HEADING, etc.)
CANCEL OK
page 106====::::;::;:;;::;;~==~©MIKERAY2012 pllbluh...d by UNIYERSI T Y o/ TEMECULA PRESS

A word about CHARTS I!!
Airline Pilots call them CHARTS or PLATES or MAPS
.... and they always carry a suitcase full of charts with
them every time they go flying. There is a giga-
mega-bunch of charts and maps that they use
constantly when they fly into and out of all those
airports ... and all that airspace in between.
EVERY PLACE they fly is covered by a chart or
map ... and they are constantly looking at their
charts trying to find valuable information. As
Flight Simmers, we want to get a window into the
real world of these ubiquitous "CHA RTS" in order
to feel like a "real" pilot. We would like to actually
see what some of the mysterious charts looks like.
Where can you get a peek into this hidden part of
aviation?
There are at least five ways to get to see the
charts pilots use.
1. Find an airline pilot who
every two weeks dumps his outdated
charts in the trash , and ask him to
throw them your way.
2. Pay for a chart service and
you will get so many charts that you
won't have time to play on your flight
sim; just trying to keep your charts up to date. This is the FINAL WORD in chart
services : http://ww1.jeppesen .com/index.jsp
3. Purchase a chart "program such as "Sim Plates X" that is designed with
the flight simmer in mind. It will have a vast collection of images that you can view,
download , and print out.
4. Go on the internet. There are a bunch of GREAT websites that allow
access to current, up-to-date aviation related charts and maps. Many are free ,
some want you to create a login, some charge for their service. Search around a
bit. Here are some I use:
- www.fltpplan.com
- www.pdfplates.com
- www.airnav.com
- www.Chartbundle .com
- dtpp.myairplane.com
- www.mypilotstore.com
- www.airbrief.com
- www.airserviceaustralia.com
5.This is the Golden Chalice. "NAVIGRA PH" (www.navigraph.com).

This is "THE" chart service specifically dedicated to flight simulation and used by
serious flight simmers!!!!
Flight Simmers actually don't have to have the physical charts

to look at ... because they have the MAP utility included FREE
in the MSFX and other flight simulator programs . There is
enough information available right in the flight sim itself to fulfill
all the requirements for information that the binders full of
charts provides for the hapless airline pilot.
@MIKE RAY 2012

r-------------------------------------
PRINTING or COPYING
CHARTS, MAPS, PLATES, etc.

This is "edgy" territory, but I am going to give you a few chart images that I
downloaded from the internet. You will notice that they are all copyrighted and
were created by someone else ... and by printing them in this book, I am "sorta"
doing a "bad" thing. Digital rights management (DRM) is a really important part
of the whole avia tion and flight simm ing world; however, without gett ing to take a
peek at this stuff ... what's the point?
The problem is that in order to be semi-legal, I have had to "ENCRYPT" this
material to exclude public domain printing of the file. So you guys that have
downloaded this document onto your iPad or Nook or whatever, STOP sending
me nasty-grams about not being able to print out the file . We are already
skidding along the edge of the publishing runway just by showing you this stuff in
my document ... so don 't go running off the concrete and into the lights by trying
to take-offin the grass ... just go with this and be happy with what we have.
~------------ --------------~---------
Let's take a look at the charts and see if we can "build" a meaningful image of the flight
plan. Foryou guys thatwantto have a "Gate-To Gate " experience ... itwill be necessary
to determine where the gates are in relation to the runway and the heading relative to
the wind. Which way do you want to "push-back" in order to be po inting in the most
advantageous direction after the push-back. You will need to determine that ... and we
have a chartforthat.
WEATHER
So, before we start our trip ... we have to gettheweather. We can :
1. Create our own weather using the tools in the Flight Simulator utility, or
2. Look at the "default" weather using the "MAP " utility.
3. Request the ATIS from the flight simulator and it will scroll across the screen
or
4. Ignore the wind and do whatever you want (My favorite).
I am not going to expand on a weather creation scenario here, but rather will assume
that you have the interest and curiosity to learn how to manipulate whatever weather
controls your simulation has available. I w ill recommend REX. If you are notfamiliarwith
this after market Add-On weather generator, that you give it a look. They named their
product Real Environment Xtreme and it is called "REX" by knowledgeable simmers.
Here is their website URL:
www.realenvironmentxtreme.com.
I would personally think that the incredible realism that this product introduces into the
sim experience is so fantastic that I try to NOT fly my simulator without having the REX
weather engine operating .
Once we have the WIND , Field barometric pressure setting , Temperature and the
RUNWAY in use , we can plan our push-back and taxi routing.
FLIGHT PLAN ROUTING

"How do we get outta Dodge?"
Think ofthe flight plan as being created in three separate parts.
DEPARTURE - ENROUTE - ARRIVAL
© MIKE RAY 2012

page 108 PUbli.5hcd by UN i YE RS I T Y ,,/ TEM ECU LA PRESS
CHART SIMULATION
What is it that we are trying to simulate? One of these things is the suite of charts that
every pilot uses ... and that we as Simmers do not generally have laying around.
During the following pages , we will be looking at some of these charts ... and since this
is a "first look" at an approach chart, we will use a SIMPLE list of the major items. As you
can see , there is a wealth of information on these charts that requires some exposure
and instruction on "reading" these things. So let's start with this chart of the planned
landing runway at our DESTINATION YMML (Melbourne,AUS).
This is the APPROACH CHART for ILS RUNWAY 16 at Melbourne (YMML). It tells
us lots of stuff ... including things we will need to know to program the FMC/CDU
for landing . Here is a cursory list of some of that stuff.
1.RUNWAY APPROACH FREQUENCY ... 109.7

2. RUNWAY IDENTIFIER ... IMS
3. RUNWAY (ILS) HEADING ... 160 degrees.
4. AIRPORT ICAO (4 DIGIT) IDENTIFIER
5. MISSED APPROACH
6. RUNWAY ALTITUDE
7. STAR INTERCEPT ALTITUDE
8. APPROACH MINIMUMS
Here is the good news about all this: The MSFX program has a
whole lot of that information available in the MAP utility and/or
displayed on the instruments in the program itself We will be
demonstrating that later. Just remember that the computer program
we are using (MSFX) is replicating these charts. This is where the
information is that the "REAL " airline pilots use.
fffE ~""p NEW~!

EVERYTHING WE NEED TO FL Y A
"LINE SELECTABLE APPROACH"
IS INCLUDED IN THE MSFX SUITE ... and it is
FREE!!
@MIKE RAY 2012

USE QNH ILS-X (CAT II & III) RWY 16

17 NOV 2011 MELBOURNE, VIC (YMML)
ATl5 NAVAJO RQ:
114.1 132.7 ' IMS OME
E144 40 00
229 3
•
537 3000
A 1604
2 195
•
AD ELEV 434
Bearings are Magn etic
Elevations In FEET AMSl
OME 0 15T
ALT ( 3' APCH PATH )
U, ROC NOB
BOLNOB OM MM
THR 16 ELEV 432

NMI3 Y IMS DME 1,
NM FROM RWY 16
CATEGORY D
5-1 IL5 CAT II
5-1 ILS CAT Ili a
S-I IL5 CAT Ili b
ALTERNATE : (1666-7.0)
Ch anges: CAT I I VIS , CAT III VIS , LOGO, MMLl I04-129
© Airservices Australia 201 1 airservic~
© MIKE RAY 2012

page 110 PUbli.5hcd by UN iYERSI T Y ,,/ TEM ECU LA PRESS
TAXI PLAN ROUTING
"Where are we parked, and How do we get to the runway"
~<; "' . ' . 00"f-, ~ " . _ 1.
" ."",t" OY ONO Y "<."i"' '' _-' ~ ••_ ~''
":,-_==-=:_
TT-.... •. ......-; """' _
r.o.......
.. ..-.... ""lCD>t' "., ~
-~"1Ik~
~ §~dt!! ~ ~ ~
r~ ~~ !~:~ ~: ~ ~
~f-iiW~ lU ~ §
~ ::;:: l:: ~ ::: =
~ ee. : : : ~ : r; -
:. r: ~: l ::~ > C~ ' ..
§§! =
D 11:" 1:1::'
1
: : :: :::::
FLIGHT PLAN ROUTING

"How do we get outta Dodge?"
................
Think of the flight plan as being created in three separate parts.
DEPARTURE - ENROUTE - ARRIVAL
STAR
STandard
ARrival
17l4il
and
22000
TRANS
_ q.--.... ,
<.Nr"",=~~ -
_ >OL ~
.....
....
,""' = -r:=:;T" Transition
: ~~=.o." ~ ~~~= ~ .. ' 2000
~:f:=2-: ~;,:=.,,=,;;:-_ 22000
SID -_. ARRAN

1'll'8'1p(li11:)
,so 22000
....;
Standard EBOOY
IWII.¥JKIlrt)
ess 22000
Instrument ,so
DOSEl 16!l2<4
Departure IWllypolr1 )
."
and
TRANS
Transition
,-
ML(l 14 101
""""
lilllpOft)
NoIForOf)'
"'"
FLIGHT PLAN
1037
'" '"
Enroute flight plan

Generally speaking,
(in the real world) we
probably would not know what the arr ival STAR
routing or the landing RUNWAY were until we APPROACH
were "in range " of the destination airport. Runway
However, for this tutorial , we will say that we know
which runway we will be assigned for landing upon
arrival in Melbourne. This allows me to explain everything at once instead of
having to "go back" repeatedly to explain these items.
@MIKE RAY 2012
AD ELEV 21 AERODROME CHART - Page 1.

17 NOV 2011 S3356 46 E151 1038 SYDNEY (KINGSFORD SMITH), NSW (YSSY)
ATIS SMC
112.1 126.25 ACD E OF RWY 16R134L 121. 7
118.55 428 133.8 W OF RWY 16R134L 126.5
~ :~ ' :: ~ ~~ ~ 1,¥,O. .:./\

:::178::::
DOME STIC
AREA ·
. .. ' .- . '
... _ -_ .._ -_ .. ._ .- --.--' ..
... .. _ _.
'
.. .
S 33 58 00
WARNING
FOR TAXIWAY LIMITATIONS
SEE ERSA
Sca ts 1:40 ,00 0

MET RES
£00 200 400 600 800
: ! ! ! !
E151 10 00 E1511 100 E151 12 00
SSYADOl-129
© Airservices Australia 2011 airservic~
© MIKE RAY 2012

page 112 PUbli.5hcd by UN iYERSI T Y ,,/ TEM E CULA PRESS
APRON CHART - DOMESTIC Page 1.

17 NOV 2011 SYDNEY (KINGSFORD SMITH), NSW (YSSY)
533 55 48
_ --'- -1- + S 33 55 54
., I
'"
w '"
Uj '"
w
TERMINA L 2. PARKING POSITION INFORMATION
BAY CO-DRDlNATES ELEV (ft) CAPACITY G~?d'I~~E HYDRANT
FUEL
Ac cess from TWY C
49 S 33 56 ,0 E15 11 0.6 8 76 7-300 CEN TRElINE+sIDEMA RKER F35
53 5 33 56,1 E15 1 10.6 8 767-300 AP IS F35
55 S 33 56 ,1 E15 1 10.6 B76 7-300 APls F35
57 S 33 56 ,1 E15 11 0.6 A 32 D-200 SA FEGATE DGS F35
59 5 33 56,2 E15 1 10.6 8 737-8 00 M ars halle d Tan ker
Access from Taxll an e DOM 2

31 S33 56,1 E151 10.8 8737--800 SAFI:::.GATl:: DGS F35
33 5 33 56,1 E151 10.8 B737-A 32 1 A PIS F35
J5 5 33 56 , 1 E151 10 .7 6737-11.321 SA FEGATE DGS FJ 5
39 $ 3356,2 E151 10.7 B737-A321 C EN TRE LlN E "-SID EMA H KER F35
52 $ 33 56 , 1 E15 1 10.7 B73 7-A 32 1 A PIS F35
54 5 3356,1 E151 10.7 6 737-11.32 1 SA FEGA TE D G S F35
56 $ 33 56 , 1 E151 10.7 B73 7-A 32 1 SA FEG ATE D GS F35
5. 5 33 56,2 E15 1 10 .6 6 73 7-8 00 M 3 rs h<Jll ed F35
Ac cess fr om Taxll ane OOM3

32 8 33 56,1 E15 11 0.8 B737--8oo SAFEGATE DGS F35
34 8 3356,1 E15 1 10.8 B737-A32 1 SAr=EGATE DGS F35
36 8 3356,1 E15 1 10.8 B737-A32 1 SAFEGATE DGS F35
3B 83356,2 E15 11 0.8 B737-A32 1 SAFEGATE DGS F35
40 8 33 56,2 E15 1 10.8 B737-A32 1 CENTRELl NE+SIDEMARKER F35
Chang es : LOGO, SS YAP03- 129
© Airs ervices Australia 2011 airservic~
@MIKE RAY 2012

WWW: UTEM .COM page 113
APR ON CHART - DOMEST IC Page 2.

17 NOV 2011 SYDNEY (K I N GS FO RD SMITH) , NSW (YSSY)
TERMINAL 2 - PARKING POSITION INFORMATION (Continued)
BAY CO-ORDINATES ELEV (ft) CAPACITY NOSE~N HYDRANT
GUIDA CE FUEL
Ac cess from Taxi l anes DOM3 (Contin ued)
Fl $ 33 55,1 E151 10 ,9 9 ,\r1etrollner Ma rshalled Tanke r
F2 S3356.1 E151 10.9 9 Meuolln er Ma rsha lled Tim ke r
F3 53 356,1 E151 10,9 9 OHC8- 30D Marshalled Tanker
F' 83356 .2 E151 10,9 9 DHC8-300 Ma rsha lled Tanker
F5 S 3356.2 E1S1 10 ,9 9 D HC8-300 Marshalled Tanke r
F6 8 33 56.2 E15 1 10 ,9 9 OHC8-300 Mar shalled Tanker
Ac cess fro m Taxi l anes DOM3A

FI $ 33 56,2 E1 5 1 1' ,0 10 m 1Ca-30D Marsha lled Tanke r
FI A 8 3356 .2 E15" ' .0 10 SF340+ Ma rsha lled Tanker
Fa $ 3356 ,2 E151 1' ,O 12 OHC8-30D Marshalled Tanker
F9 833 56.2 E151 11.0 1. SF 34 0+ Ma rshalled Ta nk e r
FlO S 33 56.2 E1S1 " ,0 1. Sr34 0+ Marshalled Tanke r
Fl1 S 3356.2 E151 11.0 13 S F340-t- Mars halled Tar'lk er
Fi2 S3356.2 E1S1 11.0 11 SF340+ Ma r s h~ l l e d Tanker
Acce ss from Taxi l ane s DOM3B

F 13 8 33 55,2 E151 11,0 1. D HCB-300 Marshalled Tanker
Fi 4 S33 56.2 E1S1 11.0 DHC8-300 M3rshalled Tanker
F 15
F 16
83356,2
S3356 .2
E1511 1,0
E151 11.1
"
1. OHC8- 30D
D HC8--3DO
Marshalled
M;lf Sh;"tllcd
Tanker
Tanker
"
Acc ess fro m Taxi l anes DOM4
90 833 55,1 E151 11,1 ra B-737 Marshalled F35
91 83 3 56.1 E151 11.1 18 B-737 Marshalled F35
92 5 33 56.1 E151 11.1 17 8 -737 Mars halled F35
93 S3356.1 E151 11.2 17 B-737 Marshalled F35
94 S33 56.1 E1S1 11.2 17 B-737 Ma r s h~ l l c d Tanker
Access from Taxi l anes DOM6

9" 8 3355,1 E151 11,4 8 747-400 Marshalled Tanker
9BA 83356 .1 E151 11.3 8737 Mar shalled Tanker
99 8 3355,1 E151 11,4 8 747-400 Marshalled Tanker
99A 8 33 56.1 E151 11.4 B737 Marshalled Tanker
N ote : MAGNETiC ANOM ALIES EViDENT N EAR TERMINAL STRUCT URE.
Changes: LOGO . SSYAP0 4 -12 9
© MIKE RAY 2012

page 114 PUbli.5hcd by UN iVERSi T Y ,,/ TEMECULA PRE SS
STANDARD INSTRUMENT DEPA RTURES (SIDl

RWYS 16R & 34 L SOUTH DEPARTUR ES (NON-J ET
17 NOV 2011 SY DN EY (K I N GSF OR D SM I TH ), NSW (YSSY
ATiS
112.1 126.25 E O F RWY ~~~3'lL
121.7 TWR DEP(S J
118. 55 428 W OF RWY 16R134L 126.5 120.5 129.7
NOT TO SCALE GRAD 3.3%

GPS permitted in lieu of DME
Reference waypolnt SY VOR
CAUTION
PARALLEL RUNWAYOPS
DO NOTTURN RIGHT
1t:/.43' - - /1
- /1
/1
~eb ~' CAUTION
".~ :??
/ v- qf PARALLEL RUNWAY OPS
/ 1 DO NOT TURN LEFT
~ /
c: /
CORDO (30 SY) ~

S34 19 50
E150 47 06
A
/ ./
o /
...'1.'1.
I :??
.......
: : :
~
c u ss ns sv
S34 133 6
E1510000
WO L~:-::- .
~
GRA D 3.3% ( RWY 16R - 4.7 % TO 1000FT )
P_EPA RTUliE1 CLI FF THREE P_EPA RTURJ;; GL ENFIELD (GLF) SiX

RWY 16R (NON..JET) RWY 34L (NON..JET)
CAUTION: Parallel runway op eratlons - CAUTION: Parallel runway operations -
DO NOT TURN LEFT DO NOT TURN RIGHT
GRAD 3.3% (4.7% to 1000FT ) • GRA D 3.3%
, Track 155' , Track 335'
• At 600FT tum RIGHT • At 600FT turn LEFT track 2 10'
Intercept and track SY R- 195' to CLIFF • Intercept and track SY R-243' to GLF NOB
then follow transition instruction then follow transition instruction
TRANSITIONS: TRA NSITIONS:

CORDa: From CLIFF (19 SY) turn RIGHT RADAR: At GLF NOB conti nue tracking SY
Irack 227' to CORDO, thence R-243' expect vectors to cleared route
as cleared
COR DO: At GLF NOB turn LEFT, Irack 170' from
WOL : From CLIFF track to WOL NOB, GLF NOB.
thence as cleared
Intercept and track SY R-20S' to CORDO
(30 SY), thence as cle ared.
WOL : At GLF NOB turn LEFT, Irack 170' from
GLF NOB.
Intercept SY R- 195' .
Track to WO L NOB, thence as cleared.
Changes: LOGO. SSYDPO&-129
© Airserv ices Au stralia 2011 airservic~
@MIKE RAY 2012

STANDARD ARRIVAL ROUTE (STAR)

ARBEY ON E ALPHA, BRAV«2z DELTA ARRIVALS (RNAV)
17 NOV 2011 MELtiOURNE, VIC (YMML)
ATIS Bearings are Ma gne tic
114.1 132.7 Elovl'll lol1s In FEET AMSL
NOT TO SCALE # CAUll0N: RWY 34 is

Indicated by 3
A ~~7B~riO~0 ML) sequenced wh ite
'\ E144 43 54 strobe lights
~ U" U'
~" fr~~t~~~~a ~r~~etres
.9 ~~ ~~~ ~~dc;~?r~TI~tlth
BUNKY (20 ML) Seconda ry airport
\ 837 20 00 (Essendon) 5NM SE
-o E144 46 00 olML.
A",r~~ {BOL:=-~?-l
~g .z->: NDB 362
fI '-' her--
<> ,
~&1-> . (,,)
~ .i'
WILDE
~\'i 4~
(ii;::''(5 BAKER 6 ML) .-
837 32 58.
E144 41 04 '
••
IMS :-::-
oe
,
\
0 8 37 33
2500
083'......
IMW
iii!:!", ', ' E144 4912 [ILS 109,3
., - ~
·
=----
I
PAULA (11 ML)
,A. 837 34 24
ILS 109.7 1- " ~ O) .;). E145 02 06
0..,_
i
~
r:;Al l.O t-..l.O
BID- - = jr c l'."J =o"' r- ~
, # ..: ESSENDON ~
RENER • =xi AIRPORT [EPP:==]
837 4220 i
E144 43 480 :1, NDB 377
~~E
LAVER
83749 12
E144 43 42
GP8 permitted in lieu 01 DME

Refe rence wa ypoln t M L VO R
10 NM MSA 3300
ARRIVAL: ARBEY ONE
• From ARBEY track 159" to BUNKY
Cross BUNKY AT or BLW 9000 FT, then:
RWY 09 BRAVO: RWY 27 ALPHA:
• Turn RIGHT. track 185' to WILDE • Track 158' to BAKER
• Track via 10 DME arc lor VOR RWY 09 • Turn LEFT, track 083' to PAULA
• Turn RIGHT, track 173' to EPP
RWY 16 ALPHA: • Intercept La C RWY 27
• Track 158' to BOL RWY 34 BRAVO;
• Intercept LOC RWY 16
• Turn RIGHT, track 173' to RENER
RWY 16 PELTA' • Turn LEFT, track 169' to LAVER
• Track via 11 DME arc lor VOR RWY 34
• Track 158' to BOL
• Track via NDB RWY 16
COMMUNICATIONS FAILURE: PROCEDURE IN IMC

Squawk 7600, com ply with vertical navigation requirements , but not below MSA.
• Track via the latest STAR clearance to the nominated runw ay, then fly the most suitable
approach in accorda nce w ith ERSA EMERG Sec tion 1.5.
Changes: LOGO , MM LSROl - 129
© Airservices Australia 20 11 airservic~
© MIKE RAY 2012

page 116 PUbli.5hcd by UN iVERSi T Y ,,/ TEMECULA PRESS
SECTION: 10
Not everybody enjoys taking this flight simulation "game" to its logical bare bones
essential beginning and reconstructing the whole complex exercise ... but for
those that want a complete and totally maximum detailed experience ofoperating
their simulated flight as much like a "real" airline operation as is possible ... then
the only logical place to start is with a "COLD-DA RK" cockpit.
D 118 Pull the plug

D 119 Simulation Cold-Dark options
D 120 Create a COLD-DARK cockpit
D 121 Parking and Termination Checklist
D 123 Power up the Airplane
D 127 Fire Detector Check
D 129 Power Up Checklist
D 130 How to start APU
@MIKE RAY 2012

If available, you could use your airplane add-on simulation program.
Here are two possible alternatives.
COLD-DARK
SAMPLE SET-UPs
Using the "COLD-DARK" setup in the
simulator airplane programs is also fairly
simple ... but since each different aircraft
program has their own unique technique, I
am only going to highlight (without detail) the
'iFly" and "PMDG" programs. Trying to give
exacting steps to access everyone is
impossible.
PMDG
@ MIKE RAY 2012

page 118 publ i.sh...d by UNIVE RS I TY o/ TBM BCULA PRES S
Starting your flight from a cold/dark airplane can be a deliciously

complex and time-consuming operation with its own rewards of satisfaction ...
and the ADD-ON flight simulations have made allowances for those "simmers"
who find it a wonderful experience to do everything as much like the "real airline
pilots" as they can. For many others that are a bigger part of the flight simulation
addicts that I know, they only want to try that cold/dark start stuff once or twice ...
but after that, what they really want to do is just get up and go flying ASAP!
Well , good news ... you can actually have it both ways! This section is
dedicated to the COLD/DARK START situation . If you are not among that crowd
(all six of them) then you can skip this section . For the rest of you gluttons for
detail ... here is the whole magilla.
Even though this is not a discussion of a particular ADD-ON

simulation , I will state up front that there is a "COLD/DA RK ' option available in
most simulation program setups. You will have to consult your owners manual
for more information about selecting that function. As far as the MSFX (and
other similar basic programs) is concerned ... there is not a "COLD-DA RK"
available at that level. I could be wrong because I haven 't flown every other
program , but if you begin your flight at the "GATE", while the engines probably
will not be running , this is not a true COLD-DARK situation.
If you desire , you can use that ... but if you do not seek to get "cold and
dark" using that method, here is the way that "real" airline pilots get the airplane
"SHUT DOWN".
First ... They will complete the "PARKING"

procedures and checklist. Once the passengers have
deplaned and the maintenance people are through
servicing the airplane ;
Then, they can apply the "S EC URE" or
"TERMINATION" check procedures and checklist.
Generally, on "THROUGH FLIGHT" segments and those
with a "CREW CHANGE", the crews will only perform the
"PA RKING" procedures.
Only if the airplane is going to be inactive for a protracted
time (say over night) will they perform the "SECURE" or
"TERMINATION" procedures and checklist.
HOW TO
J)flLL 'TfefE J)LfI~!
LIKE A PRO.
C MIKE RAY2012
Here is Captain Mike's idea on how-to ...
EASILY and SIMPLY CREATE A
COLD-DARK COCKPIT SITUATION

How to achieve a COLD-DARKcockpit
situation using any flight simulation program
.. or even a "real" airplane .
QUICK AND DIRTY
THREE-STEP METHOD
The sim developers have cleverly
hidden places where you can make the
selections necessary for configuring the
simulation for the COLD-DARK scenario .
However, it has been my experience that they
may be hidden in some secret fly-out menu ...
somewhere. But since I am a direct and
impatient sort of guy (aren't all simmers) ,
here is a simple way to get COLD-DARK in a
hurry.
Regardless of where the airplane is, you can
get the airplane to a completely powered
down situation by simply:
STEP 1. ENGINE START LEVERS (place them

DOWN in the CUTOFF position), and...at this point the
airplane 's engines will wind down,
STEP 2. BATTERY switch OFF

This will ensure everything will shut off and be
completely stone dead ... except for a
electrical draw systems such as the clock.
N2863~ W128635 STEP 3.

Select BOTH
IRU power switches
to the "OFF"position.
These three items, once de-selected, will

shut just about everything OFF and give us the
desired unpowered situation. Once we have
achieved the COLD-DARK flight deck, then we can
begin to re-configure the flight deck for the re-start.
Of course, this is NOT the way we would "turn off an
airplane" in the "real" world. The airline way to shut
down an airplane requires using a PARKING,
SECURE, TERMINATION or some other so-named
SHUT-DOWN checklist.
© MIKE RAY 20 12
page 120 PUbli.5hcd by UN iYERSI T Y ,,/ TEM E CULA PRESS
For those who are concerned that they have not reached a completely shut down
situation; here is a list detailing the items that will be shutdown during the
PARKING and TERMINATION checklists. These items are those that are
completed during the "shutdown at the end of a flight" checklist.
PARKING CHECKLIST
Parking Brake (As Required)
The airplane is NEVER left for prolonged periods
without attachment to some restraining device,
such as chocks ortow tractor; even though
the PARKING BRAKE may be mechanically latched.
See this website: www.b737.org.uk/hydraulics.htm
Start Levers Cutoff
Transponder Standby
Probe Heat Off/Auto
Also called "PITOT HEATERS".
Anti-Ice Off
Start Switches Off
Hydraulic System Set
Unless there is a specific reason (Hurricane?)
to leave the ELEC ON then shut them all off
Anti-Collision Light Off
Only on IF ENGINES operating or Jet is moving.
Fuel Pumps Off, unlessAPU On
Flight Directors Off
IRS Selectors Off
TERMINATION CHECKLIST
Fuel Pumps Off
Emergency Exit Lights Off
Window Heat Off
Packs Off
APU Bleed Off
Lights Off
APU or External Power Off
Battery Switch Off
After you have completed all these items, the airplane will be prepared for a
prolonged period of inactivity, referred to as a "COLD/DARK" cockpit. I can hear
some of you now ... "Hey Mike, what about the clocks and the emergency batteries
and ... etc". OK, OK! This is not intended to be the checklist that places the airplane
into a mode for storage at the "Bone Yard" in the Mojave desert. Airline pilots don't do
that ... the concern addressed by this checklist is simply for an "overnite" or lengthy
delay between flights.
C MIKE RAY2012
Here's what we are going to do.
We will create a list of specific tasks to be accomplished and then define how to
accomplish those items. After that we will review a checklist to ensure that we
have completed all the items. This is called the FLOW-CHECKLIST technique
and it is how the real airline pilots make certain that they are completing
everything.
- Label and ident ify the FLOW,
- Define and describe how to accomplish the FLOW steps , and
- Provide a CHECKLIST to confirm that
the steps on the FLOW have been completed .
FLOW PROTOCOLS
Here are the guidelines I will use in developing the FLOWS. We
will follow airline/Boeing style set-up procedures; however, we will
assume a single pilot orientation and not reference the First
Officer duties specifically. We will eliminate specific duties or
items that have no use in the simulation. I will discuss the
operation and description of the controlling device only to the
point where it makes sense to the simulation environment.
Here is a list of the INITIAL FLOWS that we will be accomplishing. These will
take us through the engine start and getting ready to taxi.
_ POWER UP THE AIRPLANE

INITIAL _ START APU / AFTER APU START
_ FMC/CDU LOADING
COCKPIT _ BEFORE ENGINE START
SET-UP _
_
START ENGINES / AFTER ENGINE START
COCKPIT SET-UP
FLOWS _ READY TO TAXI
For this exerc ise, we will assume that we do not have any GROUND POWER
or supplemental PNEUMATIC AIR SOURCE. The 737NG is fully capable of
operating into airports with only the most basic ground support facilities, so let's
assumethatwe are going to have to use our own resources where poss ible .
© MIKE RAY 2012

page 122 PUbli.5hcd by UN iYERS I T Y ,,/ TE M ECU LA PRESS
POWER UP THE AIRPLANE

The first "FLOW' is designed to power up the airplane. By "power up" I
mean to get the necessary systems to operate that will provide
ELECTRICS, PNEUMATICS, AND FUEL PRESSURE. All three items
are required and necessary to accomplish the ENGINE START.
PNEUMATIC BLEED
SWITCHES OFF
HYDRAULIC SYSTEM
ELECTRIC SWITCHES OFF
EXTERIOR
POSITION LIGHTS
SPEED BRAKEI
SPOILER . .~!:\.
PARKING
FIRE PANEL
BRAKE
DETECTOR CHECK
COM RADIO
TRANSMITTER
SWITCHES
@MIKE RAY 2012

r::\ BATTERY CHECK
\.!.J BAT and ON ... CHECK VOLTS
In order to start the APU (Auxiliary

Power Unit) it will be necessary to have
>27 Volts minimum
( >23 Volts on some units)
of DC power available on the
BATTERY BUS. We check available
voltage and power the BATT BUS by:
A. Selecting BAT on
the DC SELECTOR switch, and
B. Close the SWITCH GUARD, and

turn BATT SWITCH ON.
C. Observe 27> (23)) VOLTS

on the LCD indicator panel.
(The PMDG 737NG should show 27>v.)
'2'
\V
APU PNEUMATIC BLEED
SWITCH OFF
We want to make certain that when the APU

is attempting to start that it doesn 't bleed air
and attempt to pressurize the Air Duct. This
could cause a HOT START in the APU.
Secondarily, there is a
ONE MINUTE TIME
DELAY LIMITATION
before using the pneumatic air from the APU.
B
BOTH 2 and 1 ELECTRIC
Ij\ HYDRAULIC SYSTEM
\V SWITCHES OFF
Since most of the flight
control surfaces (such as
the FLAPS) are hydraulically .... I .
actuated, it is IMPERATIVE .. I.l
that we DO NOT
PRESSURIZE THE
HYDRAULIC SYSTEM until
we are certain that there is
no potential for contact from flight surfaces that
might move once pressurized.
SERIOUS DAMAGE OR INJURY could result
from unexpected flight control movement.
© MIKE RAY 2012

AFT #1 FUEL PUMP
SWITCH ON
Any pump in either #1 TANK or CENTER tank
can feed the APU. The APU can suction feed
from the #1 tank. There is an automatic DC
pump that operates during start.
NOTE:
If you intend to operate the APU for an
extended period of time, use fuel from the- I ,=-:=
CENTER TANK (if available) to avoid cross- 1 - - - .-
ship weight imbalance problems.
(';;\ EXTERIOR LIGHTS

\,§J SWITCH POSITION LIGHTS ON
The POSITION lights should be on ALL THE :r ME ... and the

ANTI-COLLISION lights should ON anytime the engines are
running or the airplane is being moved.
16' WXR (WEATHER) RADAR ...

\21 POWER SWITCH OFF
The WEATHER RADAR is an extremely
powerful emitter of energy. The radar set is
located in the nose of the aircraft ana a
human being caught in the beam co
experience radiation damage. More important a...;;=-=;".;;=-=;".;;=-=~~
to us as pilots, however, is the fact that the
"bounce-back" of the signal off the terminal building
could burn out the set. Make certain that when we
power up the airplane that the power switch for the
RADAR SET IS OFF. The power switc h is actually
located on the EFIS CONTROL PANEL. --.. . .:;;;:::::::iI. ...
# _._---,
: CONFUSION NOTE: :
: The controls for operating the RADAR are :
: located on the on the LOWER CONSOLE :
: MIDDLE ROWand is NOT where the ON-OFF :
POWER SWITCH is located. I
,,-_._-----_._-----_.---------------_._----,
I I
@MIKE RAY 2012

LANDING GEAR LEVER
CHECK DOWN POSITION
When powered, the LANDING GEAR will attempt to
assume the position commanded by the LANDING
GEAR LEVER. Check that the LANDING GEAR LEVER
matches the position we want ... DOWN.
A switch (called a "SQUAT SWITCH " by pilots ) on the
landing gear oleo detects when oleo is compressed. It
activates a locking pin that keeps the landing gear lever
from physically being placed in the retract position ...
there is an EMERGENCY over-ride ("trigger" on the
bottom of the gear handle) that releases the landing gear
lever and allows it to be retracted even though the
airplane is on the ground.
So it is possible that in the absence of HYDRAULIC
PRESSURE for the landing gear lever to be placed
in the up position and the gear actually be down ..~
THEN WHEN THE ELECTRIC
HYDRAULIC PUMPS BECOME POWERED, -••A
THE GEAR MAY RETRACT.
SPEED BRAKE/SPOILER LEVER

CHECK DOWN POSITION
The concern is that if the selector lever is out of the down detent ,
when the hydraulic pressure is turned on ... the spoilers on the
upper surface of the wings will pop up and get damaged or
cause injury. FLAP LEVER
MATCH FLAP POSITION
If the flaps have "drooped" or are in a

position different from the FLAP
SELECTOR LEVER , when
hydraulic pressure is turned on, the
flaps will move. For example , if a fuel
truck is under the wing , the flaps
could re-position and "CRUNCH".
ENGINE FUEL CONTROL
CUT-OFF
If the FUEL CUT-OFF LEVERS are
out of the cut-off position the
engines could start on their own
before we are prepared.
PARKING BRAKE
Do what you must to keep the airplane from rolling
down the ramp. If residual fluid pressure exists ,
having the brake set is always a good idea.
page 126 © MIKE RAY-:,:'O=12: - -_

PUbli.5hcd by UN iYERSI TY u/ TEMECULA PR ESS
The FIRE SYSTEM CHECK is required. If the
APU FIRE PANEL APU should encounter a FIRE, there is an
CHECK automatic shut-down feature that will terminate
the operation of the APU EVEN IF THERE IS NO ONE THERE. Good
stuff. Even if there were pilots onboard, without the fire detection system,
the APU could be on fire and they would not know it. This detection system
is the only way to detect the situation and fightthe fire.
HOW TO DO THE FIRE DETECTOR CHECK

There are three separate detection systems to check.
STEP 1: Check BOTH ENG OVHT DEl: switches are in NORMAL.
STEP4:
SELECT and HOLD the
EXTINGUISHER DISCHARGE
CIRCUIT SWITCH TEST to the 1
and 2 position. Observe in each
position that ALL THREE GREEN
LIGHTS come on.
FAULT INOP light ON
APU DETINOP light ON STEP 3:
MASTER CAUTION light Select and HOLD the TEST
(on GLARESHIELD) SWITCH to the OVHT/FIRE
CHECK ON, PUSH TO position, OBSERVE:
RESET
OVHT DET light ON WARNING BELL
3 FIRE HANDLE lights
ENG 1 and 2 OVERHEAT lights
:#-----------------~
NOTE', FIRE WARNING lights
(on glareshield)
: PUSH FIRE WARNING L1GH.~P=~ii =PUSH LIGHT TO RESET and
: ON THE GLARESHIELD Tf1 SHUT OFF BELL
• TURN OFF THE FIRE BELL! MASTER CAUTION LIGHT
(on glareshield)
PUSH LIGHT TO RESET
NOTE: By an odd quirk in the system,
OVHT DET light ON
we cannot test the VVHEEL VVELL
FAULT light ON
FIRE warning system until normal AC
power (#1 AC TRANSFER BUS) is
energized. Later in the set-up, we will
include that test in the COCKPIT
PREPARAnON checklist.
@MIKE RAY 2012

11::\3 COMMUNICATION RADIO

\!.V TRANSMITTER SWITCHES
J"here are few things more
unprofessional than an "OPEN
MIC" on a busy frequency. The way
the radios operate is that if one
person is broadcasting ,
ALL OTHER ATTEMPTS TO
BROADCAST ARE BLOCKED
OUT WITH A LOUD SQUEAL!
To preclude doing this, it is good
practice to set the "send" button to
SVC or FLT.
@ TRANSPONDER ... STBY
The TRANSPONDER is t e
way the A.T.C. (Air :rraffic
Control agenc ies such as the
Tower) identifies and tracks
individual airplanes.
Frequently, transponders will be set to transmit on discrete codes that were
leftover from previous flights or are actual emergency transponder codes .
You have to be careful that the transponder doesn 't inadvertently "pop" up
when you supply power and transmit some alert code ... whooops!
DUHl
Now it should be obvious that a lot of this stuff doesn 't matter if you are flying in a PC
flight simulator at home. There is also the other side that a lot of stuff that does matter in
the real airplane isn't covered here. There is a conflict that arises when attempting to
make the simulated as realist ic as possible without encumbering the whole exerc ise
with meaningless and irrational material.
For example ... does a flight simmer R-E-A-L-L- Y care whether or not the transponder
is actually creat ing a conflict? But that item was placed in the scenario because it is
representative of the kind of thought process that a "real" pilot would go through ... and
that is the whole point of this exercise, isn't it?
If you disagree with what I have said or included or left out ... go ahead and make
changes ... You may, of course, delete or add any stuff to your create own checkl ist ...
DUHl
These are the items that must be done BEFORE POWERING UP the airplane. Pilots
will do FLOW steps from memory ... and then read an appropriate checklist to ensure
that the items were completed.
Here is a "suggested" POWER UP CHECKLIST.
© MIKE RAY 2012

page 128 PUbli.5hcd by UNIYERSI T Y ,,/ TEMECULA PRESS
POWER UP CHECKLIST
BATTERY SWITCH ON, 27 (23) volts
APU PNEUMATIC BLEED SWITCH OFF
ELECTRIC HYDRAULIC PUMPS BOTH OFF
AFT #1 FUEL PUMP ON
EXTERIOR POSITION LIGHTS ON
WEATHER RADAR OFF
LANDING GEAR LEVER DOWN
SPEED BRAKE LEVER DOWN
FLAP LEVER MATCH
ENGINE FUEL LEVERS CUT-OFF
PARKING BRAKES SET
FIRE DETECTION PANEL CHECK
COMMUNICATION RADIOS TRANSMIT OFF
TRANSPONDER STBY
DISCUSSION:
When I was writing this, I knew that many of the simmers reading this would
have questions.
QUESTION 1: What is the required starting voltage for the APU. The answer
is that there are different limits imposed by different airlines since they use
different APU units.
The battery itself is a 24V DC NiCd battery and can show a stored voltage
up to 38 v dc. The acceptable battery voltage range varies between 23 Volts
and 38 volts. Since we are using the PMDG 737NGX , they have set up their
sim to show 27 Volts available for APU start when selected.
I would mention the 30 MINUTE limitation for BATTERY when the charger is
not operating. Some airplanes with the AUX BATTERY installed will have a
60 MINUTE limitation.
QUESTION 2: Why don't you do the cockpit set-up first, and then turn on the
BATT switch. Logic would seem to indicate that once the BATTERY switch is
turned on, such items as the ELECTRIC HYDRAULIC pumps would be
activated if their switches were already on. Huh? What about that?
All the airplane manuals I looked at have the sequence as I have presented
it in my flow. First activate the BATTERY switch and check the available DC
voltage , then do the set-up items . From a simmers point of view, I don't see
why you couldn 't set-up everything first ... and then activate the BATTERY
SWITCH and check the voltage as the last item. OK, by me.
NOTE: Without the BATTERY switch on, the AC and DC metering panel will
not indicate.
@MIKE RAY 2012

We are now ready to start the APU.
DISCUSSION: This BLUE GRD POWER light may ~ ..-
or may not be on. The jet is fully capable to be
operated totally independent of any outside power
source. Even though we may have the EXTERNAL
POWER AVAILABLE light illuminated , we still MUST
HAVE pneumatic air to start the engines as well as
electrical power and fuel pressure. We can get
everything we need for the engine start from the APU.
AUXILIARY POWER UNIT
STEP A: Move the START

SWITCH to the START position.
It will remain there momentarily,
and then go automatically to the
ON position.
The START SEQUENCE is
AUTOMATIC. You may
OBSERVE the EGT go up and
then stabilize at the operating
, ::::::~~~~~~~.::::~v a l u e . There is NO
REQUIREMENT to MONITOR
the starting parameters.
STEP B: After "BLUE" APU
GEN OFF BUS LIGHT is ON
... move BOTH APU GEN
'- ----l._ _-;---~. switches to the ON position.
This will allow the APU to power
the airplane electrical system.
STEP C: Once the ELECTRICAL
POWER has been shifted to the
APU, you may move GRD PWR
switch to the OFF position ... and
1-.._-, disconnect the GRD POWER
source.
r-----~-------
I
I
OPERATING NOTE: ----------
Once the APU start is complete, the BLUE "APU GEN OFF BUS"
:
I
I light illuminates indicating that the APU may now be connected to I
I the electrical system. It will not override the GRD POWER and I
I automatically connect. There is no time delay requirement before I
I connecting the electrical. I
I HOWEVER ... YOU MUST I
: WAIT ONE MINUTE BEFORE I
I SELECTING THE APU PNEUMATIC AIR! I
-------------------------------~
page 130
@ MIKE RAY 2012
publ i.sh...d by UNIVE RS I TY o/ TBM BCULA PRES S
AFTER APU START
Once the APU has been started , we then start preparing the cockp it for
the ENGINE START procedure. Here is a suggested FLOW for this
section ofthe COCKPIT SETUP.
c
.. ,~
~,!III :!~~
--.-_ 0 6
..
" '~
.. ';"':.'t~
BOTH IRUs ..... NAV
Turning the IRS or IRU units
(either designation is correct)
to the NAV position will
initiate the ALIGNMENT
cycle. This lasts for 10
MINUTES and during that
period, the airplane MUST NOT ME MOVED!
Most of the simulator programs have a "work-
around" for this warm-up delay where it is allowed
to adjust this warm-up time. This is a simulator
problem area because on the PMDG 737NG for
MSFS 2004 (for example) the UPPER
.-------------------------------.
OVERHEAD PANELS (including the IRU unit) are
NOT REPLICATED in 2D.
I DO NOT USE THE IRS DISPLAY UNIT TO :

: PUT AIRPLANE POSITION INTO THE FMC I
I
: (FLIGHT MANAGEMENT COMPUTER). I
-------------------------- 1
comments about
LOADING THE
PRESENT POSITION
There is some confusion regarding the
placing of the PRESENT POSITION into
the airplane computer. In the "real world ",
normally all these inputs are entered using
the CDUlFMC (Computer Display Unit).
However, as an aside , if there is an irregular
situation there is a rather complicated
technique for using the IRS DISPLAY to
enter information regarding LAT/LONG ....
this is well beyond the scope of this book. I
cannot think of a situation where a flight
simmer would use this feature.
To present a simmer-pilot a simple solution

to the problem , I am going to defer installing
the position of the airplane using the POS
INIT page until later in our FLOW
SEQUENCE when we getto the CDUlFMC
loading FLOW . Let me elaborate on this a
bit, because both the iFly 737NG and the
PMDG NGX simulat ions have tried to make
this easier for the simmer. While there actually is a really nice replication of this initial
position loading situation in both sims, it is "bypassed" for the simmer who opts for a
"quick" set-up instead of the "Cold/dark" scenario. What we will do in this tutorial is
group all the FMC/CDU loading into one activity later in the discussion.
© MIKE RAY 2012
page 132 PUbli.5hcd by UNIYERSI T Y ,,/ TEM ECU LA PRESS
ELECTRIC HYDRAULIC PUMPS

..... BOTH ON
,
.-- . .
. ..~
~~
Some thoughts regarding the activating of the

HYDRAULIC SYSTEM ELECTRIC PUMPS. This will
pressurize the system ... and that is a good thing at
this point because we want to make certain that we
can set the
• BRAKES.
The BAD
THING is that any hydraulic
components will also be pressurized
and if the flaps have "drooped" if
any of the control surfaces are not
exactly matched with their
commanded lever position ...
and THEY WILL MOVE!
APU PNEUMATIC BLEED AIR ..... ON

Once the APU has been operating for
~ more than ONE MINUTE, we can
select the APU PNEUMATIC AIR into
the system for ENGINE START. You
may notice that the PNEUMATIC
pressure gauge needles are split ...
and if you try to start the RIGHT
ENGINE , you cannot do it without
pneumatic air.
r---------------------------------·
: CANNOT START #2 ENGINE :
: UNTIL ISOLATION VALVE OPEN. :
~------------------------_._-----_.
f4\
\V
OPEN THE
ISOLATION VALVE.
This will allow the air to both sides of

the airplane in preparation for the #2
ENGINE START. You can monitor the
available PNEUMATIC PRESSURE
using the gauge on the display. The two needles should be matched
instead of split.
r •I
ANTI-COLLISION LIGHT ON or OFF
ANYTIME the AIRPLANE IS MOVING or the ENGINES
ARE RUNNING the Anti-collision LIGHT MUST be ON.
Technically, there is no requirement to have the
anti-collision lights on with "only" the APU running. I
I. •
@MIKE RAY 2012
AFTER APU START CHECKLIST

APU START
APU ELECTRICAL POWER SWITCH BOTH ON
EXT PWR SWITCH OFF
IRU POWER SWITCHES BOTH on NAV
ELECTRIC HYDRAULIC SWITCHES ,A and B BOTH ON
APU PNEUMATIC BLEED SWITCH ON
PNEUMATIC ISOLATION VALVE OPEN
ANTI-COLLISION LIGHTS ON/OFF
NOTE: The ANTI-COLLISION light is only required to be on during

engine operations or when aircraft is moving . Since we are
preparing for engine start , it is useful to consider turning on the
anti collision light in preparation for that evolution.
Sometimes pilots wonder which POWER SOURCE will take PRIORITY over the
other. On this airplane there is only one rule to remember and it is called the
GOLDEN RULE:
.------- --------------- -- ----------.

:
I
THE GOLDEN RULE :
I
I "The SOURCE of power being connected to a BUS I
: SYSTEM automatically disconnects an existing source. " :
I I
._------------------------------- 1
Allow me to parse the terms here and add additional explanatory comments.
1. Whichever power source is selected LAST powers BOTH BUSSES.
2. There is NO paralleling of AC POWER.
3. Connecting SOURCE takes PRIORITY.
4. Connecting source AUTOMATICALLY disconnects the existing source .
5. A source of AC POWER must be MANUALLY switched or selected.
Once we have powered up the airplane, we can accomplish the next activity ...
FLIGHTDECK PREPARATION or SET-UP.
© MIKE RAY 20 12
SECTION: 11
Here is where an airline pilot will test and set every single instrument in the whole
cockpit suite . It takes a whole book just to describe all the steps and details and
warnings and cautions and all that. Since most of the flight simulations are probably
NOT going to deliberately have any of the instruments screwed up or not working or
out of tolerance; we are going to mention the items, and then ifyou are so inclined, you
can go to another source for more information. It is also unlikely that there is a rigorous
and complete test procedure forall the stuffon your simulation.
D 136 Cockpit Prep and Checklist

D 140 Upper Overhead Panel Aft checklist
D 144 Overhead Panel Left row checklist
146 Overhead Panel Second row checklist
D
148 Overhead Panel Middle row checklist
D 150 Overhead Panel Fourth row checklist
D 152 Overhead Panel Right row checklist
D 154 Glareshield Panel checklist
D 158 Forward Panel Left checklist
D 160 Forward Center Panel checklist
D 162 Forward Panel Right checklist
D 164 Throttle Quadrant system review
D 168 Fire/Overheat Panel checklist
D 170 Lower Panel Left
D 171 Lower Panel Middle
D 172 Lower Panel Right
D 173 Lower console (3 panels) checklist
D 174 Cumulative Cockpit Preparation checklist
@MIKE RAY 2012

PREFACE TO
"THE COCKPIT
PREPARATION
CHECKLIST"
This section is a simplified graphical-style representation of the " COCKPIT
PREPARATION CHECKLIST'. On the following pages I have actually created a
mixture of a "SYSTEM REVIEW" and the "COCK PIT PREPARATION" checklist. It
seemed like a waste of pages to gooverthe mater ial and then turn around and repeat
the same thing over again, so this presentation technique may seem a bit confusing
at first , but we will be covering the information about the systems and instruments ....
and at the same time attempting to layout the items that we have to look at and setup
before we proceed with the rest of the flight. It could either be a treasure trove of
information and a Godsend for those who are trying to figure out where everything is
located in the simulator images on their computer monitor display ... or it could also
be a totally confusing mash-up if you don't get it!
Consider that if you are trying to operate the sim using the VC (Virtual
Cockpit) mode and still a newbie simmer it is difficult to impossible for you know
where everything you want to operate is located. So, I thought this might be a nice
inclus ion in a book of this sort. Consider this to be a reference section , and hopefully,
you will use it as such.
Now, I have to make this comment about "my"specific vers ion of the 737NG
cockp it. Some of the items and instruments may look slightly different from that ones
in your simulation. Be aware that these differences actually exist in real life. Here is
how this happens.
The Boeing Aircraft Company would (of course) prefer that every airline that
operates their jets would use their basic, default setup; but there are those important
persons at each airline that decide that they will change things. So they add or
remove stuff and create a totally unique layout that suits them. Other airline
operators find suppliers that provide less expensive options and slightly different
interfaces for their products. That said, on the whole , there is still a certain integrity
that is maintained and for the most part, the following "catalog" of instruments and
parts thatfollows will be useful.
So, give it a chance. Look it over ... and use it as a reference for those
moments when you aren 't certain about the location of a certain instrument. Let's not
be naive and think that the first time you read this stuff that you will know what the cat-
hair is going on ... ain't gonna happen. But, and here is where I think this approach
might work for you , if a diligent flight simulation aviator will return to the material
continuously, it is my contention that there will start to be an assimilation of the details
and complexities. Eventually, you (the sim pilot) will begin to "get it" ... and when you
do, it will be a joyous day indeed . Birds will sing, the skies will be blue, flowers will
bloom , and you will be happy.
© MIKE RAY 2012

page 136 PUbli.5hcd by UNIYERS I T Y ,,/ TEM ECU LA PRESS
COCKPIT PREPARATION
Let's check out all that complicated looking stuff that fills the cockp it.
Unless you have already been fumbling around the cockpit in the VC mode, you
probably have no idea where anything is located ... let alone what it does. So I
think the first thing on our Syllabus schedule is to try and describe in greater detail
where and what are all the trinkets and gadgets that populate the flight deck real
estate .Along the way, we will point out where all the switches should be set at this
point in the flight profile.
Initially, the task seems hopeless and mind-boggling; but if we take it
part by part, we can get eventually a handle on the who le vast collection of "stuff'.
I contend that as we get more and more acquainted with the images , that greater
and greater detail will become apparent, until at some point we will be able to
locate and operate the systems as if we "know what we are doing ". Well , maybe
not exactly ..... butwe begin to "look" likewe know what we're doing.
This is a somewhat challenging assignment for me as the instructor
also ; since I don 't want the readers to get so totally bored and turned off by the
overwhelming mass of detailed information . Yet, on the other hand , I want to
make certa in that we address enough detail for the more experienced students.
We want make certa in that when the time comes and the student becomes more
familiar with the surroundings, that they will actually feel that there is enough
detail.
I recommend that you give this stuff the once over, and then cont inue on
to the more interesting parts of the book ... Or just skip on down to the next , more
interesting, section. You can always come back when you want to find out about
some of the details. You can use this section as a sort of reference sect ion.
TABLE of COCKPIT INSTRUMENT

ILLUS1RA110MS
Upper Overhead Panel Page 140
Overhead Panel Left Row Page 144
Overhead Panel Second Row Page 146
Overhead Panel Skinny Middle Row .Paqe 148
Overhead Panel Fourth Row Page 150
Overhead Panel Right Row .Paqe 152
Glareshield Page 154
Forward Panel Left Side .Paqe 158
Forward Center Panels Page 160
Forward Panel Right Side Page 162
Throttle Quadrant Page 164
Fire Panel Page 168
Lower Panel Left Row Page 170
Lower Panel Middle Row Page 171
Lower Panel Right Row ,Page 172
@MIKE RAY 2012

I
UPPER OVERHEAP. OVERHEAD

==- P-ANEL " ... PANEL
OVERHEAD RIGHT
PANEL ROW
LEF:r
ROW
OVERHEAD
PANEL
OVERHEAD FOURTH
PANEL ROW
SECOND
ROW
2=:::ft OVERHEAD PANEL
SKINNY MIDDLE
PANEL
16
SECTIONS
LOWER
PANEL
RIGHT
SIDE
.-.
NOTE: For the sake of clarity ... ALL WARNING and IDENTIFYING LIGHTS
will be illuminated so that you can see what they say. The indications and
positions of the switches and buttons have no special meaning.
@MIKE RAY 2012
UPPER '~ , ,,,
~::-:~~~~
OVERHEAD
.".'~
__ 0' .
PANEL AFT
Observer
ELT Mic-Selector
-ARM IRU Panel
- LIGHTS OUT
- 2 switches in NAV
FDR
Flight Data
Recorder
-LIGHT OUT
AUX LND GEAR

indicators EEC
PSEU - 3 green Electronic Engine Control
Proximity Switch and
Electronic Unit Engine Reverser Lights
LIGHT OUT ALL LIGHTS OUT
"NO GO if light on"
© MIKE RAY 2012

page 140 PUbli.5hcd by UNIYERSI TY ,,/ TEM E CULA PRESS
OVERHEAD PANEL AFT

COCKPIT PREPARATION CHECKLIST
ELT (Emergency Locator Transmitter) ARM

This unit is not located on all aircraft
LE (Leading Edge) DEVICES panel TEST

Depress the TEST and observe lights on.
Indications should reflect the position of the leading edge devices.
IRS or IRU (Inertial Navigation System) both on NAV, Lights out

10 minutes required for full alignment on "real" units.
Some simulations have settings to change the alignment time.
Service Interphone ON
PMC (Power management Computer) All lights out
02 (Crew Oxygen Panel) Switch ON, Lights out

875 PSI min (situation exists for different dispatch requirements)
Flight Data Recorder Light out
Stall Warning Test Push and observe stall warning
PSEU (Proximity Switch Electronic Unit) Light Extinguished

This is a NO-GO indication. If light ON.
DO NOT FLY until fault removed.
AUX Landing Lights 3 Green Lights

Illuminates when GEAR is down and lock ed.
@MIKE RAY 2012

INERTIAL REFERENCE UNIT (IRU)

The IRU is also referred to as an IRS (Inertial Reference System).
The CDU (COMPUTER DISPLAY UNIT)
is used by the pilot to communicate with the FMC (FLIGHT MANAGEMENT
COMPUTER)
We will use all these terms to describe the
same unit. The CDUlFMC/IRU is possibly the
most difficult part of the tool-set for the new-
guy to understand. It is, however, the way for
the pilot to communicate with the very
HEART and BRAINS of the EFIS, the FMC
(Flight Management Computer).
We will limit our comments about this unit
only to those of interest to flight simmers.
There is always some confusion about how
one enters the PRESENT POSITION into
the FMC. We DO NOT use the IRU control
unit to set any position into the FMC.
Initially, the steps required of the pilot is to
turn on the Inertial reference units by
selecting NAV position on BOTH of the
control selectors . In real life it will take 10
MINUTES for the IRU to align; and during
this time the airplane cannot be moved. In
the sim, usually the IRUs are already in the
NAV position and the units are operating.
NOTE: Most simulator programs have a
setting that will change or remo ve the 10
minute warm-up requirement.
IMPORTANT NOTE
[~~~~~~~~~~ The FMC DOES NOT update the IRSs at any
time! The FMC uses the VOR NAV RADIOs and
DMEs to automatically tune and monitor. From the
information gained from both the NAV RADIOs
and the IRSs , it computes the best position.
"Some" 737
sims have this
radiohead . If
the NAV
radios on your
sim look
"something"
like this (they ar. ocated on the lower PEDESTAL)
make sure tl:le are in AUTO unless using for
APPRO~CH. While not part of the BIG FIVE, we
nonetheless will be setting the NAV radio as part of
the APPROACH setup.
r--~---------------~--------~
I To avoid MAP SHIFT, it is essential that we have the radios I
I operating in the AUTO mode, unless they are specifically I
~ being used for specific navigation or approach purposes. :
._--------------------~--~~-- © MIKE RAY 2012

OVERHEAD
PANEL
LEFT ROW
Activating the
Master switch will
energize the
toggle switch and
allow it to be used
to move the flaps.
DISPLAYS
Control Panel System FAIL lights
- FEEL
Navigation
DIFFERENTIAL
Information
PRESSURE
Source
- SPEED TRIM
controls
- MACH TRIM
-AUTO SLAT
Display
source
Fuel
Temperature Gauge
Fuel valve
Indicator lights
FUEL Filter Bypass

Operations Panel
Fuel Pump switches
and
Pressure Indicators Fuel System
Synoptic
e MIKE RAY 2012

page 144 ,..6Iulod j,y UI"'l VE RS I TY . f TEM EC L'LA PR ESS
OVERHEAD PANEL LEFT
FLIGHT CONTROL panel switches ARM
All lights out and GUARDED SWITCH COVERS closed.
YAW DAMPER switch ON

Switch on, Light OFF. Requires #1 TRANSFER BUS to be powered.
ALTERNATE FLAPS switch GUARD DOWN (switch OFF)

By activating this switch, you arm the toggle switch
and you can move the flaps with this switch
DISPLAY CONTROLS panel Switches ON
FUEL TEMPERATURE gauge Check

Minimum fuel temperature -43 degrees C
Maximum fuel temperature +49 degrees C
FILTER BYPASS Light OFF

If light comes on, it indicates an impending fuel filter bypass
due to a contaminated filter.
It may not be ice because the system has automatic fuel heat.
FUEL system operations panel Pumps on, LOW PRESSURE lights out
Normal fuel is to have the fuel tank switches ON
for tanks containing fuel.
CAUTION:
Center tank fuel pump switches should be ON
only if the fuel quantity in the center tank
exceeds 1000 pounds.
-Fuel use protocols "normally " use center tank fuel first.
-Regarding "SUCTION FEED " ... Engines can operate with no fuel
pumps ON and suction feed
from tanks 1 and 2,
but you may get a "FLAME OUT" if you are
above 30,000 feet.
-APU can suction feed from Tank #1.
-SCAVENGE pumps .. when both the
CENTER tank pumps are turned OFF, a JET
PUMP operates for 20 minutes to scavenge
about 300 pounds to the #1 tank.
@MIKE RAY 2012

OVERHEAD ~ :. 'f\?i
PANEL ELECTRICAL panel

; .~~i ;·~
SECOND ROW
Ammeter/
Voltmeter
LCD indicator
display
T/R FAIL
Battery (Transformer
Discharge Rectifier)
light and
ELECTRICAL
FAULT
DC light
Selector
switch AC
Selector
Battery switch
Switch
CABIN
and IFE/PASS
Standby Power Amenities
Light and selector switches
Ground Power IDG

Available (Integrated Drive
Indicator Generator)
and Switch Disconnect switch
and light
Electrical Power BUS

Control Panel Transfer
switch
GEN/APU
APU BUS
Auxil iary Availablility
Power Unit switch
indicators
Windshield
Wiper
controls
© MIKE RAY 20 12
page 146 PUbli.5hcd by UNIYERSI T Y ,,/ TEM E CULA PR ESS
SECOND OVERHEAD PANEL

ELECTRICAL PANEL CHECK
Place the DC SELECTOR switch in BAT
Voltage should read 22 - 30 Volts
Minimum battey for APU start: 23 Volts (desired 27 Volts)..
Place selector in TR (Transformer - Rectifier):
Volts should read 24-30 Volts.
BATTERY switch ON
When the BATTERY is the only source powering the airplane,
this is the main power Switch for the airplane. After all other
power sources are removed from the airplane , switching this
OFF will completely de-power the airplane.
GALLEY POWER ON
(also called CAB/UTIL and IFEIPASS SEAT) switch
IDG (Integrated Drive Generator) disconnect switches CLOSED

Open the safety cover, and select the switch will "PHYSICALLY"
disconnect the generator from the engine drive.
Can only be reconnected with the airplane on the ground.
GROUND POWER available light ON or OFF

Only indicates that an available external power source is
plugged into the external power receptacle and within limits.
GENERATOR SELECTOR panel Once APU operating , APU GEN ON
APU operations panel EGT indicating, and LIGHTS OUT
WINDSHIELD WIPER controls PARK
@MIKE RAY 2012

OVERHEAD
PANEL
SKINNY MIDDLE COLUMN
Circuit Breaker
panel light
controls
EQUIPMENT
COOLING EMERGENCY
controls EXIT
Light switch
FASTEN
SEAT BELTS
Flight
and
Attendant
NO SMOKING
and Ground
sign selectors
CALL
Buttons
First Officer
WINDSHIELD WIPER
controls ENGINE
start control
APU switches
start control
switch
Various Light
controls
Back-up
(wet)
COMPASS
© MIKE RAY 20 12
MIDDLE OVERHEAD PANEL
EQUIPMENT COOLING controls NORMAL
•r-----------------------------•
• If the EQUIP COOL EXHAUST light comes on during flight , :
• continued flight beyond 30 minutes may result in loss of •
: Captain Display Units and Lower Center display unit. :
~-----------------------------
EMERGENCY EXIT lights ARMED
All emergency lights come ON with the loss of the #1DC bus.
This means that (if armed or ON) the lights will come on with
the loss of "normal" AC power because the #1 DC bus will become
unpowered.
FASTEN SEAT BELT sign AUTO (or ON)

In AUTO:
- the light will come on when the gear or flaps are extended.
-If cabin altitude exceeds 10,000 ft or Passenger 02 deployed,
then Seat Belt sign will automatically illuminate.
- Aircraft descends below 10,000 feet.
FIRST OFFICER WINDSHIELD WiPERS PARK then OFF
•~-----------------------I
:
- J
DO NOT USE WIPERS ON DRY WINDSHIELDl •
EXTERNAL LIGHTS SET as required

- ANTI-COLLISION light must be on when engines on or aircraft
moving.
- POSITION lights are (usually) ON at all times.
- LOGO LIGHTS generally used only below 18,000 feet
APU START control switch RUN (or OFF)
ENGINE START control switch OFF

- GRD opens the START VALVE. Use this switch to "start" the engines.
- CONT provides ignition to both ignitors and is used when:
air start, severe turbulence, moderate to severe icing ,
moderate to heavy precipitation, hail, or sleet.
WET (BACKUP) COMPASS matches HEADING
@MIKE RAY 2012

OVERHEAD
PANEL
fOUR1H COLUMN l!!1!!!I!!U
PROBE HEAT
Static/Probe
Control panel
•
Engine/Wing
ANTI-ICE
Control panel
HYDRAULIC
SYSTEM
Control panel
CVR
Cockpit Voice
Recorder
Control panel
PRESSURIZATION
Indicator
panel
CABIN
DIFFERENTIAL
PRESSURE
CABIN
ALTITUDE
© MIKE RAY 2012

page 150 PUbli.5hcd by UNIYERSI TY ,,/ TEM E CULA PRESS
FOURTH OVERHEAD PANEL

WINDOW HEAT controls ALL ON
-If all four GREEN lights on, there is no need for a power test.
-If OVERHEAT light ON, you may reset the system by positioning
the switch OFF for about 5 minutes, then setting back ON.
:t3
PROBE HEATI STATIC HEAT switches OFF
r·---·--··---·--··---·--·-----~I
CAUTION: I
I .. • Important note . Used to calculate Airspeed and :
: • J Mach number. Once the engines are started,we I
I ' MUST remember to turn on the PROBE HEAT! :
I
~-----------------------------~
Failure to have PROBE HEAT ON for ENGINE operations above 70% N1
will result in EEC entering an alternate mode and possible overspeed.
ENGINE I WING ANTI-ICE switches OFF
Later, once the engines are started, we will consider possible

use of the ANTI-ICE.
HYDRAULIC SYSTEM switches A and B ELEC ON
COCKPIT VOICE RECORDER (CVR) NO ACTION
FYI : The TEST is to place a headphone into the receptacle and

speak into the microphone, listening for a response after a short delay.
PRESSURIZATION panel CHECK
A: CABIN DIFFERENTIAL PRESSURE ZERO

B: CABIN ALTITUDE FIELD ELEVATION
C: CABIN RATE OF CLIMB ZERO
@MIKE RAY 2012

OVERHEAD
PANEL
RIGH1 COLUMN
r---------I
1 NOTE: 1
1 On the -800 and 1
AIR
CONDITIONING
Control panel
f..----------- -J : 1
___
900 there are
two recirc _fans.
1
I
1
.. -----------,
: AUTO FAIL :
: 0· :
I
:
I
I1
"LIGHT OUT''' I
. .- 1. I
I
I1
p-_.._-_....•
Pressurization I
I
J
Mode Control :
~~~'!!I"'!I"'''
: 0-
"AUTO"! I
Electronic
PRESSURIZATION I .~ .
1
I:
Controller I . I
1• • • • • .1
© MIKE RAY 2012

page 152 PUbli.5hcd by UNIYERSI TY ,,/ TEMECULA PRESS
RIGHT OVERHEAD PANEL
AIR CONDITIONING control panel SET
- SOURCE selector SUPPLY DUCT

- TEMP gauge Indicate temperature in degrees C in
location selected by the SOURCE selector.
- AIR MIX VALVE indicators indicators only
- TEMPERATURE SELECTORS set to AUTO /NORMAL
DUAL BLEED light normally OFF
- If light on, it means that BOTH the engine bleed and the APU
bleed are supplying air to the pneumatic manifold. In this case,
ensure that the engine is run at no greater than IDLE or
deselect the APU bleed source.
PNEUMATIC AIR control panel SET
- RECIRC FAN switches AUTO

- PNEUMATIC DUCT PRESSURE indicates BLEED AIR
- PACK switches AUTO
- TRIM AIR SWITCHES (-800) ON
- ISOLATION SWITCH OPEN
- ENGINE BLEED switches ON
- APU BLEED ON
(Unless EXTERNAL AIR is used for AIR CONDITIONING)
PRESSURIZATION PANEL SET
- FLIGHT ALTITUDE SET

- LANDING ALTITUDE SET
0- PRESSURIZATION MODE selector AUTO

rii1 AUTOMATIC FAIL light EXTINGUISHED
@MIKE RAY 2012

&LARESHIELD ~11!1!!1 ~~;~~

-------
.- ;'~~
.
PANEL
MCP
(MODE CONTROL PANEL)
EFIS CONTROL PANEL

This is the panel that controls
the functions of the ND
(Navigation Display) also
called the HSI (Horizontal
Situation Indicator)
FIRE WARNING
MASTER CAUTION
and
System Annunciators
light pack
© MIKE RAY 2012

GLARESHIELD
EFIS CONTROL PANEL

The ECU or EFIS CONTROL UNIT is a operational control center for the NO
(Navigation Display) also called the HSI (Horizontal Situation Indicator). Almos t
everything that it does is reflected in changes on the NO (HSI).
BAROMETRIC REFERENCE SET
VORlADF switches as desired
MODE selector MAP
CENTER switc h (I suggest) CTR OFF
RANGE selector As desired or 40 MILES
TRAFFIC switch As desired
MAP switches As desired
MCP (MODE CONTROL PANEL)
When setting values on the MCP , ensure that the corres ponding display on the
instrument panel changes also.
BOTH FLIGHT DIRECTOR switches F/D ON
AUTOTHROTTLE (AIT) switch OFF
COURSE selecto rs SET
lAS/MACH selector set V2 + 20 or 250 Kts
HEADING selector set RUNWAY HEADING
ALTITUDE selector set INITAL CLEARED ALTITUDE or RESTRICTION
BANK ANGLE LIMIT 25 degrees
AUTO-PILOTS DIS-ENGAGED
@MIKE RAY 2012

GLARESHIELD can't
Both the "LIGHTS" and the SYSTEM ANNUNCIATORS are also PUSH TO
ACTUATE switches. Depressing them will extinguish the warning light and warning
bell and reset the system .
FIRE WARN / BELL CUTOUT: When this light comes on, it
means a FIRE WARNING, SYSTEM TEST, APU,or MAIN GEAR
WHEEL FIRE !!!! YIPEI
To really get your heart pumping ... when it comes on there is also
a FIRE BELL!!!!.
- PRESSING the light will SILENCE the BELL and RESET the system .
NOTE: there is a "BELL CUTOUT" switch on the FIRE PANEL located on AFT
ELECTRONIC PANEL that will accomplish the same thing.
rF-- ---=. MASTER CAUTION: When this light comes on, it means a
MASTER
CAUTION SYSTEM ANNUNCIATOR HAS COME ON.
- PRESSING the light will RESET MASTER CAUTION and
.:....--==-...
PUSH TO RESET
RESETS SYSTEM FAULT ANNUNCIATOR for additional system
anomalies.
NOTE: If FAULT condition or anomaly remains , the MASTER CAUTION
light will come on again.
ANTI-ICE ~ ENG
HYD OVERHEAD
DOORS AIR COND

=
These are the "SYSTEM ANNUNCIATORS" Here is the way that they work.
If there is an AMBER light illuminated ... it will relate to a system with an
illuminated light on the FORWARD OVERHEAD, AFT OVERHEAD, or
OVERHEAT/FIRE PROTECTION panel.
To extinguish the light, depress either MASTER CAUTION light. This will
RESET the system.
PRESS TO RECALL: This is a bit tricky, but frequently during a flight you will find
the checklist requesting that you "RECALL " the system annunciator. Here is how
you do that. Even though the lights may be out and the annunciator is black,
depress the switch pack and it will display any system warnings that have
previously been extinguished but the malfunctions are still indicating .
© MIKE RAY 2012

page 156 pub/Moed by UN 1YERSIIT ,,/ TEM E CULA PRESS
FORWARD PANEL
LEFT SIDE
LIGHT
AUTOFLIGHT test
DISPLAY PANELS ANNUNCIATORS switch
selectors (Push to reset)
BELOW GLIDE SLOPE

indicator
ND
(NAVIGATlON
DISPLAY) or
EHSI
PFD (ELECTRONIC
(PRIMARY HORIZONTAL
FLIGHT SITUATION
DISPLAY) or INDICATOR)
EADI
AIRCRAFT (ELECTRONIC
NUMBER ATTITUDE
DIRECTION LIGHTING
plaque control panel
INDICATOR)
© MIKE RAY 2012

LEFT FORWARD PANEL

CAPTAINS INSTRUMENT PANEL
CLOCK SET
TIME/DATE pushbutton , set UTC time

ATTENTION : This is a really confusing thing so be careful that you
don't screw this up. Think BEFORE you start pushing buttons.
NOSE-WHEEL STEERING switch NORM
DISPLAY select panel SET

- MAIN PANEL DISPLA Y UNITS (PDU) selector NORM
- LOWER DISPLY UNIT selector NORM
FLIGHT INSTRUMENTS (PFD and ND) SET

(IRS ALIGNMENT must be complete)
PFD:
- SCREEN NO FAULTS
- FMA (Flight Mode Annunciator) BLANK
- AFDS FLIGHT DIRECTOR (FD)
- AL TlMETER Indicating
NOTE: The "NO V SPEEDS" message is normal; until the V-Speeds
are selected during the CDU/FMC loading process.
ND:
-MODE MAP
- RANGE 20 NM
~
TAS - - -
100 0000 --'/-- - - - -2
D~
l1O.5OItlIXr - - Nt
100 -€I OI'E - - 400
Il S FD
\ \ ' .... I , /
80 - NO
v ... .... 0 - 100
60 - ~ lll!:l
B-o
45A - ==,:) a [[=
0
0
-B~ ;"'''''l T
lO-
~
0
-4 - - 100
0 0 I 0 0
TCAS 6,
29 .92 'M. OFF
...
1.00
..
D.D
@MIKE RAY 2012

FORWARD CENTER
PANEL ..
•••
~
AUTOBRAKE
selector FLAP
POSITION
indicator
FUEL
FLOW
reset
LANDING
GEAR
indicator
lights
STANDBY
ALTIMETER
and
AIRSPEED
INDICATOR
STANDBY RDMI
Radio Distance
Magnetic Indicator FLAP
SPEED
placard
Lower
EICAS
e MIKE RAY 2012

page 160 "..6Iulod j,y UI"'l VE RS I TY _f TEM EC L:LA PR ESS
CENTER FORWARD PANEL

FORWARD CENTER PANEL
STANDBY FLIGHT INSTRUMENTS CHECK
STANDBY HORIZON SET

Erect horizon and verify proper attitude
STANDBY ALTIMETER SET
STANDBY AIRSPEED INDICATOR VERIFY

Airspeed indicates ZERO
STANDBY RDMI SET

Select either VOR or ADI
ENGINE DISPLAY CONTROL panel SET
N1 SET selector AUTO
FUEL FLOW switch RATE

Move switch to RESET, then RATE.
SPEED REFERENCE selector AUTO
AUTOBRAKE select switch RTO
ANTISKID INOP light EXTINGUISHED
ENGINE INSTRUMENTS CHECK
MFD ENGINE switch , PUSH to

display the LOWER DISPLAY UNIT
NOTE: The EGT, FUEL FLO~ and

OIL PRESSURE are not displayed
until the START SWITCH is moved to
GRD (Engine must be active).
CONFIRM PRIMARY and

SECONDARY indications display
existing conditions and are all within
normal or expected limits.
@MIKE RAY 2012

FORWARD PANEL
RIGHt SIDE
BRAKE
PRESSURE AUTOFLIGHT
indicator ANNUNCIATORS
(Push to reset)
GPWS
Ground Proximity
Warning System AIR VENT
control panel controls
© MIKE RAY 2012

THROTTLE QUADRANT
SPEED BRAKE DOWN I DETENT
REVERSE THRUST LEVERS DOWN
THRUST LEVERS CLOSED
START LEVERS CUT OFF
PARKING BRAKE SET

Parking brake light ON
STABILIZER TRIM CUTOFF switches NORMAL
REVERSE
THRUST THRUST
LEVERS LEVERS
FLAP
START
PARKING BRAKE and LEVERS
WARNING LIGHT
@MIKE RAY 2012

Let's take a closer look at the

::·_~~:i
THROTTLE r.-
="._~~
.t.:....
QUADRANT
The throttle quadrant (also called the Control Stand) has levers and buttons
and indicators that serve about a dozen functions. Some of these functions
are related to thrust management, and the rest serve to operate flight
controls. Let's take this opportunity to look more closely at one of the most
interesting and functional parts ofthe airplane .
© MIKE RAY 2012

page 164 PUbli.5hcd by UNIYERS ITY ,,/ TEMECULA PRESS
f1\
\2..1
SPEED BRAKE LEVER. This lever has two positions that are of
interest to simmers. While on the actual airplane the pilots can
move the lever to intermediate positions in order to select the
exact amount of spoiler deployment desired; in the simulator, there are
QWERTY key commands that are used . There are three positions to
choose from:
-IN-FLIGHT extension ("I" qwerty).
- ARMED position (" SHIFT-I") ... Ground spoilers will deploy
automatically with gear spin-up.
- RETRACT ("I" or Move thrust levers out of IDLE)
f2\
\!;)
RE':'ER~ER LEVERS . These levers are used to place the
engines Into reverse.
The THRUST LEVERS must be in IDLE before the REVERSERS

can be deployed.
The levers have THREE positions:
- STOWED (Full forward)
- IDLE DETENT (First notch upward)
- DEPLOYED As you pull them more and more backward ,
greater and greater reverse thrust is applied.
On the simulator ...

use the F2 keyboard key to deploy the REVERSERS, and
the F1 keyboard key to retract the REVERSERS .
13'" FLAP selector handle.

~ Moving the selector to the appropriate "NOTCH" on the guide
will cause that particular FLAP to be selected.
On the MSFX: Use the following keys:

- F7 will select one notch of flap for every click,
- F6 will raise the flaps one notch for each click,
- F5 will retract the flaps FULLY with one click.
@MIKE RAY 2012

f4\
\:!.)
FLAP INDICATOR scale . This represents the position of the
flap handle according to the amount of flap that was selected.
Notice that the re are two "GATES" along the selector. One at "2"
and one at "15". These serve to divide the selections into three sections.
"1" degree is leading edge devices only ...no trailing edge flaps. "2"
through "15" are maneuvering and take -off flaps ... and "25" through
"40" are landing flaps.
® TRIM WHEELS . There are two rather large trim wheels that
spin when the ELEVATOR (PITCH) trim is being selected. If the
ELECTRIC TRIM is inop, these wheels may be manually turned
to select trim. These wheels spinning back and forth create a special
sound that is like a "dog gasping" or a rasping cough.
The manual trim keys in the sim are: "NUMBER 8 key" for ELEVATOR
UPTRIM and the "NUMBER 2 key" for ELEVATOR DOWN TRIM .
® THRUST LEVERS. Forward increases the thrust and pulling

the levers aft reduces thrust.
On MSFX , you can use the following QWERTY key commands:

F1 KEY to reduce thrust to IDLE.
F2 KEY (PRESS and HOLD) will set REVERSE THRUST.
F2 KEY or NUM PAD 3 will DECREASE THRUST.
F3 KEY or NUM PAD 9 will INCREASE THRUST.
F4 KEY will set MAXIMUM THRUST.
TRIM indicator. The trim indicator MUST BE in the "GREEN

(f)
7 BAND" for take-off or the takeoff warning horn will sound and
cannot be extinguished until the situation is resolved.
AUTO-THROTTLE " OFF" button. In the end of the THRUST
® 8 LEVER handles are little buttons , that when depressed will

dis-arm the auto-throttles (AIT).
You can also disarm the AIT by using the AfT switch on the MCP.
© MIKE RAY 2012

® TOGA (Take-Off and Go-Around) buttons . Even though there are

two of them , one on each thrust lever ... activation of just one of the
buttons will select TOGA for BOTH engines.
The functions and how they work will be discussed in greater detail later in
the narrative; for now, suffice it to say that these buttons are used for
TAKE-OFF and GO-AROUND.
The MSFX command is CTRL - SHIFT - G. Oddly enough, the i-Fly 737NG
has placed a tiny "GA" button on the MCP and the PMDG 737NGX uses
the "SCREW" on the left side of the MCP as selection points.
tfO'
~
PARKING BRAKE handle and light. On the airplane , to set the
brakes , the pilot must depress the toe brakes on the rudder pedals
and then pull the brake selector back into the detent. On the MSFX
the command CTRL - "." will set the parking brake. Depressing "just" the
" ." will toggle the brakes.
@1 FUEL CUTOFF lev erS' UP is ON, and Down is OFF. It's use will be
described when we do an engine start later.
This is the leverthat you select down to shut off the engines.
~1 STAB TRIM cutout switches. They are used when there is an

\!.9 irregularity with the PITCH TRIM system that requires it to be
deactivated or isolated.
Not used on MSFX
LANDING GEAR WARNING HORN cutout switch. This warning

@
1 horn comes on in two regimes :
3 _When engines are at idle without the gear down, you can silence
the horn by depressing this button .
- When Flaps are selected greater than 15 degrees without the gear
down , the horn will sound and CANNOT be silenced until the gear are down
and locked.
@MIKE RAY 2012

FIRE/OVERHEAT
PANEL
r-----------------------·
: We have previously discussed the operation and :
I testing of the "FIRE PANEL" when we completed I
: theAPU starting procedure. :
~----------~--~---~----_.
There are THREE CONTROL HANDLES labeled "1", "APU", and "2".
-STOWED Normal Operations
-PULLED SHUTS OFFthe ENGINEIAPU
-PULLED and TURNED RIGHT DISCHARGES one EXTINGUISHER
- PULLED and TURNED LEFT DISCHARGES other EXTINGUISHER
Each ENGINE has two completely different FIRE EXTINGUISHERS.
Since the APU only has ONE FIRE EXTINGUISHER, turning the handle either way
will discharge the extinguisher.
FIRE BELL 2 ENGINE OVERHEAT

CUT-OUT indicators
Push to silence bell
DISCUSSION:
The FIRE EXTINGUISHER system on this airplane is SIMPLE .
The DETECTORS have two levels;
- HOT ... Which is interpreted as "OVERHEAT", and
- HOTTER ... Which is interpreted as "FIRE".
The WARNING system consists of :

3 FIRE EXTINGUISHER
OVERHEAT DISCHARGE HANDLES
- MASTER CAUTION light Pull and turn to actuate
- OVHTIDET light
- ENG OVERHEAT light.
FIRE
- FIRE BELL sound (cont inuous ringing bell)
- BOTH MASTER FIRE WARNING lights
- FIRE HANDLE lights up.
-All related ENG OVERHEAT lights comeon .
Pilot response will be to "PULL and TURN " lighted handle to discharge the fire
extinguisher.
© MIKE RAY 2012

page 168 PUbli.5hcd by UNIYERS ITY ,,/ TEMECULA PRESS
FIRE PANEL
WHEEL WELL FIRE warning system TEST
NOTE: Alert GROUND PERSONNEL prior to conducting this test with

the APU running , because the FIRE WARNING LIGHT flashes and
the FIRE WARNING horn sounds on the APU GROUND control panel.
TEST switch HOLD to OVERHEAT/FIRE
Verify:
- FIRE WARNING BELL sounds
- FIRE WARNING lights illuminate
- MASTER CAUTION lights illuminate
- OVERHEAT/DET annunciator illuminates
FIRE WARNING BELL CUTOUT PUSH
Verify;
- WARNING LIGHTS extinguish
- FIRE WARNING BELL shuts off
- WHEEL WELL FIRE warning light illuminated.
@MIKE RAY 2012

LOWER PANEL
LEFT SIDE
VHF/HF RADIO
(COMMUNICATION)
control panel
VORRADIO
(NAVIGATION)
control panel
ASP
AUDIO SELECTOR
PANEL
HGS
Operating panel
ADF RADIO
(navigation)
Control panel
PANEL LIGHTING
controls
© MIKE RAY 2012

LOWER PANEL
MIDDLE
WEATHER
RADAR
Operating panel
CARGO FIRE
DETECTOR
control panel
TRANSPONDER
VHF/HF RADIO control panel
(COMMUNICATION)
control panel
AILERON-RUDDER
TRIM
control panel
@MIKE RAY 2012

LOWER PANEL
RIGHT SIDE
VHF/HF RADIO
(COMMUNICATION)
control panel
VHF RADIO
(NAVIGATION)
control panel
ASP
AUDIO
SELECTOR DATA PRINTER
PANEL
FLIGHT DECK
DOOR
control panel
STAB TRIM
OVERRIDE
control panel
© MIKE RAY 2012

LOWER CONSOLE (3 PANELS)

COMM RADIOS SET
#1 radio set for ATC, TOWER, GROUND CONTROL, etc.

#2 radio set for COMPANY, ATIS, DISPATCH, etc.
#3 radio set for DATA.
NAV RADIOS SET for DEPARTURE
Set and identify NAV RADIOS for departure or enroute

navigation.The FMC may be used to identify all fixes defined by DME, VOR,
VORIDME and NDB ... but only IF:
- ANP is less than or equal to RNP
- "UNABLE REQ'D NAV PERF-RNP" not displayed.
- All fixes are retrieved using a CURRENT NAV DATABASE and
waypoints are verified with current departure chart.
COMMENT: While it is "possible" to comply with these restrictions; in

this exercise, compliance with the currency requirement will not be enforced.
DATABASE information that comes supplied with the simulation may be out of
date; however, it will be considered OK FOR THIS SIMULATION EXERCISE!
AUDIO CONTROL panel SET
ADF RADIOS SET as required
TRANSPONDER/RADAR SET/STANDBY
RUDDER and AILERON TRIM SET to ZERO units
FMC/CDU COMPLETE the INITIALIZATION
Use the tutorial in the next section to

complete the FMC/CDU initialization.
@MIKE RAY 2012

All the "CHECKLISTS" added together in one place
CUMULATIVE
ELT ARM
LE DEViCES TEST
IRS NAV
SERVI CE INTPHN ON
PMC LIGHTS OUT
CREW 0 2 ON, LIGHT OUT
FLIGHT DATA REC LIGHT OUT
STALL WARNING TEST PUSH
PSEU LIGHT OUT
AUX LANDING GEAR LIGHTS 3 GREEN
FLIGHT CONTROL COMPUTERS ARM
YAW DAMPER OFF
ALT FLAPS SWiTCH GUARD CLO SED switch OFF
DISPLAY CONTROLS ON
FUEL TEMP GAUGE CHECK
FILTER BYPASS LIGHT OFF
FUEL PUMPS ON , LOW PRESS LIGHTS OUT
ELEC PANEL CHECK
BATTER Y SWITCH ON
GALLEY POWER ON
IDG CLOSED
GROUND POWER SWITCH ON or OFF
APU ON EGT INDICATING , LIGHTS OUT
GENERATOR SELECTOR IF OPERAT ING, APU ON
CAPT WINDSHIELD WIPERS PARK/OFF
EQU IP COOLING NOR MAL
EMERGENCY EXIT LIGHTS AR MED
PASSENGER SIGNS ON (or AUTO )
F/O WINDSHIELD W IPERS PARK/OFF
EXTERNAL LIGHT S SET AS REQUIRED
APU START CONTROL SWITCH RUN (or OFF )
ENGINE START SWITCHES OFF
WET COMPASS CHEC K HEADING
WINDOW HEAT ALL ON
PROBE HEAT OFF
ENGINE/WING ANT I-ICE OFF
HYDRAULIC SYSTE M A and B ON
COC KPIT VOICE RECORDER TEST
PRESSURIZATION INDICATORS CHECK
AIR CONDITIONING PANEL SET
BAROMETRIC PRESSURE SETTING SET
VOR/ADF AS REQUIRED
MODE SELECTOR MAP
CTR CTR OFF
RANGE AS REQUIRED
TRAFFIC SWITCH SET
MAP SWITCH SET
BOTH FLIGHT DIRECTORS ON
AUTO-THROTTLE OFF
COURSE INDICATOR SET
lAS/MACH SET V2+20
HEADING RUNWAY HEADING
ALTITUDE CLEARED ALTITUDE
BANK ANGLE 25 degrees
AUTO-PILOTS DISENGAGED
CLOCK SET
NOSEWHEEL STEERING NORM
DISPLAY SELECT SET
PFD CHECK
ND CHECK
STANDBY INSTRUMENTS CHECK
ENGINE DISPLAY SET
AUTOBRAKE SELECTOR .RTO
ANTI-SKID LIGHT EXTINGUISHED
ENGINE INSTRUMENTS CHECKED
SPEED-BRAKE DOWN/DETENT
REVERSERS DOWN
PARKING BRAKE SET, LIGHT ON
STABILIZER TRIM CUTOFF NORMAL
WHEEL WELL FIRE WARN ING TEST
COMM RADIOS SET
NAV RADIOS SET
AUDIO CONTROL PANEL SET
ADF RADIO SET
RUDDER and AILERON SET TO ZERO
FMC/CDU INITIALIZATION
SECTION: 12
Right here is where most "potential" airline pilot flight simmers get all frustrated.
This seems to be the place where confusion reigns supreme and where a lot of
sim aviators give up and go surfing. I want you to know that this is not brain
surgery ... and you can master the CDUlFMC. Follow me though on my loading
process and see if it makes sense ... and then keep doing it until loading the
CDUlFMC becomes second nature. YOU CAN DO IT!
o 177 How to access the CDU

o 178 CDU Flows
o 180 Start loading CDU here
o 180 Loading MENU page
o 181 Loading IDENT page
o 181 Loading POS INIT page
o 182 Loading ROUTE page
o 184
185
Departure SID
Enroute segment
o 186 Airways segment
o 187 Arrival segment
o 188 LEGS page
o 190 using the PLAN mode
o 191 PERF INIT page
o 193 N1 LIMIT page
o 194 TAKEOFF REF page
© MIKE RAY 2012

page 176 publi51.cd by UNIYERS ITY ,,/ TEMECULA PRESS
HOW TO ACCESS THE
THECDUIFMC
HOW TO OPEN THE

CDUIFMC
Once you select the FMC,
you will be greeted with
this CDU display. YIPEl I
know it looks like it is
written in Greek , but don't be intimidated. Learning about this part is the absolute
KEY ITEM in learning how to fly the airplane like a professional airline pilot. You
gotta learn how to load the CDUlFMC .
In order to "LOA D" the CDUlFMC , we will have to physically place the information
into the CDU (Computer Display Unit) keypad and do it in a specific and complete
way .... EACH TIME WE FLY!!!!
Right here is where most of the flight simulation wannabe airline pilots fall off the
turnip truck . BE STRONGl I am here to tell you what to do ... Don't expect to be
able to get all of this complicated stuff straightened out in a single lesson (NOTE:
Albert Einstein busted his check-ride 43 times!) .
@MIKE RAY 2012
CDU "FLOWS"
1: IDENT page
1 Remove CDU "messages" using CLR key

LS6R POS INIT>
2: POS INIT page
2 Place REF AIRPORT and GATE (if desired)

LS6R ROUTE>
3: ROUTE page
3
Place ORIGIN and DEST
Select the DEP ARR key
4: DEP ARR page

Select DEPARTURE RUNWAY, SID, TRANS
4 LS6R ROUTE>
ACTIVATE>
EXEC
Select "LEGS" key
5: Place first waypoint of ENROUTE routing in CDU

EXEC
5 Select RTE keySelect
6: NEXT PAGE key
6 Select AIRWAYS and ending WAYPOINTS

EXEC
Select DEP ARR key
7: DEP ARR Select ARRIVAL RUNWAY, STAR, TRANS

and (if available) other route features
7 including MISSED APPROACH and HOLDING.

EXEC
LEGS
Close up the DISCONTINUITIES
EXEC
RTE page key
LS6R (PERF INIT)
8: PERF INIT page
8 Fill in the blanks

EXEC
LS6R N1 LIMIT>
9: N1 LIMIT page
9 LS6R TAKEOFF>
10: TAKEOFF REF page
10 Type FLAPS desired

Select V1, VR, V2
Select the LEGS key
11: LEGS page
11 Review routing queue on LEGS page.

Leave CDU on LEGS page.
page 178
@MIKE RAY 2012
publ i.sh...d by UNIV ERS I TY o/ TBM ECULA PRESS
@MIKE RAY 2012

WWW:UTEM.COM
START LOADING CDU HERE:
Probably the reason "most" flight simmers tend to scoff at flying the airliner simulation in
the same way that they were intended to be flown is ... you guessed it!... loading the CDU!
They are just intimidated by the seeming impenetrable nature of the complexity of aviation
in general , and the modern computer aided flight management systems that have
proliferated in the cockpits of todays airliners . And while I am not going to sing a stanza of
Koombyaa for you, I am going to suggest that this is not all that imposs ible to understand. I
know that once you get the hang of it, you will never want to return to the old "point and
shoot" technique offlying.
Once you have situated the CDU (also called the

FMC by some) on your computer screen , the
display will look something like this . The screen I
have depicted is the one for the PMDG NGX.
The iFly 737NG is similar. We are NOT going to
discuss all the functions of the selections on
these screens, since most of them apply to the
individual flight simulator and differ from display
to display.
I--S-T-E-P-1:-LS-1-L-(-<-F-M-C-).-~
This will bring up the IDENT page .

Here is where the pilot will confirm that
the computer database and the
airplane are the same. This is
important to real pilots ... since the
databases is constantly being changed
for operational reasons , pilots must
make certain that the date sensitive
information is current. There usually is
a message at the bottom of the
"simulator" CDU screen that "may" say :- - -....
NAV DATA OUT OF DATE.

To remove the massage from the CDU ;
STEP 2: Depress the CLR key.
It may take several depressions if there

are more than one message "stacked"
in the message queue. The
"SIMULATOR" airplane will operate
nicely with an outdated database .
However, for dedicated flight simmers ,
it is possible to "update" the "NAV
DATA". You do that by going to this
website:
www.navigraph.com
... and there you may purchase up-to-date databases specifically created for many
simulation airplanes such as the iFly 737 NG and the PMDG 737 NGX. You can
download and install updated databases. The bottom line here is this ... since we are
NOT operating in the "real world" :
r--------------------------------I
: IT IS OK TO USE WHATEVER DATABASE :
I IS ALREADY INSTALLED. I
--------------------------------
I
page 180
.. I
© MIKE RAY 2012
publi51.cd by UNIYERS ITY ,,/ TEM ECULA PRESS
STEP 3: LS6R
(Line select POS INIT»
This will bring up the POS INIT page.
STEP 4: TYPE YSSY I

This is the four letter designator for the
DEPARTURE airport. It will place the
selection into the SP (Scratch Pad) .
Note that since we elected to be located at

GATE 58 ... to place the airplane "AT THE
GATE" select "58" for the GATE position on
the CDU page . If we leave the GATE
dashed line empty and only select the "REF
AIRPORT", then the CDUlFMC will use a
default airport LATILONG position. This is
adequate for initial navigation purposes
until the update function become active.
STEP 5: LS2L I
This will place the departure airport
designator (YSSY) in the REF AIRPORT
slot. Look at the LAT/LONG numbers and
see if they are "sorta" similar to the "LAST
POS" on the CDU. If we were flying a real
airplane , then the chances are that the jet is
the same place as it was when it was shut
down by the last

crew ... but
consider that they
might have towed
the airplane from
somewhere else or changed the
CDU/FMC for maintenance purposes .
To place the airplane "AT THE GATE";
I STEP 6: TYPE 58 I
I STEP 7: LS3L I
I STEP 8: LS6R I
This will select the next CDU page labeled
"ROUTE"
@MIKE RAY 2012

THE INFAMOUS ROUTE PAGE
The ROUTE PAGE is where most of the problems arise with the CDU LOADING
evolution. Let's see if we can take this step-by-step and understand where the
pitfalls are.
There are a lot of subtly different programs that
operate the CDUlFMC. Some will place the
DEPARTURE AIRPORT on the first RTE page
automatically (PMDG 737 NGX is one) and
some will not (iFly is an example of this). So the
first thing to do on the RTE (ROUTE) page is to
determ ine if YSSY is in the SCRATCH PAD. If
not, put it there .
STEP 9: TYPE YSSY
STEP 10: LS1L
STEP 11, TYPE YMML I

This will place YMML in the SCRATCH PAD
STEP 12: LS1R
This will place YMML in the DEST slot.
r--------------------------------i
DO NOT ENTER OR CHANGE
THE RUNWAY ON THIS PAGE!
The runway is selected
using the DEP ARR page.
NO NQ'
- •
DO NOT ENTER THE RUNWAY HERE
Technically, placing the runway here will also
enter the runway in the DEP ARR page;
however there is no capability to select
SIDITRANS information on this page .
---------_._---_._---------_._---~
The CDUlFMC requires a minimum of ORIGIN
and DESTINATION and ONE FIX OR
WAYPOINT on the ROUTE in order to begin
loading properly. It may be necessary to supply
that fix, and building the route on the RTE page
is totally a matter of Pilot Technique ... while the
FMC is very forgiving as to the order you enter,
let's stick with the DEPARTURE, ENROUTE ,
and ARRIVAL segments in that order.
I STEP 13: select DEP ARR key I

© MIKE RAY 2012
page 182 publi51.cd by UNIYERSI T Y ,,/ TEMECULA PRESS
THE ROUTE PAGE CHALLENGE!

DISCUSSION:
This is the first place where there is a whole bunch of confusion about what to do next.
••~----------_._---_._---_._--------_.
A ROUTE must be entered and activated.
•:
: The minimum ROUTE information required :
: is ORIGIN, DES TINA TlON, and a ROUTE LEG. •
~---------------------------------_:
Here is the situation . Once you
have completed the ROUTE
page (page 1 of 2). There is no
prompt indicating the next "page"
displayed at the lower right hand
corner of the CDU display. How
do we know which page we
should access next? Here are
two choices:
- One solution is to
go will go directly to
the DEPARR
page.
- It also
makes some
logical sense to
assume that we
could proceed to
RTE page 2.
For this tutorial, we
are going to select the
"DEP ARR PAGE"
key and then later
go to the RTE
LEGS
queue.
During operational time frames in actual airline operations , it isn't

likely that you will receive the actual approved by ATC
ROUTE CLEARANCE until about 20 minutes before
actual push-back from the gate. This can make for a rather
hectic "last minute" CDUlFMC loading activity that
demands the attention of both pilots. In the flight simulation
world , we have the opportunity to create and load any
routing that seems appropriate in a more leisurely manner.
This makes it reasonable to take our time and
LOAD THE ROUTE and insert as much of the
flight plan routing as desired at this moment in
the FLIGHT PREPARATION FLOW.
USING THE
PLAN MODE
to evaluate a flight path.
In developing a plan for leaving Sydney and
intercepting the enroute portion of the routing , it will be
necessary to evaluate the potential SIDs (Standard
Instrument Departures) to see which one would be
conside red the most efficient routing .
The technique for doing this is to use Uic.ro.of'l FNllht SiI'IIUI.tOf R ight Pla n
Srmt1 nl_" I.WIomle lnI1
IUngsford
-,=~_- _-=--
O
.' ".IIIL ...-...""' ...
Olslllrn 36~31'1Tl
the "PLA N" feature of the ECU and NO ESbmilled hJel bun
ESIlmalPd bfTl@Mr<JtHo' 051
36780 II ~90;al 1
to evaluate the various departure SID W 3lflO1n!S ROll I!Hd A!T:(f1)
routings and see how well they link up

with the enroute portion. '50'
SY (11210 } 0, 378
(VOR l
I had initially selected the RIIIET

(wa\'POlrf)
'59 " 348
"CLIFF SID" since it presented a TARAL Y59 22000
smooth transition from CORDO to [_l'POIltl
RIVET; but as I reviewed the chart , it c"-" T59 22000

lI'l'8'lfK11rt)
was obviously NOT available since it : ::;;.~ ~.:..
--:::r=,.: __,
.• .... _ . .. , _ _ .. _
vs
..., .IF ~
HOMJP 22000
clearly stated (NON JET) in the title /Wll\'PQI11 ~
._'......_--._-OQrr
........_-".-.""'-_.-
.r"".."",. _--.- ...
box. Whooops! YO, 22
I
I
------------------. --- -.
STEP E: Place ECU back in the "MAP" mode. IMPORTANT: This is one
the most overlooked screw-up for pilots when using the PLAN mode.
I
I
I I
._--------~---~------------------~_.
page 184
© MIKE RAY 2012
p ub/Mlcd by UNIYERSI T Y ,,/ TEMECULA PR ESS
DEPARTURE SID
The DEP ARR (DEPARTURE ARR IVAL) page is
where you enter the TAKEOFF and LANDING
RUNWAY, SID (Standard Instrument Departure)
routing, and any TRANS (Transitions). It is also
the place where you make changes to the
Runways , should they occu r.
I STEP 14: LS1 L «DEP)
This will select the DEPARTURE

information.
I STEP 15: LS3R (RUNWAY 16R)
This will cause the display to list all the

SIDS relevant for that RUNWAY.
I STEP 16: LS3L (DEENA4 SID)
We had previously, using the PLAN MODE

to evaluate the viability of the route
connec tion, elected to select the DEENA 4
SID and not accept the WOL transition, but
rather leave the transition queue empty. The
flight plan would extend from the last fix in the
DEENA 4 directly to RIVET .
The first fix on the ENROUTE portion would be
RIVET , the last fix of the SID will connect to
the first enroute waypo int. You can see that by
using the "PLA N" mode of the ECUlHSI. It was
my decision after observ ing the alternatives ,
that none of the TRANSITIONS were as good
as taking a route direct from DEENA to RIVET.
While the WOL TRANSITION was the most
likely cand idate, WOL was not a good choice
So I elected NOT to select any of the
TRANSITIONS.
I STEP 17: LS6R(ROUTE»I
I STEP 18: LS6R (ACTIVATE» I

Next, we will work on the ENROUTE segment.
I STEP 19: EXEC key
I STEP 20: select LEGS key I

e MIKE RAY 2012
WWWUTEM .COM
page 185
ENROUTE SEGMENT
Here is our ENROUTE CLEARANCE.
SY Direct RIVET.Y59.DOCEL
NOTE: "SY" is the two digit designator for
the VOR-DME located at Sydney
(Kingsford Smith International airport).
We have selected the DEENA4 for our SID

(Standard Instrument Departure ). For the next
waypoint we are going to use "RIVET" which
just happens to be the first ENROUTE fix in
our FLIGHT PLANNER generated flight plan. It
is generally considered appropriate to use SID
routing to join the airways at your cleared fix.
I STEP 21: TYPE RIVET to the SP
I STEP 22: LS4L (or DASHED LINE) I

Instantaneously and unexpectedly, we are
confronted with the ambiguous 10 list. A "SEL
DESIRED RIVET" page is displayed . This
means that the computer is confused because
somewhere in its database there are "other"
fixes with the same name. From the
LAT/LONG alternate choices , select for one in
the Southern Hemisphere (S latitude) since
the fix is in Australia.
Generally speaking (and this is true MOST of

the time) ... the top listed fix or waypo int in the
list of ambiguous choices is the "correct" one.
I STEP 23: LS1 R
This will place RIVET on the dashed line at the

bottom of the way point queue. In our example ,
that would be LS4L.
STEP 24: EXEC I

STEP 25: RTE key I
STEP 26: type NEXT PAGE
page 186 fHI~Jod Jo

y UNI VERS I TY . f TE.I,fECVLA PRESS
Entering an
AIRWAYS SEGMENT
into the route
Now we are going to "insert" an AIRWAYS
SEGMENT into the RTE 2/2 PAGE. We are
planning to fly AIRWAY Y59 from RIVET to
DOSEl (We got that from the MSFX FLIGHT
PLANNER flight plan). Since RIVET is the point
where we join the airways and has already been
inserted into the CDUlFMC queue; we can place
the AIRWAY named Y59 in the VIA column, and
DOSEl in the TO column. DOSEl is the end point
of our AIRWAY SEGMENT . This will tell the FMC
that we want it to place All the waypoints along
that airway segment from RIVET to DOSEl into
the lEGS PAGE queue from the FMC database .
STEP 27: type Y59 to SP (Y59 is AIRWAY)
STEP 28: lS3l (VIA column) I

This will represent all the waypo ints in that
segment of the airway. We will have to tell the
FMC which part of the segment we desire to have
inserted. We do this by entering the WAYPOINT
"ON THE AIRWAY' where we intend to join the
route (RIVET) and which WAYPOINT we intend
to depart the AIRWAY (DOSEl). We have
already inserted RIVET as our initial airway fix.
So, when we place the AIRWAY on to the CDU,
the FMC will recognize that RIVET is a entering
waypoint on the route queue.
I STEP 29: type DOSEl to SP
Next, we designate the last waypoint on the

airway that we are going to use. That point is
indicated by a row of BOXES , which means it
requires a MANDATORY insert to complete its
calculations .That would be DOSEL. When we
designate that, the FMC will then insert the
intervening portion of the airways waypoints
into the FMC route queue. You may view that
on the lEGS PAGE.
I STEP 30: lS3R
If illuminated, you may select and extinguish

the EXECUTE light.
STEP 31: EXEC

e MIKE RAY 2012
WWWUTEM .C OM
page 187
ARRIVAL SEGMENT
Real life, we would not know which
ARRIVAL STAR or LANDING RUNWAY
would be assigned ; however, since this is
a practice tutorial ... we already "know"
the STAR and RWY. Keep in mind, that
we don 't have to input this information
until later in the flight ... when we are
approach ing the destination ; but let's go
ahead and complete the routing now.
This is a good teaching opportunity.
STEP 32: DEP ARR
STEP 33: LS2R

YMML ARR>
Since the APPROACH will be to

RUNWAY ILS 16; by selecting the PLAN
MODE on the ECU and using the NO ... or
by using CHARTS (if available ) we can
figure out which STAR would be
appropriate to use. Since we are coming
from the NE, it appears that the waypoint
ARBEY with the 1A routing and the BOL
transition fix would be approp riate ... then,
we are ready to load the arrival
I
I
.
STEP 34: LS4R
ILS 16
STEP 35: LS1 L

ARBE1A.16 (STAR)
STEP 36: LS3R

BOL (TRANS)
Once these choices are made , we will need
to EXECUTE the input into the FMC memory.
I STEP 37: EXEC key I

Now that we have completed entering the
DEPARTURE RUNWAY, DEPARTURE SID,
the ENROUTE SEGMENT,the ARRIVAL
STAR and LANDING RUNWAY ... we are
ready to examine the route and clear up any
DISCREPENCIES or DISCONTINUITIES.
We can do that on the LEGS PAGE.
STEP 38: LEGS key
~ MIK E RAY 2012

page 188 fHI~Jod Jo
y UNIVE RS I TY . f TE.I,fECV LA PRESS
LEGS PAGE
Scroll down the queue looking for potential
"DISCONTINUITIES". You can scroll through
the CDU queue using the PAGE DOWN and
PREV PAGE keys. It may take more than one
dep ression of the key.
STEP 39: NEXT PAGE
STEP 40: NEXT PAGE (AGAIN)
STEP 42: LS1 L

(ARBEY to BOXES)
Line Select ARBEY into the position

occupied by the boxes by selecting
the boxes. Visualize what is happen ing
... you are moving the fix below the boxes
to the scratch pad and then by selecting the
boxes , you are moving that fix from the
scratch pad into the boxes , and that
"PULLS" the whole queue up. All the
intervening fixes are deleted.
Once you do this, the EXEC light will

illuminate. Selecting the EXEC key will
extinguish the light, indicating that the
transaction has been accepted by the FMC
(Flight management Computer) and the new
queue is now a part of the flight plan.
STEP 43: EXEC
Since there could be additional

inconsistencies, we must continue our search
for anomalies along the complete routing of
the LEGS queue. As we are scrolling , we
should also be looking for anything that
doesn 't look correct. ... this is especially true
of:
- RADICAL HEADING CHANGES, and
- EXCESSIVE DISTANCE indicat ions, and
- DISCONTINUITIES.
STEP 44: NEXT PAGE key
e MIKE RAY 2012

WWWUTEM.COM
page 189
Since the WAYPOINT named BOLNB lies
just below the set of boxes, we want to pull it
up and eliminate the DISCONTINUITY
represented by the BOXES. So we select
BOLND to the SP (Scratch Pad).
STEP 45: LS1L

BOLND to SP
We than go back to the previous

(PREV) page in order to "drag" the
queue up and over the waypoints we
wish to eliminate from the queue.
I STEP 46: PREV PAGE I

PAYATTENTION:
DO NOT SELECT THE BOXES!!!!
Here we have a special case where we have
"DUPLICATE WAYPOINTS". Notice that
there is a waypoint named BOLNB in the
queue above (or before) the BOXES. Think
about this a moment ... in this situation we
would not want two of the same waypoints in
the flight planned path. Whatto do?
Simple, just place the BOLNB from the SP
right on top of the BOLNB in the queue ...
problem solved .
STEP 47: LS3L

BOLND onto BOLND
STEP 48: EXEC
STEP 49: RTE KEY
Once we have reached this point, we have

completed entering the flight plan into the
CDUlFMC ... and we can consider the
ROUTE page complete and continue on to
the next step and that would be the PERF
INITpage.
STEP 50: OBSERVE "PERF INIT>"

(We will LS6R in the next step)
OBSERVE that the PERF INIT> page

selector is displayed and ready to be
selected. The FMC will try and display a
"SUGGESTED" next page to complete in the
loading process, BUT the FMC choice is
predicated on a canned solution and
complex situations are not considered. So,
we should develop our own techniques and
FMC loading protocols.
@ MIKE RAY 2012
page 190 publ i.sh...d by UNIVE RS I TY o/ TBM BCULA PRESS
PERF INIT page
(performance initialization
STEP 51: LS6R (PERF INIT»
To complete the Performance Initialization

(PERF INIT) page you will need severa l
items; including AlC GROSS WEIGHT,
CRUISING ALTITUDE, ZERO FUEL
WEIGHT, RESERVES , COST INDEX. Often
overlooked is the TRANSITION ALTITUDE!!
A GROSS WEIGHT (GW) 150,700# (150.7) *

The ZF W will be placed
B ZERO FUEL WEIGHT (ZFW) in the boxes by the FMC
C RESERVES 6,000
D COST INDEX 100
E CRUISE ALTITUDE (CRZ ALT) ~~,000 Ff
F TRANSITION ALTITUDE 10,000 rr
"150,700# (150.7) 150,700 Pounds and is placed into the computer as 150.7
CALCULATE AMOUNTS FOR EACH CATEGORY

The figures will be different for each flight situation.
These ARBITRARY numbers are placed here for examples only!
e MIKE RAY2012
WWWUTEM.CO M
page 191
Once you have accumulated the
necessary information , it is simple to "fill
in the blanks" and complete the
performance initialization
"PERF INIT" page.
Without boring you with
re-stating the obvious,
here is the
KEYSTROKE LOG. ~:;!!~I;::;:

STEP 52: TYPE GW (example; 150.7) I[I
NOTE : "Some" simulations (PMDG) have
a "speed key" feature , where you select
the ZFW key (LS3L) twice and the
CDUlFMC enters the GW automatically.
STEP 53: LS1 L (GW/CRZ CG)
STEP 54: TYPE "6"
STEP 55: LS4L (RESERVES)
STEP 56: TYPE "100"
STEP 57: LS1 L (COST INDEX) I

STEP 58: type "22000 or 220" I
STEP 59: LS1R (TRIP/CRZALT) I
STEP 60: type 10000 (AUS trans QNH)
STEP 61: LS5R (TRANS AL T)
STEP 62: EXEC light should

be illuminated, so depress
the EXECUTE button.
STEP 63: LS6R (N1 LIMIT»
© MIKE RAY 2012

page 192 pub/Mud by UNIYERSI T Y ,,/ TEMECULA PRESS
N1 LIMIT page
The ENGINE OUTPUT LIMITATION page
(N1 LIMIT) page
DO NOTHING
ON THIS PAGE.
To go to the next page ...
STEP 64: LS6R (TAKEOFF»
DISCUSSION:
The use of REDUCED THRUST and NOISE ABATEMENT profiles are way beyond
the understanding of ordinary garden variety airline pilots ... and so even though I
assume that while there may be some nit-no id super inquisitive flight simmer who has
the potential to understand and apply these N1 LIMITS to the problem ... we simply
don't have the charts and supplemental information handy. On some AIRPORT
CHARTS there may be references to ICAO (International Civil Aviation Organization)
departure criter ia that involves N1 LIMIT calculations, but I certainly wouldn 't expect a
flight simmerto be able to apply this feature.
The whole thing is pretty simple , and how it works is like this; you place a SPECIAL
REDUCED THRUST TEMPERATURE at LS1 L. It is NOT a real temperature, but one
that is calculated to fake out the computer into calculating a thrust is actually not what it
would normally be, but rather an OPTIMUM thrust. The bottom line is that the computer
actually is forced to compute a "REDUCED THRUST". This is carefully calculated so as
to apply just enough thrust to be safe , but not any more than is needed. This is to reduce
wear on the engines, decrease fuel usage , and reduce the carbon and other emiss ions
footpr int. But for flight simmers , the only thing that "REDUCING THE TAKEOFF
THRUST" will do is create a potent ial over-run or crash at the end of the runway. If you
have the tools and data to utilize this feature ... then use it!
TAKE-OFF settings apply to various engine capabilities. For example , a 24K DERATE
would apply to an engine using a 24000 pound thrust rating.
The "BUMP" mode can be used when additional thrust is required to meet takeoff
criter ia. It allows for some additional thrustto be used.
The other selections on the N1 LIMIT page reference CLIMB (CLB-1 and CLB-2)
settings that give "pre-figured" reduct ions in thrust setting for NOISE ABATEMENT .
These are sometimes "called out" on the DEPARTURE CHARTS. I suggest you leave
the DEFAULT CLB selected .
@MIKE RAY 2012

TAKEOFF REF page
I STEP 65: SET O/OCG I
Some sims (PMDG for example) will place the
corrected "TRIM SETTING " if you depress the
LS3L key twice . If you don't have an
"assigned" trim, setting from your flight
planning program , just make sure that this trim
setting matches the setting on the TRIM
WHEEL (indicator on the throttle quadrant) or
is in the "GREEN BAND " on the trim indicator.
STEP 66: TYPE "5" to SP
Type 5 into the Scratch Pad. Generally

speaking , FLAPS 5 will work in most cases .
STEP 67: LS1L (FLAPS 5)
Once you have selected the flaps , the FMC

will complete the calculation for the V speeds ,
and the "recommended" speeds will appear
on the right side queue of the CDU display.
STEP 68: LS1R (V1 SPEED)
-. I
STEP 69: LS2R (VR SPEED)
DO NOT CHANGE THE RUNWAY I
: ON THIS PAGE ... GO BACK TO THE I STEP 70: LS3R (V2 SPEED)
I DEP ARR PAGE! I
.. - - - - - - - - - - - - - - - - - .1
Once you have selected the flaps , the FMC recognizes that it has all the
informat ion it needs to complete the calculation for the V speeds, and the
"recommended" speeds appear automatically in the right side queue of the CDU
display. In order to ACTIVATE them , you will have to line select the keys next to
the V speed ; this will fill in the dashed line with a BOLD FONT V SPEED.
page 194 pub/Mud by UNIYERS I T Y ,,/ TE M ECU LA PRESS

THIS COMPLETES THE INITIAL
L~DmGfflECDU~MC~G6
We have just described a typical loading the CDUlFMC. The last few pages is what just
might be the most misunderstood and "fuzzy" item in the operation of the modern day
"GLA SS" jet. The text describes a fairly difficult route loading and along the way we
have been exposed to:
- deleted message from the CDU
- installing a PRESENT POSITION
- installing a DEPARTURE RUNWAY
- installing a ROUTE , with SID and STAR
- resolving a WAYPOINT or FIXAMBIGUITY
- resolved a DISCONTINUITY involving the "THEN BOXES " technique, and
- resolved a DISCONTINUITY by moving a waypoint (BOLN D) up the queue
- inserted an AIRWAY segment into our route
- and a whole lot more ... HOORAYI
r •.•• • • • • •••• •• • •• ••••
I
I
I
ROUTE DISCONTINUITY REVIEW I
I In general, the way to deal with a ROUTE DISCONTINUITY is to "PULL" a I
I waypoint or fix from below and lay it over the intervening fixes and place it I
l over the TOP OF AN EXISTING WAYPOINT or place it in the "BOXES". I
I This will "CLOSE UP" the intervening discontinuity and restore route I
I integrity. To do that, it may be necessary to "SCROLL" the pages ; and we do I
I that using the PREV PAGE and NEXT PAGE key. I
............................ _
I
.
I
The LEGS PAGE

This is perhaps the most important
... and certainly the most used ...
CDU page in the catalog. Generally
we fly the whole trip with the LEGS
page open and only switch to other
pages to reference and change other
specific items.
"'J) !
This may be just my opinion ; but I find
that when I am flying ... I use the LEGS
PAGE more than any other page. So, I
am going to recommend that you
select the LEGS PAGE for your default
choice. After you have done any input or
change to the CDUlFMC; select the LEGS
page as your default CDU display.
@MIKE RAY 2012

WffEEEEV!1
Finally!!!!! You have just finished the least interesting part of the
trip ... loading the CDUIFMC. You can't just skip over that part ...
you gotta do it ... every time! But now that you are finished with
that chore, you are ready to go flying. This is the best part ...
getting the airplane into the wild blue yonder.
LE'f'~ ~O FLY'N~I
SECTION: 13
There are two options when operating a flight simulation. You can start with a
COLD/DARK cockpit; or you can start your simulation flight with the airplane on
the runway with engines already started. There are, of course, a whole bunch of
variations in between those two extremes. In this section we will explore some of
the events associated with "pushing back from the gate , starting the engines, and
taxiing to the runway".
D 198 BEFORE PUSHBACK checklist

D 199 Doing an MSFX PUSH BACK
D 200 BEFORE START checklist
D 202 Ready to START ENGINES
D 203 How to START the jet
D 206 After ENGINE START procedures
D 209 AFTER ENGINE START Checklist
D 210 TAXI out
@MIKE RAY 2012

BEFORE PUSHBACK CHECKLIST
ESTABLISH CONTACT WITH GROUND CREW
NOSE GEAR BYPASS , INSTALLED

ENGINE and PROBE COVERS REMOVED
SYS "A" HYD PUMP SWITCHES OFF
PARKING BRAKE , RELEASED
ANTI-COLLISION LIGHT , ON
Captain: "A" hydraulic pumps OFF, PARK

BRAKE released, Cleared for PUSHBACK."
PUSHBACK NOTES
Engines must NOT be started or operated during any towing FORWARD.
This is due to the danger of over-running or over-powering the tow vehicle
and the operator.
Ir-~-----------
I
--- --
System "A" Hydraulic pumps MUST BE
selected OFF for all pushbacks.
-----~I
I
I Ensure that the tow bar is disconnected BEFORE I
I turning the sys "A" hydraulic pumps ON ~
._-------~--~--------- I
Prior to installing the NOSE GEAR LOCKOUT PIN, do not make any
electrical or hydraulic power changes with the tow bar connected.
Here is the scoop on this: Any electrical change may cause a momentary
charge that could actuate the NOSE WHEEL STEERING ACTUATOR. If
the TOW BAR is attached it could break or bend the mechanisms or injure
the personnel. YIPE!
Failure of the "A" pump solenoid is another issue, and even with the
switches OFF, it is possible thatth is could occur.
r--------------- ------------ ..
I If the #1 engine is started at the gate (for any reason) , the tow
I
I
I
bar must NOT be connected at the NOSE WHEEL end of the I
I
I airplane. After ENGINE START and AFTER AIRCRAFT I
I GENERATORS are ON, the GROUND CREW will confirm I
I with the CAPTAIN that the "A " HYDRAULIC system I
I PRESSU RE is ZERO before they reconnect the TOW BAR. I
I
--------- --------------------~.
I
© MIKE RAY 2012

page 198 pub/Mud by UNIYERSI T Y ,,/ TEM E CULA PR ESS
HOW TO DO AN MSFX PUSH-BA CK
The MSFX (and most other flight simulation programs) have a built in capability to
accomplish a push-back procedure. Some airplane add-ons, such as PMDG 737NGX
have their own push-back feature. You can reference their manuals for those
instructions . For this tutorial , we will be discussing the MSFX push-back procedure. Let
me re-iterate the technique for accessing the toolbar across the top of the Flight
Simulation display screen. STEP 1: The MSFX toolbar can be displayed"anytime"
by selecting the "A LT" key on the QWERTY Keyboard.
Holding the ALT key down will cause the toolbar to be
de-selected.
STEP 2: Select "HELP",

then "KEYBOARD ASSIGNMENTS".
This will open the
KEYBOARD ASSIGNMENTS list.
Scroll down to
"GENERAL A IRCRA FT COMMANDS"
and the PUSHBACK (START/STOP)
keystroke command is ...
SHIFT+P
"1" key to turn BACK and LEFT
"2" key to turn BACK and RIGHT
-+t
•
TECHNIQUE
The way this thing works is this:
Once you press the SHIFT+P key ... the airplane starts
straight back. It will continue to move until you give it a
"stop" command (depress the SHIFT+P key again)
#' \.
~
~ When you depress the 1 or 2 key to select a turn, that
_ ~ ~ turn will not start until the airplane nosegear rolls to a
position where the main wheels were when you pushed
the key (about -50 feet).
Once the jet starts turning, it will continue turning until you either depress the 1 or 2
key again, or the turn reaches 90 degrees (90 degrees is the max programmed turn).
CAUTION: Once you push the 1 or 2 key a second time to stop the turn, it re-sets and
will start another turn in -50 feet.
To stop the push-back, depress SHIFT+P.

This takes a lot of practice to get right ... so here is a KEYS TOKE LOG:
SHIFT+P Jet starts to push straight back

1 or 2 does not turn until -50 feet later ... then starts turn
1 or 2 Turn stops, pushes -50 straight back, then...
- 50 feet later starts another turn unless Push-back terminated
after 90 degrees Turn stops, airplane continues to move backwards
SHIFT+P Pushback stops
@MIKE RAY 2012
"'-
~
pa 9e 199
WWW:UTEM.COM
BEFORE START CHECKLIST
FLOW DIAGRAM
© MIKE RAY 2012

page 200 pub/Mud by UNIYERSI TY ,,/ TEM E CULA PRESS

1 IRS SELECTORS , NAV
2 YAW DAMPER ON
3 FUEL PUMPS ALL ON
4 GALLEY POWER ON
5 EMERGENCY EXIT LIGHTS ARMED
6 PASSENGER SIGNS ON
7 WINDOW HEAT ON
8 HYDRAULICS NORMAL (ALL ON)
9 AIR CONDITIONING PACKS OFF, BLEEDS ON
10 PRESSURIZATION SET
11 ANTI-COLLISION LIGHT ON
12 AUTO-PILOTS DISENGAGED
13 FUEL ON BOARD CLEARED Lbs
14 FMC I CDU CHECKED
15 SPEED-BRAKE DOWN in DETENT
16 PARKING BRAKE SET ON
17 STAB TRIM CUTOUT SWITCHES NORMAL
18 WHEEL WELL FIRE WARNING CHECKED
19 RUDDER and AILERON TRIM SET
20 DOORS and WINDOWS CLOSED
This is a unique checklist that I have derived from several different

actual AIRLINE "NORMAL PROCEDURES" using their uniqu e and different
pilot handbooks. I have dropped some of the items thatthey included in their lists
... simply because those intems didn't make any sense in the flight simulator
venue and I didn 't want to get sidetracked in an extended discussion in this book
about things that have no direct bearing on operating the airplane using the PC
simulator. For example: LOGBOOK. I didn't think that it would be interesting or
useful to include and describe all the pilot actions requ ired for a definitive
logbook inspection and notation criteria for record keeping, since I don't know of
any sim program that has a section devoted to a "realistic" logbook.
r---------~~--~-----------~------~I
I This means that some of the after market "COPILOT ASSISTANT"
I software programs or a specific airline checklist may be different from this I
l one. Use what you got ... and if you decide to, go ahead and create your I
I own checklist items that conform to your specific home cockpit layout. I
I I
---------~-- --- -----------~--- -
@MIKE RAY 2012
READY TO START ENGINES

r-----------------------------------.
I POWERING BACK USING THE I
I I
I REVERSERS IS NOT ALLOWED !I! I
I Some airplanes are allowed to do this, and you might have seen it done I
I using another airplane .. but the Boeing 737NG is PROHIBITED from I
I using that maneuver and a PUSH·BACK TUG is required! I
I I
._---------------------------------_.
There are some considerations when starting the engines ... and for you Simmers ,
some of these could be a part of the starting scenarios available. It is not merely
interesting , but also challenging to "THINK" about what we are doing rather than
just complete some rote procedure. After all, isn't that the point of the whole thing?
First, if you are "parked at the gate" it is assumed that you will either push back
before starting engines , start the engines before push-back, or start during the
pushback. Pushing back an airplane with the engines started is sometimes
frowned on in the "real" world because of FOD and blast damage considerations
as well as the inability of the push tug to overpower the idle thrust of some
airplanes. This is particularly important if the ramp is wet or slippery due to cold
snowy or icy conditions. But it is OK to start the engine before you pushback.
For this exercise , even though we could PUSH

BACK and THEN START ENGINES, before
you start the push ... go ahead and complete
the BEFORE PUSHBACK CHECKLIST.
PUSH-BACK CONSIDERATIONS.
There is also a consideration regarding the direction in which to push the airplane ,
since we will want to place the tail downwind in order to preclude the wind
blowing up the tailpipe and inducing a "HOT" or "NO START" situation.
If you know what the runway assignment is, and you know what your desired
heading will be AFTER the push-back is completed; then you can calculate which
way turn the tail (I'll let you do that calculation). You may START THE ENGINES
before or after push-back ; in this regard , you may do whatever you please ... I am
NOT trying to establish protocols forthe push-back decision.
© MIKE RAY 2012

page 202 pub/Mud by UNIYERS I T Y ,,/ TE M ECU LA PRESS
on a home-based personal computer using

the PMDG 737NG flight simulator program
DISCUSSION:
When you are first starting out on the long journey to learn about sorne of the
mysterious parts of aviation , it is easy to get bogged down in superfluous
details. In this book , we will try to just - - - - - - - - - - - - - - - -
concentrate on the essential parts of
any given task. We will try not to talk
down to the newby simmer or simplify DO NOT USE THIS I
the obviously complex situation ONA REAL JET___ II
excessively. However, a large part of
the immense amount of knowledge - - - - - - - - - - - -
necessary to achieve proficiency at the professional operational level simply
does not apply to the home-based simmer. So I think it would be useful to
just concentrate of those systems and items that are meaningful when using
the home-based PC simulator.
For this first demonstration, we are going to start our simulation from a "COLD DARK"
situation. Let us assume that you have been dispatched to pick up an airplane at some
very remote part of the world where it has been undergoing maintenance by a tribe of
monkeys (selected by the airline management because they were cheap) . We don 't
know what the situation is for all the switches , levers, dials and doo-dads and we will have
to accomplish a total set-up of the entire cockpit and start the engines without assistance
from the monkeys (who have decided to go on a banana break).
This scenario will give us an exposure to a pretty complete complex tasking and reveal a
large set of knowledge requirements. In short, it is a quick way to achieve the maximum
learning potential using an actual hands-on experience.
OK TO SKIP THIS PART
I realize that MOST simmers most of the time will use alternative starting venues such as
the default
"ENGINES ALREADY RUNNING AT THE
TAKE-OFF END OF THE RUNWAY."
It is OK if you chicken-out and choose this option , and please feel free to skip the next few
pages of material. Sometime, however (at least once in your sim career) I suggest that
you suck-it-up and take the challenge to start at the very beginning , and attempt the
"COLD-DA RK" start scenario.
@MIKE RAY 2012

•
•
@ MIKE RAY 2012

page 204 pub/Mud by UNIYERSI T Y ,,/ TEM E CULA PR ESS
(2) ANTI-COLLISION LIGHT ................. VERIFY ON

It is Standard Opera ting Procedure to turn on the ANTI-COLLISION
light whenever the airplane is MOVING orENGINES RUNNING.
CD ENGINE START SWITCH ............................ GRD

The GRD position opens the START VALVE as well as arms the
o
selected IGNITER.
N2 INDICATOR ................. indicates ROTATION

Once the GRD is selected and there is PNEUMATIC PRESSURE
available, then the "HOT" section (N2) of the engine starts to spin.
o OIL PRESSURE ............... LO PRESS light OUT

This indicates that the engine is producing "OIL PRESSURE" and we
can continue with the start.
o NI .................................... indication or N2>25%

N1 indicates that the "FA N" section ofthe engine is rotating.
If the we have either:
- N1 indicating , or
- N2 reaches more than 25% , or
- the engine rotation stabilizes (called MAX MOTORING),
then we can proceed with the start.
o ENGINE FUEL CONTROL lever ........ IDLE (UP).

Once we raise the lever, the engine ignition should start with in 10
seconds. It is recognized by an increase in EGT .
CD ENGINE FUEL FLOW ..................... INDICATING
o
No start will happen without fuel flow.
EGT .......................................................... RISING

The Exhaust Gas Temperature should initially rise to a value NO
GREATER THAN RED BAND and then reduce to about 320° to 650°'
CD @ ENG~N~~~;.:~~.~;,;;~~.~.~;~.;;~;;.~;~;.;.;;;~;;-~~.~h~~7.·
... and ifit is still in GRD , manually select OFF.
@MIKE RAY 2012

AFTER ENGINE START

Once the ENGINE(S) have been started , we then start preparing the cockpit
for the TAXI procedure. Here is a suggested FLOW for this section.
This is a highly modified "CHECKLIST" and I would remind you that you can
modify or use whatever other checklist that you have. Most of the operations
manuals for the various add-on airplanes have their own ideas about what
would be a good set of items to have on their checklist. It is OK to create your
own set of rules ... and it just depends upon how detailed and similar to the
"real" world you want to be.
© MIKE RAY 2012

page 206 pub/Mud by UNIYERS ITY ,,/ TEM ECULA PRESS
G)
Place the GEN SWITCHES to ON.
The switches are spring loaded to go to the
"CENTER" position.
NOTE: If the APU is operating and

supplying electrical power (a NORMAL
operat ing situation) ; when you select the
ENG GEN switch ON ... then the APU
E OFF BUS "BLUE" light will
.....,.".~ !:.~il~l ~""
m""-inate.
O Place the all HYD PUMPS ON.

The LOW PRESS lights must
go OFF.
SWITCHES ON - LIGHTS OUT
WINDOW HEAT switches ON
------------- ..
CRITICAL ITEM
1
1
ENGINE PROBE 1
switches ON. 1
1_- -------------
1
If the OUTSIDE TEMPERATURE is less

than 10 degrees C, and
there is ~ISIBLE MOISTURE (such as
fog rain, snow, sleet or residual puddles
or collections of snow, ice, rain on the
taxiways) , then
place the ENG ANTI-ICE and WING
ANTI-ICE switches ON .
@MIKE RAY 2012

BOTH PACK switches AUTO
ISOLATION VALVE ... AUTO
APU BLEED
switch... OFF
BOTH ENG BLEED

switches ... ON
®SetFLTALT
This is your INITIAL CRUISE ALTITUDE.
Should you elect to climb to a higher
altitude later in the flight, you will have to
remember to set in that altitude .
SetLANDALT
This is the DESTINATION AIRPORT
ELEVATION ... Should you have to
DIVERT or proceed to an ALTERNATE ...
you will have to remember to re-set the
LANDALT.
:ti.,!
~~~~ - - - - -
1
-.
--
CRITICAL ITEM
MODE SWITCH
MUST be in AUTO
------~
1:1
1
1 -----------
CD
APU ... OFF
- - .....- It won't affect the operation of the airplane
if you leave the APU on ... and it is even
considered good practice to have theAPU
on during bad weather takeoff.
OPERATIONAL NOTE: On long overwaterflights where the airplane would exceed
ETOPS limits; some airplanes ( e.g.; Boeing 737NG-800) have been certified to fly
these routes IF THE APU IS LEFT RUNNING. This would be the case in a route
from Mainland US to Hawaiian Island destinations, for example.
© MIKE RAY 20 12
page 208 pub/Mud by UNIYERSI T Y ,,/ TEM E CULA PRESS
~[lfrWI~Rqrl{(!(~f~fJLel§n started, we should accomplish the "AFTER START
CHECKLIST". Even if you should decide to only start one engine, and taxi on one engine,
you should ensure that you have accomplished the checklist after each engine start.
If you should accomplish the engine start "DURING" the pushback ; delay completing the
"AFTER START CHECKLIST" until after the pushback tug has been detached. The
reason is that we DO NOTwant to energize the hydraulic system with the towbar attached
to the airplane.
:ti
r------------------------------·
I
: .
',ej
Do not start your taxi until you
have completed the
"AFTER START CHECKLIST".
I
I
:
------------------------- 1
Do not start your taxi until you have completed the "AFTER START
CHECKLIST". The reason is that we don't want to start taxiing the airplane
without having the systems on-line that will supply the steering and braking and
electrical power required to control the airplane .
AFTER START CHECKLIST

ENGINE GENERATORS ON
HYDRAULIC SWITCHES NORMAL
ENGINE PROBE HEAT ON
ANTI-ICE (IF REQUIRED) IF REQUIRED
AIR CONDITIONING PACKS on, TEMP set
PRESSURIZATION SET FLT ALT, AUTO
APU OFF (Unless required)
For those individuals who have decided to start their flight segment at the gate,
let's see if we can use the CHARTS to develop a plan for the push-back and
taxi. This is probably too complex for simmers, but it is the way that "real" airline
pilots do it.
HOW ARE RUNWAYS NAMED?

First, a little sidebar discussion. Let's
discuss how runways are named . The
protocol for that is this: The heading of
the take-off and landing is rounded to the
nearest 10 degrees, and the zero is
dropped. For example , if the heading of
the airplane on the runway for take-off is
161 degrees , then the runway will be
titled 16. If there are two (or three)
parallel runways with the same heading,
then an R (for right) or an L (for left) or a
C (for center) will be added to the runway
title.
In our case, we are going to be departing
on RUNWAY 16R, so our airplane
heading once we are on the runway will
be 160 degrees.
TAXIING OUT
Looking at our chart resource.
ITEM 1: I am assuming a departure
gate of 58 or 59.
ITEM 2: Glancing at the chart
information, it is specifically designated
as a Boeing 737-800 gate. If we were
flying the -900, we would have to pick
another gate that was able to handle a
larger airplane or specifi cally the -900.
ITEM 3: Once we are ready for push-
back, it is clear that we would want to
have the tail SOUTH, with the nose
pointing NORTH. Once we started
taxiing , our taxi route would be:
"Push back with tail south ,

Taxiway C to intersection with Taxiway
83,
Transition to taxiway 8 (Outer) ,
At 82, taxi up and 'HOLD SHORT'.
Once we are cleared for takeoff, all

checkl ists should be completed and the
airplane ready to begin the "flight". However, we will assume that the actual
flight segment or TAKEOFF PHASE begins once we depress the TOGA (Take-
Off Go-Around) button and begin the take-off roll.
NOTE: If you are going to start the chronometer and log the time for the flight ,
then it might be more appropriate to start the clock once the airplane actually
begins the take-off roll.
© MIKE RAY 2012
page 210 pub/Mud by UNIYERSI T Y ,,/ TEMECULA PR ESS
SECTION: 14
In preparation for take-off, there is a whole list of things that MUST BE

accomplished. We will be discussing some of those things in this section.
D 212 Setting up the cockpit

D 213 Configuring the cockpit
D 215 ECU
D 216 MCP
D 217 Autobrake RTO
D 217 Takeoff Flaps
D 218 Check Overhead panel
D 220 FMC accuracy check
D 220 Runway Verification
D 221 Phases of flight
@MIKE RAY 2012

The NEXT THING TO DO IS...
~E"flJ) "tiE 'O'/(J)'"

Depending on how detailed you wish to be; there is a "CRITICA L MUST DO" list of
items that are essent ial for getting the airplane to fly ... and a list of "CA N DO" things
that make the flight more realistic, but do not impact the actual ope ration of the jet in
any significant negati ve way. I you want to create a flight environment MOST LIKE
the REAL THING ; the n do both the of the lists. I will create two lists and you can
decide which way you want to operate your jet.
"CRITICAL" MUST DO ITEMS
PRESSURIZATION SET
ECU MODE MAP
ECU RANGE SET (20 or 40 )
MCP F/D (Flight Director) ON
MCP AfT (Auto Throttle ) ON
MCP AIRSPEED 250 (or V2+20 )
MCP HEADING SET (Runway heading )
MCP ALTITUDE SET (First assigned or cruise )
MCP PITCH MODE SET (LVL CHG )
MCP ROLL MODE SET (HDG SEL )
FLAPS SET (5) Indicate (5)
AUTOBRAKE RTO
OVERHEAD PANEL
IRS BOTH ON
YAW DAMP ER ON , LIGHT OUT
CTR FUEL TANK PUMPS ON (IF MORE THAN 1000# )
WINDOW HEAT ON
ANTI-ICE ON/OFF as appropriate
HYD PUMPS ALL ON
LIGHT "PACK" ALL LIGHTS OFF
SEAT BELT/NO SMOKING SIGNS ON
EXTERNAL LIGHTS ON as appropriate
BEFORE TAKING RUNWAY
TRIM CHECK
CABIN NOTIFICATION Complete
ENGINE START SWITCHES CONT
TRANSPONDER TAIRA
RECALL CHECKED
EXTERNAL LIGHTS SET
FMC UPDATE PERFORM
© MIKE RAY 2012

page 212 pub/Mud by UNIYERSI T Y ,,/ TEMECULA PRESS
MUST DO items:
CONFIGURING THE "CRITICAL ITEMS" in the
' ' ' ' / ( ' P ' ' f f o r TAKEOFF
PRESSURIZATION
Here are the MUST DO items. We are

NOT trying to simulate the "real" airplane
set-up at this point ... and as you can
imagine , there are lots of other items that
the typical airline pilot will be considering
at this moment. But, these are the "MOST
CRITICAL " items in creating a flyable
R.TO +36C
airplane cockp it set-up. HI G 1 HI ~
FLAPS
and
AUTOBRAKE
@MIKE RAY 2012
The next step:
CONFIGURING
THE COCKPIT
The PRESSURIZATION CONTROL panel. I have selected this
to be a part of the cockpit setup ... because it will cause an
AMBER WARNING light to illuminate if it is not set up properly
... in fact, the warning light may be illuminated right now. The
setup is simple:
STEP 1: Select the CRUISING ALTITUDE

(22,000 FEET) in the FLT ALT window.
_D.. . ""'lAC'<:
J'c':1U"lIir;':l:r,
Determine the landing altitude of the DESTINATION RUNWAY .

As an information source, I have used the APPROACH PLATE for the RUNWAY and
selected the THRESHOLD ALTITUDE ... 432 FEET . Another alternative would have
been to use the MAP mode and the
"FA CILITY INFORMATION" page forYMML.
I STEP 2: Set 432 in the LAND ALT window. I

I STEP 3: MODE selector switch toAUTOI I
© MIKE RAY 2012

page 214 p ub/Mud by UNIYERSI T Y ,,/ TEMECULA PRESS
ECU
Electronic Control Unit
•
The ECU (Electronic Control Unit) is the place where you can
change the ND DISPLAY. There are only 2 steps to perform.
STEP 1: ECU MODE CONTROL

Set the to the MAP mode.
STEP 2: Select a RANGE where you can see

the departure waypoints. In general ,
I
I
I
:
* 40 MILE SCALE works.
i----~-------- ----~------------I
STEP 3:
SAFETY OF FLIGHT ITEM! Insert the FIELD
BAROMETRIC PRESSU RE setting into the FMC by twisting
this knob and setting the barometric pressure on the PFD.
I
:
I
I
---------------------------~---_._--~
Setting up the ND (Navigation Display)
should NOT be a difficult problem.
However, I have observed simmers
using the "INBOARD DISPLAY " for other
subjects than those useful for the
departure. Specifically, unless you are
going to use the VOR for tracking a VOR
radial outbound (Such as the KSFO
RWY 28 Departure) ... the ND should be
in the MAP DISPLAY MODE. Later in this
document , we will describe a VOR
approach in great detail and suggest
techniques for using the ND.
@MIKE RAY 2012

MODE CONTROL PANEL (MCP)
ALWAYS located on the glare shield over the forward instrument panel
between the pilots. Some sim developers refer to it as the "A UTO-
PILOT CONTROL PANEL" or simply "A UTO-PILOT" .
SET BOTH
Set lAS to
FlO
SET AfT V2 + 20 or
(FLIGHT
(Auto-throttle) LESS THAN
DIRECTOR)
ON orARM 250 Kts
to ON
------- ------- - -- ---- ----- --.

I
I NOTE REGARDING AUTO-THROTTLE: I
SET ALT
(Altitude)
to first altitude restriction
on the SID, or the ATC
I Most airline procedures delay activating the AUTO- : assigned altitude , or the
I THROTTLES until actually on the runway. Here is I most restrictive altitude
I the problem. If the TOGA is accidentally activated I ... if none of these , then
I after the flaps are extended, then the engines will I set initial cruise altitude
go to TakeOff thrust levels. This is
I________________ - NOT
- good. I1 22000 feet
BOTH F/D (FLIGHT DIRECTORS) ON (CAPT'S FIRST)
AIT (AUTO-THROTTLE) ON
lAS/MACH (AIRSPEED in KTS) (V2 + 20) or <250
HEADING Set to RUNWAY HEADING
ALTITUDE (ALT) 22000
© MIKE RAY 2012

page 216 p ub/Mud by UNIYERSI T Y ,,/ TEMECULA PR ESS
SELECT AUTOBRAKE RTO

MOUSE OVER and "turn" AUTOBRAKE knob to the "RTO" position.
RTO means "REJ ECTED TAKE-OFF ".
~--------------------------.I
I
I During the TAKEOFF roll , if RTO has been selected , I
I I
I when the airplane is ABOVE 90 KNOTS , I
I RETARDING THE THRUST LEVERS to IDLE I
I will activate the RTO and set MAXIMUM BRAKING. I
I
1_- ...- I,
SELECT TAKEOFF FLAPS

I recommend using the F7 QWERTY keyboard
to lower and raise the FLAPS:
F7 =FLAPS DOWN ONE NOTCH

F6 =FLAPS UP ONE NOTCH
F5 =FLAPS ALL THE WAY UP.
3 "clicks" of the F7 key = 5 degrees FLAP.
Attempts to use the MOUSE CURSOR to select and drag the "FLA P HANDLE" in the
VC mode using the "FIND, CLICK and then DRAG" technique are problematic at best
and very difficult at least. Usually, when you desiring to change the flap setting , you
don 't have the time to find the handle, then get the mouse cursor in position to select it
while holding it and trying to move it to the proper locat ion ... and at the same time
keeping the airplane on course orglideslope.
@MIKE RAY 2012

The next step:
CONFIGURING THE COCKPIT
check OVERHEAD PANEL
page 218 p ub/Mud by UNIYERSI T Y ,,/ TEMECULA PR ESS

check OVERHEAD PANEL

How much deta il would be "just right" for a tutorial like this is a problem. This is a fairly
basic "OVERVIEW".
Some of these systems that "might" affect a real flight have been selected; these are
the ones that might cause the WARNING LIGHTS to illuminate or cause some
unimportant items not to work correctly. Included are only the things that are simple to
operate and will make the simulation "seem" more realistic:
A: IRS (sometimes called IRU) selectors ON.
B: YAW DAMPER switch ON and light OUT.
C: CENTER TANK FUEL PUMP selector switchs appropriate for the amount of fuel.
On my simulation , when I start it up, the yellow WARNING LlGHTis illuminated of the
GLARE SHIELD. It is ON because there is not enough fuel in the CTR (center) tank
and the BOOST PUMPS are ON.
r··················································:
I Here is the rule on that. If there is MORE THAN 1000# in the CTR tank ,
I then the CTR PUMPS must be ON. If there is LESS THAN 1000# in the I
I CTR tank, then the FUEL BOOST PUMPS should be OFF. I
~ ••••••••••••••••••••••••••••••••••••••••••••••••• I
D: WINDOW HEAT always ON during flight operations. OFF during shutdown.

PROBE HEAT ON
E: ANTI-ICE switches as desired. Here is the scoop on that.

p-------------------------------------------------.
: "Anytime the outside air temperature is 10 DEGREES C OR LESS (1OC :
I = -51F) AND there is visible moisture, the ANTI-ICE switches should be :
: on. This rule applies when you are either on the ground or in the air. The :
• TEMPERATURE indicator is on the CENTER EICAS, upper left corner. •
• I
1 __ - --------------------------------------------
F: HYDRAULIC PUMPS ON. Here is the rule on this. Anytime the jet is not being used ,
the PUMPS should be OFF. There is a GUSTY WIND rule exception that allows the "B"
pumps to operate when the crew is "momentarily" absent from the jet.
G: ALL LIGHTS OUT on the "LIGHT PACK". The cockp it is designed to be "DA RK".
By that they mean that there shouldn 't be any warn ing lights illuminated during flight
operations.
H: SEAT BELTSINO SMOKING signs ON
I: PRESSURIZATION AUTO
.......................................................
J: LIGHTS RULES. There are a couple of those rules:
- RULE #1 The POSITION LIGHT is ALWAYS ON!!!

- RULE #2 ANYTIME the JET is being MOVED or
the ENGINE(S) are runn ing,
the ANTI COLLISION LIGHT MUST be ON and OSCILLATING.
- LOGO LIGHT ... UsedatNIGHTONLY.
-ALL the other lights should be on (unless they obscure visibility)
when operating BELOW 18,000 FEET
~
@MIKE RAY 2012
.
FMC ACCURACY CHECK

and RUNWAY VERIFICATION
Once the airplane is in position, ready for takeoff; the
CDUlFMC must be verified for ROUTE accuracy and
RUNWAY verification.
Select the DEP ARR key, then NEXT PAGE page and
re-verify that you have the latest "CLEA RA NCE"
DEPARTURE AIRPORT, RUNWAY and SID installed .
Look at the HSI and verify that you have a depiction

of the RUNWAY and ROUTING that you desire. If you
DO NOT, then discontinue the takeoff until you repair
the situation.
f---------------------------------------~I============~~
I /fyou DO NOT have the appropriate RUNWAY
I matching the AIRPLANE SYMBOLOGY:
I
I DO NOT TAKEOFF !II
If the HSI screen

DOES NOT have the
TWO PARALLEL
LINES and TRIANGLE
depict ing the
TAKEOFF RUNWAY
and THE AIRPLANE or
there is some other
ambiguity about where
the airplane actually is; Select and re-insert the FLIGHT
PLANNER DEPARTURE RUNWAYIGATE data.
NOTE: The "AIRPLANE" triangle and the runway
symbol MUST sit in the same relative position and
heading as the airplane and the runway in the
simulation.
On the ground , radio updating of the FMC position is inhibited. While on the
GROUND, If the GPS UPDATE is OFF, the FMC will update the position of the
airplane to the RUNWAY when TOGA is selected.
The GPS may be selected OFF on the NAV OPTIONS page.
MAP SHIFT or POSITION SHIFT

It is possible, that soon after takeoff, once the RADIO updating is activated, that
there could be a MAP SHIFT or POSITION SHIFT where the airplane symbol
physically "jumps" to a slightly new corrected position.
© MIKE RAY 2012

page 220 p ub/Mud by UNIYERS I T Y ,,/ TEM ECU LA PRESS
Before we start the actual flight, we won't "transition" to the descent phase. I
probably should be exposed to the don't want to over complicate the issue,
"PHA SES OF FLIGHT" concept that forms but just be aware that the airplane is
the basis for ALL airline flying. Each programmed to fly the phase in sequence.
separate airplane type has their specific We, as pilots, have to prepare the airplane
"trigger" that creates the transition from for the "next phase' so that the auto-flight
one phase to the next. I would point out to can do its job.
the casual reader, that this whole phase In the situation where we are preparing for
concept is largely for the airplane TAKE-OFF ... the Auto-flight wants to use
designers and should progress seamlessly its programmed computerized system to
and without conscious awareness for the assist you ... but the "TRIGGER" for the
pilot. By that I mean, when you are flying first phase (TAKE-OFF PHASE) is the
along, minding your own business , the TOGAswitch activation.
airplane will be transitioning from phase to Now, obviously, the computer is TOTALLY
phase by itself. The pilot awareness subservient to the pilot. We can fly the jet
involves knowing what to do when the without the CDUIFMC being used. The
transition occurs. pilot is ALWAYS KING!! ...but it is
Forexample: If you are in cruise mode, and nonsense to try and avoid using the
operating in the VNAV auto-pilot mode. extremely powerful tool-set that the
Once you get to the TID (Top of Descent) computer represents . It is so easy to use it
point ... the airplane wants to to assist us in operating the jet. It is
start the descent. If you so easy for simmers punch
have not "pre-set" a the F4 key, wait a little
lower altitude , the while, and then pull back
airplane will not on the stick ... and then
begin its descent claim they are "flying"
....or to put it the Boeing
another way, it 737NG????
1: TAKE-OFF ... The TAKE-OFF phase begins when TOGA is selected
2: CLIMB ... The CLIMB phase begins at the CLIMB THRUST REDUCTION
ALTITUDE. This is found on the CDUIFMC TAKEOFF REF page 2/2. The default
setting is 1500 feet.
3: CRUISE ... The CRUISE phase begins at the TIC (Top of Climb) point.
4: DESCENT ... The DESCENT phase begins at the TID (Point of Descent)
indication on the Magenta line; or when a LVL CHG (Level Change) or VIS
(Vertical Speed) descent is initiated.
5: APPROA CH ... The APPROACH phase starts 2 Miles from the first
waypoint of a PUBLISHED APPROACH or APPROACH TRANSITION that has
been selected from the ARRIVALS page.
6: END OF FLIGHT ... The FLIGHT officially ends when, AFTER LANDING
the FMC changes DATA FIELDS to default values in preparation for the nex flight.
e MIKE RAY 2012

WWWUTEM.CO M
page 221
SECTION: 15
The steps for the TAKE-OFF are like clockwork ... if they are done exactly the
same, time after time, then everything works smoothly. Step by step, exactly
like the last time, totally repeatable, totally predictable.
D 223 Pre-Takeoff checklist

D 224 Takeoff
D 225 TOGA
D 228 Doing the Takeoff
D 237 Takeoff Keystroke Log
D 238 Takeoff profile
© MIKE RAY 2012

page 222 p ub/Mud by UNIYERS ITY ,,/ TEMECU LA PRESS
pre- 'f4/(E"~F
CHECKLIST
PRESSURIZATION SET
ECU SET
MCP SET
FLAPS SET @ Indicate @
AUTOBRAKE RTO
LIGHTS SET
CLOCK START
TRIM CHECK
CABIN NOTIFICATION Complete
TRANSPONDER TAIRA
MASTERICAUTIONWARNING LIGHTS CHECKED
LIGHTS SET
BEFORE TAKEOFF FLOW

Once we have completed the loading of the CDUlFMC , we are ready to
begin think ing about getting the aircraft readyfortaxi and take-off. I am going
to suggest that we concentrate on the items that directly affect the flight of the
aircraft. In orderto do this , and still satisfy some flight sim maniacs incredible
lust for deta il, we will present these items for your considerat ion.
First, those "CRITICAL" items that MUST BE ACCOMPLISHED in order to

have the simulat ion fly like a jet. Then , we have also included some of those
things that are purely unnecessary details ... that are interesting and only
important if we are seeking to emulate a trip in the "real" world.
@MIKE RAY 2012

'f1J/(EOFF
WOO-HOD II
n airline flying , everything is pre-programmed and thought out in
advance so that whatever happens , there can be a pre-conceived plan of
action . In the case of the takeoff, even the SID routing is (frequently)
backed up with a published EOSID (Engine Out Standard Instrument
Departure) in the event that the jet experiences an ENGINE FAILURE or a FIRE
on take-off. Normally, Flight Sim pilots don't experience such traumatic events
and in this beginning tutorial, we are going to assume that everything will go as
planned. The "OFFICIA L TAKEOFF" does not begin until the TOGA BUTTON is
pressed. Once the TOGA is annunciated , the "TAKE-OFF" phase lasts until
another ROLL MODE is selected. The CLIMB MODE is then initiated and lasts
until the TIC (TOP of CLIMB) indicator on the MAGENTA LINE is reached.
Once the trip begins , the flow of activities unfolds at a dizzying pace . However,
over time , with continual repetition, you will become familiar enough with the
operational characteristics of the airplane that you will able to consistently and
repeatedly fly the airplane without winding up in the bay at the end of the runway.
In Flight simulation , as in real aviation , there is a virtual unlimited number of
"BA D DAYS " that can be built into the simulated flight experience for your
enjoyment and entertainment.
INTRODUCING ...
70i;4
I
I
I
I
ti
"-A
called TAKE-OFF-GO-AROUND mode
r····················.
NEVER
.
ATTEMPT TO
USE AUTO-PILOT
I
I
I
I
To many Simmers , the TOGA mode is an
obscure and unknown feature of flying the
"Big Jets". So, let's take a few moments to
describe in some detail what should be one
.....................
I FOR TAKE-OFF I
~
of the best known features of flying airliners.
EVERY TAKEOFF, ON EVERY FLIGHT, EVERY DAY

IS MANUALLY FLOWN BY THE PILOT ... BUT THEY USE TOGA!
There is no jet airliner known to me that is allowed
or certified to takeoff using the AUTO-PILOT engaged.
There is simply no capability for taking off using the AUTO-PILOT during
TAKEOFF; however, the TOGA system is a FLIGHT DIRECTOR and THRUST
MANAGEMENT tool that automatically provides many of the "prompt cues" that
would normally be used by the auto-p ilot.
r--------------------------------------------i
I The 737NG TOGA DOES NOT CAUSE FLIGHT DIRECTOR I
: to provide RUNWAY STEERING or ROTATION COMMANDS! :
~--------------------------------------------~
OK, then WHAT DOES 737NG TOGA DO?
During TAKEOFF, once it is initiated:
- Updates the airplane symbol to the RUNWAY (If the GPS is OFF).
- SETS THRUST to TAKEOFF N1

(If AUTOTHROTTLE is ON).
NOTE: If the Auto-throttle is OFF, then the
DESIRED N1 THRUST SETTING will be
indicated on the ENGINE INSTRUMENT.1iI1
GAUGE by a limiting "CARAT".
- PITCH BAR on the ADI will INITIALLY

indicate 10 degrees DOWN.
- @ 60 Kts: PITCH BAR on the ADI will indicate 15 degrees UP.
- @ - 80 Kts: THRUST MODE changes to THR HOLD .
NOTE: On this airplane (737NG) , TOGA does NOT affect the ROLL (HEADING)
COMMANDS; they rema in at the same values that are selected on the MCP.
@MIKE RAY 2012

THIS IS BIG!!!
TURN ON BOTH FLIGHT DIRECTOR SWITCHES!
r·····················································....•
: Here is the crux of the problem: :
: On the Boeing 737 NG airplanes :
: BOTH FLIGHT DIRECTOR SWITCHES :
: MUST BE ON FOR THE TOGA TO OPERATE :
~ ~
It is not my intention to specifically teach the PMDG simulator or any other for that
matter; but there is a problem that should be pointed out here. Mind you, this is
NOT a criticism or attempt to make changes for what is an absolutely terrific
simulation ... but it is an awareness item for the sim-pilot who is flying the PMDG
737NGX simulation.
Unfortunately, in the PMDG 737 NGX simulat ion, if you are using the 2D display
option , the FIRST OFFICER (Right Side) FLIGHT DIRECTOR SWITCH is NOT
displayed ... it is cut "off
screen ". This makes
"selecting" the First Officer
Flight Director "ON"
problematic. How can we
do it? Here is the solution to
that problem that I use:
1: Select "VIEWS" from the

MSFX DISPLAY toolbar
across the top of the
screen .
2: Select "INSTRUMENT
PANEL".
3. Select "MCP(fulI)".
This view of the PMDG NGX 2D MAIN PANEL
shows the right edge of the MCP "cut-off' problem Once the MCP is displayed ,
4. "Mouse-over" and Select
"UNDOCK".
5. Resize and move to an appropriate place on the screen.
6. Make sure that BOTH FlO (Flight Director) switches are ON.
THE "MA" LIGHT ??

While we are here, let's talk about that little "MA" light on the MCP. It means "MASTER
AUTOPILOT" and references the flight director that is "CONTROLLING" the auto-flight.
The FLIGHT DIRECTOR that is "TURNED ON FIRST" will be controlling flight director.
p--------------------------------------------------------~
: So ... Makecertain that you... :
: TURN ON THE LEFT (Captain's side) FLIGHT DIRECTOR FIRST; :
: before you select the First Officer (RIGHT SIDE) flight director. :
t :
© MIKE RAY 20 12
HOW TO "TURN ON" the 737NG TOGA.

The "TOGA" buttons on the "real" airplane are located on a little "box" just below to the
THRUST LEVERS. If you are using the the VC (VIRTUAL COCKPIT) display, you will
have to move your POV (point of view) so you
can see under the WHITE KNOBS labelled
"1" and "2". It isn't obvious to the Flight
Simmers , but this location is NOT a
conspiracy against Airline Pilots or an attempt to
"hide" the TOGA switches. If you will use
your imagination, you will see that IF you
were using an actual 737NG Throttle
quadrant. the access to those buttons is
extremely well placed for application during
TAKE-OFF and GO-AROUND.
Unfortunately, the PMDG 737NGX does not
include a THROTTLE QUADRANT on their
list of available 2D "INSTRUMENT VIEWS" ,
so trying to "SLEW THE VIEW " on the VC
(Virtual Cockpit) is extremely cumbersome
and useless . When I tried this technique my
attention was drawn away from controll ing the airplanes heading , and by the time I
was able to find the TOGA button and get the mouse cursor lined up on the button,
the jet was in the ditch alongside the runway and heading off across the grassy part of
the airport.
THANKFULL Y HOWEVER ...
Since those fantast ic Sim program developers realize that home based PC
flight simulations "generally" don 't have "real" 737NG throttle quadrants
sitting on their desk, these thoughtful sim-engineers have given us some
ALTERNATIVE METHODS to ACTIVATE TOGA:
MSFX QWERTY keyboard macro : CTRL-SHIFT-G . Awkward and clumsy
... but it works on most every simulation that has a TOGA system
operative. Some "lite" sims and most non-modern non-airliner airplanes
don't even have a TOGA function . (Shame on them!)
The PMDG 737NGX have a designated "HOT

SPOT " on their MCP as their alternative
"TOGA BUTTON ". I like the location and the
availability ... and while NOT "realistic " it wor s
great. I use it. Interesting side note ... other
PMDG simulations is the "SCREW" at the
TOGA switch.
The iFly 737NG guys actually placed a "PHONEY" TOGA button on their
MCP . Convenient and operates really nice.
Other sims have other techniques, and

it is not my goal here to describe them all.
@MIKE RAY 2012

DOING the
'f~I(E-"FF
All the rest of that stuff that went before was just preparat ion for what comes now ...
THE TAKE-OFF. Right here is where things start happening R-E-A-L-L- Y FAST
and it is soooooo easy to get behind the airplane. Let's dissect what is about to happen
and describe it in enough detail that we can get a handle on the situation before it gets
away from us.
Let's start our discussion about what could go wrong :

- Airplane too heavy. These simulations are pretty good and they will
respond like a real airplane . If they are TOO HEAVY, theywon'tfly. The main reason that
the jet is too heavy is TOO MUCH FUEU!!! Not wanting to take the time to evaluate the
situation , some simmers automatically select as much gas as they can . Compare the
actual GROSS WEIGHT (GW) from the MSFX toolbar... AIRCRAFT ... "FUEL and
PAYLOAD" menu with this chart we used in the FLIGHT PLANNING section.
737NG MAXIMUM
GROSS WEIGHT LIMITATIONS
I TAXI ITAKEOFF I LANDING I ZFW*
-600 155,000# 154,500# 129,200# 121,700#
-700 155,000# 155,500# 129,200# 121,700#
-800 174,700# 174,200# 146,300# 138,300#
-900 174,700# 174,200# 147,300# 140,690#
-900ER 188,200# 187,700# 157,300# 149,300#

ZFW* · ZF W = ZERO FUEL WEIGHT. That is the weight of/he
airplane and payload and whatever else it had on it MINUS the fuel.
Reminder that you will have to calculate the amount of fuel that you will
burn ... subtract it from the total to determine if you will have enough fuel to
complete the trip with reserves, and yet still be within landing weight limits.
ZFW + FUEL =GW

ZFW is the weight of the airplane including PASSENGERS,
FREIGHT ... everything EXCEPT the FUEL.
This equation means that the '''Z ERO FUEL WEIGHT" plus
the "FUEL WEIGHT" (usually in POUNDS)
equals the GROSS WEIGHT (sometimes referred to as the
TOGW (TAKEOFF GROSS WEIGHT)
© MIKE RAY 2012

page 228 p ub/Mud by UNIYERSI T Y ,,/ TEM E CULA PR ESS
- TAKEOFF WARNING HORN. There are several things that will cause
this horn to sound
QEEEP ", QEEEP "" QEEEP ", QEEEP !II
On some airplanes (not on any of the simulations I have includ ing the PMDG
737NGX or the iFly 737NG) there is a button labeled TAKEOFF WARNING TEST
on the center forward instrument panel. The idea is that you push this button and it
tells you if all 5 of the things are properly set; so that you will not get the TAKEOFF
WARNING HORN . Now that I have said that, here are those items:
- PARKING BRAKE SET.

- TE (Trailing Edge) FLAPS NOT IN TAKEOFF RANGE.
- TE (Trailing Edge) FLAPS ASKEW or ASSYMETRIC.
- LE (Leading Edge) DEVICES NOT CORRECT.
- SPEED BRAKE NOT DOWN (or ARMED).
- SPOILERS NOT DOWN.
- STAB (STABILIZER) TRIM NOT IN GREEN BAND.
~--------------------------------------------
If the HORN SOUNDS , in flight simming , it is most likely the PARKING BRAKE set.
Obviously, if the horn is sounding, you SHOULD NOT continue the Takeoff without
checking these items .
- AIRCRAFT NOT ALIGNED WITH CENTERLINE. There is nothing more
pitiful than watching as your jet runs off the runway and across the grass. There is a
tendency to try and track back onto the runway and continue the takeoff. Indeed , it is
likely, with a poor starting position that you are likely to find yourself running through
houses and trees and whatnot as your airplane rolls across the surrounding terrain.
- RUNWAY TOO SHORT. What can I say about that.
- EXCESSIVE TAILWIND or CROSSWIND. While it ALWAYS desirable to

takeoff with a HEADWIND. However, it is OK to takeoff with a tailwind (component)
of less that 10 Knots . There are some "real world" technicalities that allow for greater
than 10 Knots of tailwind, but they are way too complex for this tutorial and only yield
a few Knots additional. Here is a chart of the CROSSWIND guidelines:
RECOMMENDED TAKEOFF
CROSSWIND COMPONENT guidelines
RUNWAY CONDITIONS CROSSWIND
DRY 33
WET 25
STANDING WATER/SLUSH 15
DRY SNOW 21
@MIKE RAY 2012

the TAKE-OFF
Once you have the jet situated on the runway, LOOK DOWN THE RUNWAY. The
majority of your attention should now be focused on tracking the centerline during the
initial part of the TAKE-OFF roll. Use the "TWIST HANDLE" of the joystick to make
adjustment to the heading. This will be the substitute for using the rudders. As the
airspeed increases , you will be required to use increasingly TEENSY-TINY corrections.
Continue to keep the far end of the runway as your target. Make heading corrections
based on this sight picture.
ADVANCE THE THRUST. 8-

STEP 1: Smoothly advance the THRUST
LEVERS to - 40% and allow them to
stabilize.
STEP 2: Once they are stabilized advance
the THRUST LEVERS to -70 % and
STEP 3: select TOGA.
(CTRL-SHIFT-G or other techniques))
STEP 4: OBSERVE 'TO" annunciated on the
TMA (Thrust Management Annunciator), and
STEP 5: THRUST indicators are at the
Takeoff CARATS.
IMPORTANT:
At this point ... direct your attention to the
RUNWAY OUTSIDE THE AIRPLANE. Your whole focus should be on keeping the
airplane ON (or nearly on) the centerline of the runway. Stuff is happening to the
instruments inside the airplane, an occasional glance is OK; but until you get to be
proficient, my opinion is that you should be looking "OUTSIDE" at the end of the runway.
Once you have selected TOGA s( •

...Here is what is going on inside the cockpit. Take a quick glance and confirm
that you have engaged TOGA .
STEP 6: FMA changes from ARM to
N1 in N1 MODE.
STEP 7: FMA displays TOIGA

for PITCH MODE
STEP 8: FMA "BLANK" for ROLL MODE
STEP 5: THRUST advances to

TO (Takeoff carat) THRUST
STEP 9: EADI PITCH COMMANDS

10 degrees DOWN
.----------------------------------.
• Remain focused on tracking the centerline until about 80 KTS. Then you •
: should start getting mentally prepared to ROTATE the jet for LIFTOFF. :
~~--------~---------~--~----------~- © MIKE RAY 2012

NOTE: Don 't get confused, some airlines or flight sims use
the term PFD interchangeably with EADI or simply ADI.
@ 60 Knots
STEP 10: PFD (EADI) PITCH _
COMMANDS ~'._~e=~~
15 degrees UP r
@84 Knots
STEP 11: FMA changes to THR HLD
At this point, you should start transitioning

your attention from LOOKING DOWN
THE RUNWAY, and begin includ ing the
PFD (EADI) PITCH BAR in your scan .
@V1
r------------------------------------------------.
: Generally speaking, and this is a pretty good rule of thumb: :
: AFTER V1 ... DO NOT ABORT THE TAKE-OFF :
~-----------------------------------------------~
DISCUSSION:
In broad terms, V1 can be considered the "STOP-NO STOP" (some use GO-NO GO)
point on the runway. I think everyone has read about the crew that saw another
airplane on the runway after V1, but "slammed on the brakes" anyway ... and saved
the world . But, and this is always a qualified "but", it would be check-ride suicide to try
and stop the airplane after V1, particularly for some piddly, unimportant reason. So,
let's just agree, that in the simulator world ...
NO REJECTED TAKE-OFFS AFTER V1.
@VR
Vr (or VR) is the speed at which there is enough airflow over the aerodynamic
surfaces (ailerons and rudder) such that the airplane can be controlled if it
encounters the loss of the most critical engine . For the pilot, it is the airspeed at
which to "BEGIN" the rotation of the airplane to the pitch position that will achieve
flight and maintain an airspeed at or greater than V2+20 kts. In the home PC
simulator, it is difficult to expect a beginner pilot to control the PITCH using the
AIRSPEED; so I "generally" suggest a target pitch of:
:r-----------------------------------·-----------~
12.5 to 15 degrees nose up pitch :
: as a target on the PFD (EADI) pitch indicator. :
~------------------------------------------ I
At this point, you should transition entirely to the PFD (EADI) ATTITUDE INDICATOR.
You want to :
MAINTAIN WINGS LEVEL.
PITCH TO 12.5 to 15 degrees PITCH.
NOTE : The PITCH BAR will be moving, so don 't immediately try to follow it.
Once the airspeed stabilizes, then you can lock onto it.
@MIKE RAY 2012
@ Vr ... ROTATION "STARTS"

The rotation of the jet is a delicate and precise maneuver. I have observed simmers
"pulling back on the stick and pointing the nose at the sky"! YIKES!!! The rotation
should begin with gently reducing any forward pressure on the stick, and assum ing a
neutral pitch dynamic . Once that is achieved , then gently (G-E-N- T-L- Y) continue to
increase the back pressure and use a very measured rate. Recommended 2 to 3
degrees per second . Airline pilots practice this in their simulators ... and it is well
simulated for us in ours. There is NO EXCUSE for dragging the tail on the runways if
the jet is properly set-up with the pitch trim in the GREEN BAND and the TOGW
(Take-off Gross Weight) with in limits. As the nose comes up, and the pitch increases ,
the runway will no longer be visible out the front of the cockpit and the focus
trans itions to 100% on the PFD (EADI)ATTITUDE INDICATOR.
~···············································i
I 2 to 3 DEGREES per SECOND up to I
: 12.5 to 15 degrees nose up pitch I
: as a target on the EADI pitch indicator. I
•••••••••••••••••••••••••••••••••••••••••••••••• J
STEP 12: PFD (EADI) remains at 15 PITCH

degrees until "SUFFICIENT"
CLIMB RATE is acquired, then
STEP 13: PFD (EADI) PITCH

commands MCP SPEED
(Normally V2 + 20 Kts)
At this point, we can transit ion to following
the PITCH bar.
STEP 14: PFD (EADI) ROLL commands

"WINGS LEVEL"
As the airplane transitions to flight , the

aerodynamics begin to take control. What
this means to us is that we must then start to "FLY THE AIRPLANE!" We just don't
know for certain what the airplane is going to do; frequently, the wing exerts
pressures on the stick that were countered by the landing gear being on the ground
and once those pressures are removed the wing may want to dip. Or another problem
is "STICK SLOP" ... if the control stick isn't exactly NEUTRAL , then the control inputs
could putthe airplane in an uncontrollable attitude.
.-----------------
The whole concept here is this; As the airplane becomes more and more "airborne"
you will have to "feel" just what is appropriate stick forces to maintain the pitch and roll
that you desire .
I HFLY"THEAIRPLANE :
:
~- --------.... ---- ---
OFF THE GROUND
page 232
:
© MIKE RAY 2012
pub/Mud by UNIYERSI T Y ,,/ TEM E CULA PRESS
F"'fI~
ONADI
PITCH BAR
--
Once the airplane has established a climb , RAISE THE LANDING GEAR. The
simplest way is to select the QWERTY keyboard key "G".
-
@400 feet
This is a critical altitude , and to completely descr ibe what is going on in the FMC
would be too complicated ... and probably worthless . However, this is where the
ROLL MODE becomes active.
DISCUSSION:
My suggestion earlier was that we set the RUNWAY HEADING before we started
the take-off. However, the way the system is constructed, we also could also have
ARMED the LNAV on the ground , but one has to be careful that the initial heading
change does not compromise the safety of the airplane ... such as to command a
turn into the AIRPORT TOWER or some other obstruction. I recommend :
1 1
Once above 400 feet, the selection of

another ROLL MODE (HEADING) such as LNAV , will cause the TOGA to be
terminated.
Engaging the autopilot will also terminate the TAKEOFF MODE.
@ 800 feet
OK to select VNAV.
AJT (Auto-Throttle) FMA annunciation

changes to ARM.
If you depress the N1 switch on the MCP,
the thrust will change
to CLIMB POWER (CLB) .
However, upon reaching the altitud

shown on the CDUlFMC TAKEO F. REF
page 2/2, the thrust will automatically
reduce to CLIMB THRUST. In our case
(and this is the DEFAULT) setting we have set the REDUCTION ALTITUDE to
1500 AGL. The pilot can over-ride the default value to any altitude between 800
feet and 9999 feet. @ 1000 fee t
Most airlines consider it OK to engage the AUTO-PILOT at or above 1000 Feet.
While some airlines will allow auto-pilot engagement at or above 300 feet ; there is the
consideration that this low altitude does not allow a recovery margin should the auto-
pilot engage in an extreme flight control position on actuation .
••••••••••••••••••••••••••••••••••••••••••••••••••
: NOTE: I
I Selecting the AUTOPILOT below 1000 feet AGL :
I (Above Ground Level) is NOT RECOMMENDED!!! I
I I
I •••••••••••••••••••••••••••••••••••••••••••••••••
© MIKE RAY 2012
page 234 p ub/Mud by UNIYERSI T Y ,,/ TEMECULA PRESS
RAISE FLAPS
on airspeed
A REALLY BORING FLAP DISCUSSION:
The operation of the FLAPS is fairly complicated. Let's see if we can simplify the
situation.
There are two venues where
we use the flaps ... during
TAKEOFF and during
LANDING.
r---------------------~
FLAPS are never used during
the cruise portion of the flight.
in fact, it is a restriction that:
FLAPS ARE NOT TO BE DEPLOYED
ABOVE 20,000 FEET.
·----------------------~~v
Discussion about flaps
FLAP OVERSPEED:
Since we have already extended
flaps for TAKEOFF, as the
airplane airspeed increases
there is a maximum speed indicator that becomes displayed on the PFD
(EADI ).This is called the "OVERSPEED" WARNING INDICATORS or the "RED
BRICKS". You are restricted from using a FLAP SELECTION if the airspeed
exceeds the overspeed limitations for that particular FLAP SETTING.
STALL:
If the airspeed of the airplane becomes less than the "GREEN NUMBERS" on the
AIRSPEED INDICATOR without a flap setting that is equal to or greater than the green
number, the airplane will approach a stall, and if allowed to slow to the point in the
"STA LL WARNING INDICATORS " or the "RED BRICKS" atthe bottom of the airspeed
indicator, the wing will cease to supply the lift necessary for flight and the airplane will
crash. Game over!
OPERATING WINDOW:
Here is the challenge : We must operate the airplane within the airspeed regime defined
by the RED BRICKS. The way we do that is to use flaps according to the "GREEN
NUMBERS" along the edge of the airspeed indicatortape on the PFD (EADI) .
- If the airspeed is increas ing, then when the flap number is indicated , we set
the flaps to that setting. This will RAISE the flaps and the RED BRICKS will move to
allow a greater airspeed.
- Likewise , if we are decreasing the airspeed as in landing , we MUST select
the flap indicated by the green number ... or the airplane will STALL. Selecting a
greater flap will move the RED BRICKS and allow us to fly at a slower airspeed .
@MIKE RAY 2012

@ 1000 feet
OK TO ENGAGE AUTO-PILOT
Once you are above 1000 feet AGL, engaging the AUTO-PILOT is allowable.
I~--------------------------------II
I TaIGA is terminated
: Once you have selected auto-pilot or engaged another roll
I mode , the TOGA is terminated and by definition , the TAKE OFF
I PHASE is completed. The jet now is in the CLIMB PHASE.
I
---------- _" ~I" ••"
Generally speaking , the
whole idea of using the
AUTO-PILOT (referred
to as AUTO-FLIGHT) is
to get the airplane
operating in the
LNAVIVNAV mode.
That is what I am going
to teach you here.
Obviously, there are
many different ways to
operate the airplane and
you don't absolutely
HAVE TO do it "my"
way.
Once the jet is operating

on the AUTO-PILOT,
we can monitor the
airspeed and as it
passes the numbers
along the airspeed tape,
we can raise the flaps on schedule .
When the FLAPS are fully retracted, then we complete the "A FTER-TA KEOFF"
check list; which is:
AFTER TAKEOFF CHECKLIST
- GEAR UP
- FLAPS UP
- RTO OFF
- GEAR HANDLE OFF
~ ~
I It is generally "suggested" that NO TURNS be made below I

I 400 FEET above field elevation ... but there is no reason to I
I I
I attempt to turn the airplane BELOW 1000 FEET. I
~._ ~
© MIKE RAY 20 12
page 236 pub/Mud by UN iYERSI T Y ,,/ TEM E CULA PRESS
TAKE-OFF
KEYSTROKE LOG ACTION
1 LINE-UP on RUNWAY
2 COMPLETE CHECKLIST
3 CTRL-SHIFT-G Select TOGA
4 "TO" ANNUNCIATED LOOK at the UPPER EICAS TMA
5 "." (period) RELEASE BRAKES
6 LOOK OUTSIDE Focus on far end of runway
USE "TWIST" STICK or

7 Steer down centerline
RUDDERS
8 @V1 CONTINUE TAKE-OFF
9 @VR(VR) "START" ROTATION
10 LOOK INSIDE FOCUS on PFD (EADI) PITCH LADDER
PULL GENTLY BACK AIM for 12.5 to 15 Degrees

11 on STICK (YOKE)
12 @ LIFTOFF "FLY" AIRPLANE
13 RAISE LANDING GEAR "G" key
14 @ 400 feet AGL SELECT ROLL MODE

(MCP HDG SEL or LNAV)
@ 800 feet AGL SELECT PITCH MODE
15
(MCP VNAV or FLCH SWITCH)
16 @ 1000 feet AGL Select LEFT AUTO-PILOT
17 F6 - F6 - F6 or F5 RAISE FLAPS ON AIRSPEED
18 AUTOBRAKE OFF UNLESS AUTOBRAKE

SHUTS OFF AUTOMATICALLY
19 GEAR HANDLE OFF IF ALLOWED
20 ANTI-ICE IF OAT<10C (+51F)
21 EXTERIOR LIGHTS As desired
@MIKE RAY 2012

TAKEOFF PROFILE
There is no "single" take-off construct. In airline flying , there are
always considerations and changes to conform to local
environmental considerations and meteorolog ical factors. Noise
abatement and conflict ing traffic. wheeeeew! It never ends.
However, in the simulator, we can pretty much agree on a single
profile without having to accommodate constantly changing
conditions. So, here is my idea for a generally acceptable profile.
Be aware that you can make changes to the FMC generated

profiles using the TAKEOFF PAGE 2.
The 1500 AGL default is used in this profile .
TOGA AS NOSE
@80KTS
RISES ..
CHECK
CHECK TRANSITION
EICAS
TAKEOFF TOADI/PFD
THRUST @V1
CONTINUE AIM FOR
RELEASE TAKEOFF 12.5 to 15
BRAKES DEGREES
@VR
LOOK AT START @L1FTOFF "G" KEY ...
FAR END OF ROTATION FLYTHE RAISE THE
RUNWAY AIRPLANE LANDING GEAR
-------------------
© MIKE RAY 20
,='2: : -_
page 238 p .. bli<h('d by UN IYERS I T Y ,,/ TEM E CULA PRESS
EXTERIOR
LIGHTS
RTO OFF
ANTI·ICE
IF REQUIRED
GEAR
HANDLE
OFF
AFTER
TAKEOFF
CHECKLIST ABOVE 10000 FEET
ACCELERATE TO
CLIMB SPEED ------------
RAISE FLAPS
ON AIRSPEED
AT 1500 FEET
CLB THRUST and
_l~ogfC~r~~~!~~a~YL _
250 KTS PITCH
1. THRUST goes to CLB.
2. AIRSPEED TARGET changes to 250 KTS.
1000 FEET AGL

------ @ 1000 FEET+
SELECT --------------------------------
Minimum AUTOPILOT ENGAGEMENT altitude:
AUTO·PILOT Some airlines (Westjet) use 400 FEET, some use 800 FEET,
My recommendation is to use 1000 FEET.
@800FEET
BOOFEETAGL
------- SELECT
VNAV ------------------------------_.
AUTO-THROTTLE
changes to ARM MODE
@400 FEET
._----- SELECT LNAV OR

ROLL MODE
400FEETAGL
--------------------------------
NO TURNS
below 400 FEET!
@MIKE RAY 2012

WWW:UTEM .C OM page 239
nee we have slipped the surly bonds of earth and
are established in a climb, the whole paradigm and
list of concerns changes. The whole flight takes on
a different phase of operation; and the previous set of
operational limitations and tasks that defined the
transition between being earthbound and airborne are no
longer applicable.
In this next section, we are going to discuss some of the
features about the climb portion of the flight. There is
much to be said and we are only going to touch on some
of the most obvious technical details.
As the flight progresses and we in the climb phase, our

focus changes. For me, I love to watch the terrain fall
away and the feeling of motion and speed relative to the
ground seems to slow down as the altitude increases. I
recommend that you set the "haze" (visibility)
obscuration to 20 or 30 miles since it looks more realistic.
If you disagree, make this experiment. Look out the
window next time you are flying on an airliner ... observe
that the atmospheric haze, even on a "clear" day, is
always there ... and then do whatever you want .. you are
the King or Queen of the flightsimulation universe.
SECTION: 16
The CLIMB PHASE begins at the CLIMB THRUST REDUCTION altitude.
0 242 Climb Phase demonstration

0 243 Class 'B" Airspace
0 244 250 Kts below 10,000 Feet
0 245 QNE/QNH "Yellow box"
0 246 Flying in 3D
0 247 QNE/QNH explained
0 249 Cross-over altitude
0 250 MAXTAS
0 251 VNAV
0 252 Climb using the VNAV
0 253 VNAV, CDU, and MCP
0 254 How to modify Climb Profile
@MIKE RAY 2012

Our goal is to "fly" a typica l flight profile that will allow us to demonstrate some of
the specific actions associated with the "CLIMB" phase of flight. The point of the
activity is to allow the student to actually fly a climb profile and become familiar
enough with the operating procedures so that they can apply this information to
future flight s. During this CLIMB PHASE DEMONSTRATION , here are some of
items that we will be experiencing and discuss ing.
A - Airspeed restrictions associated with CLASS "B" AIRSPACE.

S - Airs peed is restriction to 250 Kts below 10,000 Feet MSL (Mean Sea level ).
C - Transition Altitude "QNE/QNH" and the "YELLOW BOX "
D- Technique used to "CLIMB TO A HIGHER ALTITUDE" after level-off
E - MACH/Ai rspeed "CROSS-OVER".
F - MAX RATE, MAX ANGLE, ECON climbs
G - Comments on Observing and Setting airspeed for VNAV .
H - MAXIMUM ALTITUDE for cruising
---------
@MIKE RAY 2012

page 242 p .,h/i , h"d by UN IYERS I T Y ,,/ TEM E CV LA PRESS
HUH??? What is ...
CL 55" " 5 CE
Back in history, some genius decided that operat ions in the area around "MAJOR"
airports should have spec ial set of rules and specifically designated areas with
uniquely designated altitudes and airspeeds and other stuff. They called this "B"
class airspace and what actually evolved was a virtually indecipherable visually
depicted as an "up-side down
wedding cake." A complex MAP
paradigm that no pilot has ever
totally understood or actually
even cares about. However, for
all six of the Flight Simmers
who even know or care about
this subject , the MSFX has
included access to the B class
map for all the applicable
airports in their database. You
can look at the diagram using
the MAP page.
All those lines and circles and
boundaries represent the Class
"B' space limitations; and as
you can see it is so
complicated that it is virtually
unuseable. The only part of the paradigm for the 737NG pilot is concern for
exceed ing the 200 knot airspeed limitat ion mentioned in the regulation.
Airspeed restrictions
Here is the section from the FARs (Federal (a) Unless otharwiSf/8uthorlzed by tha Admln/stralor, no pefOOlJ may
operale an aifCfBftbfJlOIN 10,000 fee t MSL at an Indicated airsP&&d of
Aviation Regulations) that applies to this issue. moreth8fl 250 knots (288 m.p.h.).
(b) Unless otherwise authorized or required by ATC, no person may
No human pilot can read this ... and it certainly operale ana/fCf8ftat or below2.500feet abovethe sl.l1acewithin4
nautical miles d the primary a/rpotf of 8 ClassC or Class D airspace
is a stretch to think that a flight simmer could eree at BfJ Indicated airspeed r;( mo-e than 200 knots (230 mph). This
paragraph (b) coss not apply to any q;J&rations within 8 Class B airspace
8r&8. Such operations sha' comply with paragraph (a) of this section
figger it out ... or even care about this problem. (c) Noperson may operate 8flaircra/t In tJJ88/rspSC9 underlying a Class
B airopoco 01"00dot:Jigne6od for on o/fPO'f or In ;) VFR corridor
designated through such 8 Class B a/rsp8C(;J area, at an indicated
airspeedof morathan 200 knots (230 mph).
However, here is the fact ... any restrict ion (d) If the minimum safa airspeed for Wly p8I1icularoperation is {Teater
than the maxmum speed P/TiIsctfbed In this seclion. the aircraft may be
operated at that minimum speed
simply does not apply because of this
"EXEMPTION" in part d.
~-------------------------
: Here is that EXEMPTION:
: (d) If the minimum safe airspeed for any particular operation
I is greate r than the maximum speed prescribed in this section,
: the aircraft may be operated at that minimum speed
I
--------------------------------------------_. I
The FAA does not intend for an airplane to be operated using FLAPS to maintain
less than the 200 Knot restriction ... and if the "CLEAN MANEUVERING
AIRSPEED" is greater than 200 Knots, it is intended that they use that airspeed.
r-------------------.
: FL Y THE DEPARTURE AT I
I V2 + 20 a airspeeds :
: up to 250 Knots. I
@MIKE RAY 2012

WWW:UTEM .COM
~-------------------~
page 243
DO NOT EXCEED
250 Knots "BELOW" 10,000 feet
The universal MANDATORY SPEED RESTRICTIONis:
r----~------------------~---·
I 250 Knots MAXIMUM AIRSPEED :
: BELOW 10,000 Feet MSL(Mean Sea level) I
._--------------------------~
Here is some clarification on that.
- If you are AT 10,000 Feet, you may increase to your normal operating
speed ,
- BUT if you are at9 ,999 Feet,
you MUST reduce to below 250 Knots airspeed.
- WORLD-W IDE application! As faras I know,
there are no countries that do not apply this rule.
- EXCEPTIONS: Some except ions and exemptions may be granted for
airshows , military operations, aircraft testing , and activities like that.
Just to clarify this a bit ... even if you are "outside" of radar contact and not
within "voice communication" but operating within "controlled airspace " such as over
oceanic areas between land areas on airways ... these rules apply.
You may have observed "internet videos " of carrier based military aircraft exceed ing
the speed of sound in low level demonstrations near ships at sea. They derive their
legalities from the controll ing agencies that are operating outside the jurisdiction of the
ICAO and other sanctioned Civil Authorities. That is a big mouthful that says, "They
can do whateve r they want ... as long as they don't violate CiviIAirspace ... and if they
do, then Maverick will have to go talk to the Airgroup Commander. I saw that movie.
Forflightsimmers ... NEVER GO FASTER THAN 250 KTS BELOW10,OOO FEET!
The Boeing 737 NG CDUlFMC has a provision for setting that restriction on the
CLIMB PAGE (CLB) of the CDUlFMC; however,
the default is 10,000 Feet and that works great.i
cannot think of any reason to EVER change that
restrict ion. All you need to know is that If you are
using the AUTO-FLIGHT in VNAV... the airplane
will automatically set the 250 knot restriction and
NOT ALLOW the airplane to exceed that airspeed
below 10,000 Feet. Once the airplane climbs
through 9,999 Feet, the airspeed indicator selector
will slew to the VNAV selected airspeed and the
THRUST and PITCH necessary to transit ion to
CLIMB MODE will occur. Amazing.
DETAIL: There is one point that might be

confusing. While the rules state that If you are
leveling off and cruising AT 10,000 Feet after your
initial climb out, you are allowed to increase your
airspeed to normal operating airspeed ... the
CDU/FMC VNAV on the sims that I have observed
will generally maintain the 250 Knot airspeed .
© MIKE RAY 2012

page 244 pub/Mud by UNiYERSITY ,,/ TEM ECULA PRESS
QNEIQNH andthe
"YELLOW BOX"
When we are init ially setting up the
CDUlFMC , we probably overlooked the
TRANS ALT selection on the PERF INIT
page. Since the default is 18000; and the
transition level in the United States is FL180,
we naturally assume that if we are flying in the
US that the transition level doesn't need to be
verified or changed . However, if we are flying
just about anywhere else in the world , then we
should place the appropriate TRANSITION
ALTITUDE in the CDUlFMC.
Toset the TRANSITION ALTITUDE:

STEP 1:Type altitude to the SP
STEP2: LS5RtoTRANSALT
Placing the TRANSITION ALTITUDE

into the CDUlFMC does only one thing
... and that is to make the little
YELLOW BOX remind the pilot to
change the ALTIMETER SETTING .
This QNE/QNH thing is an
IMPORTANT ITEM!!!
:,,, ~:EP 3: To remove the "YELLOW
.. BOX", you have to place the appropriate
t£ItlIl:I ALTIMETER BAROMETRIC setting
into the system using the ECU.
There is a "LAZ Y PILOT" feature. Since
we will ALWAYS be placing the
STANDARD (STD) s tting during the climb, the system is set up so all the pilot has
todo is:
DEPRESS the "BA RO" knob and the

YELLOW BOXED SETTING
• will be replaced with a green STD.
r-------~~ During DESCENT , the yellow boxed "STD"

. . ' ... .. must be replaced with the actual "ATC
SUPPLIED BAROMETRIC" setting . If within
range, this is usually the FIELD BAROMETRIC
setting. You can get that from the MAP utility.
Twisting the BARO knob will re-set the value for
the barometric pressure on the PFD (ADI).
ALWAYS RESET
THEALTIMETER!
@MIKE RAY 2012
FLYING IN 3D
An airplane operates in 3 dimensions ... DUHI
OK, OK ... you already knew that ; but did you know that there are three SEPARATE
operations that take place in the AUTO-FLIGHT (Auto-pilot operations) world. The key
word there is SEPARATE. When we are flying using the manual controls , we are able to
manipulate the three domains in a seamless way so as to produce the "3D" flight path that
is necessary. In using the AUTO-FLIGHT tools; however, we have to concentrate on
creating the airplane position in THREE SEPARATE DOMAINS.
- The SPEED or forward motion of the jet,
- The VERTICAL VECTOR, and
- The HORIZONTAL component.
Those incredible aircraft engineers provided us with a systems that allows individual
and separate controls for each on the three domains of flight.
SPEED is the forward vector. That component is controlled by the THRUST LEVERS.
The pilot has complete control and can move the THRUST LEVERS manually at any point
in the flight evolution ; however, on the Boeing 737 NG, we have an additional fantastic
automat ic control and that is theAUTO-THROTILE system.
VERTICAL (ALTITUDE) CONTROL is available to the

pilot by using the YOKE . Forward and backward movement of the
yoke, coupled with appropriate thrust changes will result in a precise
and smooth climb and descent segment with constant speed. The
FMC is available to calculate and provide automation to the
vertical segment (including THRUST management) by using
one of the four MCP AUTOPILOT controls: LVL CHG, VIS, and
VNAV.
HORIZONTAL movement over the surface of the earth is a

separate part of the paradigm , and is controlled by the pilot manually using the YOKE.
Automation can be accomplished by using the MCP controls : LNAV, HDG, VOR LOC,
ILS, etc as well as a ROUTE depicted on the HSI (ND) by the FMC/CDU. This route is a
"MAGENTA LINE" that can be manipulated by the pilot using the CDU. Once the ROUTE
is described in the CDUlFMC , when LNAV is the selected mode the airplane will track
that route. Consequently, it is highly desirable to operate the airplane in AUTO-FLIGHT
using LNAVIVNAV coupled with the AUTO-THROTTLES. This will allow the airplane to
compute and
- fly the "exact" FLIGHT PATHand
- the AIRSPEED listed on the LEGS PAGE.
- cross all MILESTONE ALTITUDES on

t e CDU/FMC ROUTE QUEUE.
© MIKE RAY 2012

page 246 pub/Mud by UN iYERSI T Y ,,/ TEMECULA PR ESS
QNE / QNH explained (sorta).
Many flight simmers don't know this: The sky is divided into two parts ... there is the lower
part (below the TRANSITION LEVEL) and the higher part (above the TRANSITION
ALTITUDE) . When we are flying in the LOWER part, the LOCAL BAROMETRIC
ALTITUDE MUST BE physically placed in the altimeter by the pilot! When operating in
the UPPER part, the pilot must physically place the STANDARD (STD) setting of 29.92
or 1013.3 into the altimeter.
EVERY DA Y, EVERY FLIGHT, EVERYAIRPLANE, EVERY PILOT... ALWAYS.
You may think I am exaggerating ; but I ain't1ying!!
If you would put the LOCAL BAROMETRIC PRESSURE into the ALTIMETER, it would
ACCURATELY indicate the ACTUAL ALTITUDE above MEAN SEA LEVEL. That local
barometric altitude is called (QNH). It is so important that we will ALWAYS be given the
LOCAL BAROMETRIC ALTIMETER setting when we initially check in with a designated
Air Traffic Control agency ... Tower, Ground Control , Enroute ATC... and EVERY PILOT,
on EVERY TRIP, on EVERY DAYwili physically use their fingers to dial in the QNH when
they descend below the TRANSITION LEVEL.
At higher altitudes when dealing with ATC sectors that are able to cover hundreds of
square miles , and perhaps dozens of airplanes; the notion of each high speed airplane
constantly using "different" barometric settings meant that there was no way to
determine EXACTLY what the altitude of the different airplanes were flying at relative to
each other since they each could have different QNH settings. That answer was to divide
the whole sky into two separate into two domains ... High and Low. If you are flying low ...
you will set in the local barometric altimeter setting ... if you are high, you will set in the
STD (STANDARD) altimeter setting (29.92 inHg or 1013.3 Hp) and refer to your
altitude as a FLIGHT LEVEL.
As a result , once upon a time, all the concerned nations sent their delegates to a
conference to decide what the "TRA NSITION" altitude was going to be. Now we all know
that in International discussions, there is always a problem. And this was no exeption .
Every "sovereign" nation that sent their delegate to the conference reserved the right to
decide at what altitude this TRANSITION should occur in their area. In the US, it is
17,999 feet and anything above that is called a FLIGHT LEVEL. In France, at Paris , their
transition level is 6,999 Feet, and in Australia it is 9,999 feet and so forth. Some places is
varies from day to day or place to place . Wheeew! So they decided that there would not
be a standard TRANSITION altitude.
Additionally, they needed a standard by which to set the UPPER ALTITUDE altimeters ;
however, as expected , the metric guys wanted it in "Hectopascals" and the Americans
wanted it in "Inches of Mercury ".
What mess ... Here is what the STANDARD (STD) setting came out to be:
1013.3 Hp (Hectopascals) or
29.92 InHG (inches of Mercury).
Even though we are "JUST SIMULATING", we should ALWAYS still set in those
settings. If we "CLI MB UP" through the trans ition level, we will set in "STD" or 29.92 or
1013.3. If we "DESCEND" below transition level (F/L (Flight level) 180 in the United
States) we will put the LOCAL BAROMETRIC PRESSURE into the system.
@MIKE RAY 2012

p------------------------------------
QNEIQNH
It is FEDERALLY MANDATED REQUIREMENT to set the "ST D"
(STANDARD) barometric setting (29 .92 or 1013.3) into our altimeter
when climbing through the TRANSITION ALTITUDE. This will allow a
FLIGHT LEVEL consistent with all the other airplanes that are operating
in the airspace above the TRANSITION LEVEL; even though the
indicated altitude may NOT BE the actual MEAN SEA LEVEL altitude.
When descending through the TRANSITION

LEVEL, we MUST set the altimeter to the LOCAL
QNE BAROMETRIC setting.
TRANSITION ALTITUDE QN H
If we set the "LOCAL" barometric
When climbing through the setting into our altimeter, we will be
TRANSITIONALTITUDE, we indicating the altitude above MEAN
MUST set the altimeter to the SEA LEVEL at that position where
STANDARD (STD) setting of ~-~- the Local Barometric
29.92 or 1013.3. Pressure (QNH) was
measured.
I Probably one of the most commonlyasked questions in simulator aviation:

I When do I get the "YELLOW BOX" and what do I do about it.
I
I
I
I
I
------
The "Y ELL OW" box will display whenever you pass through the "TRANSIT IO N"
level/atitude. It is a rem inder to set the QNH (when descending) or select STD
by depressing the "SA RO" knob (when climbing) ... on the ECU.
© MIKE RAY 2012
CROSS-OVER
(about 26,000 FEET)
This is a fairly difficult thing to explain . Sometime during a climb or descent at higher
altitudes, the ability of the AIRSPEED indicator to function becomes compromised. For
every airplane there is this mystical altitude where a "MAX IMUM TAS (True Airspeed) is
reached. For the Boeing 737 NG; this altitude is "around" Flight Level 260 (26,000 feet).
This means that when we are flying our airplane below F/L 260 , we will be using lAS
(Indicated Airspeed) in Knots.
Once we transition past through
the CROSS-OVER altitude, the
airplane will begin using MACH
number as the controlling
airspeed indicator. Magically, for
us, the FMC (if you are using
VNAV) will automatically make
the change-over for us. Take a
look at the lAS/MACH window on
the MCP and you will see that it is
BLACK ... you cannot even see what airspeed indication the VNAV is using. Why would
we as flight sim pilots even care?
UH-OH! ... and what is that C/O button on the MCP for?
C/O stands for "CROSS-OVER" and that little CIO button is a toggle switch that allows us
to "over-ride" the FMC and select either MACH NUMBER or KNOTS lAS as the airspeed
command ... and that is useful during an EMERGENCY DESCENT.
Here is the problem. If we are flying along above F/L 260, then we will be using MACH
NUMBER for the controlling MCP airspeed mode. Should the pilot decide to use either
VIS (Vertical Speed) or LVL CHG (Level Change) mode to control the descent, then the
automatic part of the unit that switches from MACH to AIRSPEED doesn't switch over by
itself at C/O . If that does NOT occur, then the MACH number will remain as the controlling
airspeed during the descent.
As the descent continues , the
AIRSPEED will continually be reducing
and when you get to about 10,000 feet
you will be at about 250 KTS.
Conversely, if you are climbing in
AIRSPEED mode above 26,000 feet ...
the airspeed will constantly be trying to
OVERSPEED the airplane.
What this means is that the MAXIM

lAS (Indicated Airspeed) for is
airplane is the speed it can ol::Jtain at
26,000 FEET. In a NO WIND condition ,
th is would be the same as the
MAXIMUM POSSIB I:E GROUND
SPEED.
However, we will seldom plan a flight plane for that altitude since WIND and FUEL
CONSUMPTION considerations will dictate cruising altitude choices .
@MIKE RAY 2012

MAXTAS
MAXIMUM TRUE AIRSPEED CALCULATION
Let's be like Test Pilots and F/L lAS TAS M
look at something really (flight (Indicated (True (Mach
interesting. The Boeing level) Airspeed) Airspeed) Number)
737NG-900 w/o winglets, as
it climbs to its maximum \8.0 333 4Jq .6q3
altitude , reaches an altitude
(F/L 260 or 26,000) where JJ.O 333 ,
,/1:.. 0
1'-",
.754
the lAS (indicated Airspeed)
acheives a maximum figure J6.0 333 1\ : 48 1) .80\
beyond which the
"OVERSPEED" indicators
J8.0 318 l'"Li76.80\
block further increase and, 30.0 304 47J
in fact, the overspeed
.80\
restricts and depresses the 35.0 J7J 461 .80\
airspeed as the altitude
increases. At this point we 37.0 J60 45q .80\
begin to use something
called MACH number in 3Q.O J50 I 45Q .80\
order to measure the
airspeed. In a "NO WIND " II
situation , since the TAS is the same as the GROUND SPEED if we ignore other factors
such wind and fuel consumption, we could make the case that ...
MAXIMUM TAS (and GROUND SPEED)

about 481 KTS occurs at about
FLIGHT LEVEL 26.0 (26,000 feet).
This altitude is also the MACH/AIRSPEED cross-over altitude . Now, ordinarily we as

pilots and simmers are unaware of the change-over, because the FMCNNAV makes
the shift for us automatically. But, just in case you need to make the "CHA NGE-
OVER " manually, there is a little button on the MCP labeled CIO for that purpose .
If you don't understand all this, that is OK because that information is not necessary to
fly the airplane. However, it does raise an interest ing question as to why don't the
airplines fly the 737NG at 26,000 feet all the time?
Here is the answer to that. The fuel efficiency of the engines and the wind components
at the higher altitudes make operat ing the jets 'MUCH MORE" desirable at altitudes
above the MAX TAS altitude. The airlines use a figure called "NA M per 1000". This is
the Nautical Air Miles per 1000 pounds of fuel. There actually are charts in the Pilot
Operat ing Manuals that are used to plan for the "BEST and most EFFICIENT"
altitudes. The chart takes into account temperature and wind component as well as
airplane weight. Too complicated for a mere human pilot to understand .
© MIKE RAY 2012
page 250 p ub/ Mud by UN iYERS I T Y ,,/ TEM ECU LA PRESS
Note regarding MYSTERIOUS PITCH MODE
VNAV
VNAV has ONE JOB: Control the VERTICAL PATH of the airplane so that it will meet
the WAYPOINT ALTITUDE and AIRSPEED restrictions on the CDUlFMC LEGS page.
Most of the modes are selected using the MCP . The VNAV mode of the MCP is
automatic in the sense that it will select whichever PITCH mode it requires in order to
achieve the descent, cruise, and climb profile targets entered into the CDU.
---------------
WHAT PILOTS SCREW UP!
----'I
There are three differentVNAV modes that are used and annunciated .
VNAV PTH ... This is the NORMAL operational mode for the VNAV . The FMC (Flight
Management Computer) will adjust automatically the thrust and pitch of the airplane in
orderto fly a VERTICAL PROFILE that allows the airplane to meet all the MILESTONE
ALTITUDES and AIRSPEEDS displayed on the CDUlFMC . This is a difficult part of the
p ~.D
VNAV paradigm to understand .
I
I The VNAV will not descend or climb
I beyond the altitude set in the MCP.
I The computer needs the pilot to MANUALLY set the
I next ALTITUDE in the MCP in order to comply with
I
I climb and descent commands from the FMC.
._----------------------
VNAV ALT ... If the pilot does not set what the FMC
considers to be an appropriate ALTITUDE in the
MCP , the VNAV will revert to the VNAV ALT mode. Once it can no longer meet certain
unknown limitations and the computer considers that it can no longer stay in VNAV
and meet the constraints of the programmed flight profile ... VNAV will DISCONNECT
and revert to ALT HOLD. Resetting the ALTITUDE on the MCP and reselecting the
VNAV "may" restore operation .
VNAV SPD ... Should you select SPD INTV, the VNAV will adjust the speed in the
FMC descent computation to accommodate your request , but it will let you know that it
is using your airspeed under protest by annunciating VNAV SPD.
ALT INTV switch ... When another altitude is selected and the ALT INV switch is
selected ; only one thing happens, the NEXT ALTITUDE RESTRICTION is eliminated.
If you ask the VNAV to do something that it decides it cannot do, it will disconnect and
send you a message (VNAV DISCONN ECT) on the CDU.
@MIKE RAY 2012

HOW TO CLIMB (OR DESCEND) TO A

NEW A LTITUDE
WITH THE FMAANNUNCIATING VNAV
Once we have leveled off at our target altitude , the FMC is satisfied that the climb
phase of flight is completed. We can tell that has occurred by observing that the
FMA (Flight Management Annunciator) in indicatingg;:::::;5~;::a_....
"VNAV PATH". Then If we were to choose to climb to
another altitude , there is a specific standard protocol
for doing that. You, of course , may use any of the
tools at hand to fly your airplane ... including hand-
flying. So when we refer to "STA NDA RD
PROTOCOLS", we are referring to the use of the
AUTO-FLIGHT, specifically VNAV . Just as a general
statement, It is highly desirable to use VNAV/LNAV
whenever possib le. Here is the way to do it!
OPTIMUM ALTITUDE
STEP 1: Select the CRZ page on the CDU. You will see across
the top of the ACT ECON CRZ page the OPT/MAX altitudes. It is
NOT advised to operate the airplane at or above the
MAX altitude ; particularly in turbulent conditions or
when high bank angle turns are required. However,
use of the OPTIMUM altitude is recommended ,
particularly for fuel consumption issues.
STEP 2: Enter the new GO-TO (in our case 39000)
altitude on the MCP. Notice that if we have the CRZ
PAGE of the CDU open , then the SCRATCH PAD
will automat ically display the MCP selected altitude.
If we have not selected that page , we may have to
manually enter the 39000 .
STEP 3: LS11L ... This will place the new

GO-TO (in our case 39000) altitude in the
CDU display. However, it still remains onl~yr1IJ~?:
as a MODIFIED display ; until ...
STEP 4: Depress the illuminated EXEC

(Execute) key. This will place the desired
new target altitude into the FMC queue ...
and since we have already entered it in the
MCP ... the VNAV will reset to VNAV SPD
and command the PITCH and THRUST to
climb on schedule to the new altitude .
...and AWAY WE GO!

@MIKE RAY 2012
page 252 pub li.sh...d by UNIVERSI TY o/ TBMECU LA PRES S
VNA ~ CDU, and MCP

IMPORTANT DISCUSSION
You can also MANUALLY alter what the VN..a,~..

sees as an AIRSPEED TARGET on the CDUlFMC
CLB and CRZ page .
FOUR VNAV SITUATIONS

SITUATION 1: You have 10,000 set in the window
of the MCP. As the airplane climbs to 10,000 feet
using VNAV , it will level and set the thrust to MAINTAIN 250 Knots. It is perfectly
legal to exceed the "BELOW" 10,00 FEET 250 KT restrict ion if you are AT or ABOVE
10,000 FEET. If you wish to accelerate at 10,000 feet , you "MAY" have to "double
pump" the VNAV button ; by that I mean push the button twice to de-select and then re-
select VNAV. This will reset the VNAV MODE and the airspeed will increase to ECON
CRUISE, but the airplane will remain at 10,000 Feet.
SITUATION 2: Once we have been cleared to climb out of 10,000 feet and the CDU
CRZ page has an appropriate cruise target altitude (in our case FL220). Setting the
MCP to an altitude "HIGHER THAN" 10,000 feet (or in our case 22000) will require
resetting or "double pumping " the VNAV SWITCH again . This will re-set the PITCH
MODE on the ADlfrom VNAV ALTto VNAV SPD.
SITUATION 3: The airplane has climbed to F/L 220 , leveled off, captured the altitude
and the FMA is annunciating VNAV PATH. The technique suggested to climb to a
higher or lower altitude :
- set that NEWALTITUDE in the CDU CRZ page and then
- set the MCP to the new altitude.
- the airplane "may" NOT automatically start the climb or descent.
- Re-set the VNAV (double -pump the switch)
to initiate the VNAV SPD climb.
SITUATION 4: The airplane is cruising at an ALTITUDE in VNAV PATH. If we select

and set a LOWER ALTITUDE in the MCP and the LEGS PAGE has a profile that has a
lower altitude crossing altitude in the profile ... then the VNAV will AUTOMATICALLY
start that descent without any further action on the part of the pilot.
@MIKE RAY 2012
USING THE CDU TO MODIFY
CLIMB PROFILE
<ECON or <MAX RATE or <MAX ANGLE
During the course of this demonstration tutorial flight, we will experience ALL of the
potential VNAV-CDU-FMC-MCP combinations that are mentioned here. The goal
is for you to become familiar enough with the VNAV as a tool in your EFIS
TOOLSET ... and learn to use it.
Using the VNAV to control the CLIMB regime

may leave you with the impression that you
have to use another climb mode in order to ACT CRZ CLB 1/1
CRZ ALT
change the climb profile ... and there certainly FL370
isn't anything wrong with that. However, there TGT SPD TO FL370
are some really cool built in abilities that are 333/ . 790 0157z/ 65NM
seldom used. SPD REST ACTUAL WIND
-- -/-- --- 360°/ 0
STEP 1: Select the CLB key on the CDU. This
will display the "ACT CRZ CLB" page. On this <ECON
page you will see the three climb options:
<ECON MAX RATE ENG OUT>
<MAX RATE
<MAX ANGLE <MAX ANGLE RTA>
STEP 2: Normally, we will already be using
the ECON setting, so it may not be in the
queue . This setting allows the VNAV to select ACT CRZ CLB 1/1
the appropriate airspeeds to accommodate an CRZ ALT
airspeed/climb target that is MOST
FL370
TG T SPD TO FL370
ECONOMICAL. 258/ . 780 0157z/ 40NM
SPD REST ACTUAL WIND
If we need to get over an obstacle (such a ---/----- 360°/ 0
cloud), then we might use the <MAX ANGLE
setting . If we are concerned with "now soon" <ECON
we can get to a smoother altitude , then we
might use the <MAX RATE setting . In either ENG OUT>
case, the selection will cause the airspeed to
slew to a position that will produce <MAX ANGLE RTA>
accelerated climb profiles .
The FMC will also adjust its parameters to

reflect the new conditions; and so will yield mm
CRZ ALT
CRZ CLB 1/1
information predicated on the "new"
conditions. FL370
TGT SPD TO FL370
333/m.eI 0203z/114NM
Selecting an "IMPOSSIB LE" figure , (Say
SPD REST AC TUAL WIND
Mach .95) will cause the FMC to set the
-- -/----- 360°/ 0
P ENAL TY
highest mach available and then display a <ECON 4.7%
message indicating what it had done. In our
example: MAX MACH .820 <MAX RATE ENG OUT>
~. . . . <MAX ANGLE ERASE>
MAX MACH .820
© MIKE RAY 2012
page 254 pub/Mud by UN iYERSI TY ,,/ TEMECULA PRESS
SECTION: 17
While it is considered by the vast majority of simmers to be the most boring

and (probably useless) part of a flight. However, just consider this, it is the
part where we can get outside and look around ... we can even look back at
our gorgeous flying machine and enjoy, for just a moment, before things
get all stressful. It also, can be accelerated by increasing the speed of the
simulation ... wow! Like a supersonicjet. That has its moments.
D 256 ILS versus VOR

D 257 LVLCHG
D 258 V/S strategy
D 259 Using LNAV
D 260 Managing Cruise
D 261 How to create a Virtual Waypoint
D 262 Route Discontinuity
D 263 Situational awareness Alert
D 264 FMC Radio Updating
@MIKE RAY 2012

ILS versus VOR
DESCENT STRATEGIES and TECHNIQUES
Both the VOR APPROACH frequency and the ILS APPROACH use the same radio
tuning head on this airplane. You might think that there would be the possibility of getting
an ILS when you wanted a VOR. That is not a problem , however, because each category
offrequencies operate in their specific assigned band.
Here is the difference:

The VOR has a reception distance of "LINE OF SIGHT " or about 197 Miles. That means
that as long as the airplane can see the transmitter, it can receive the VOR signal
suitable for navigation. These VORs are placed all over the world and form the basis for
the VOR Airways system . These same transmitters may be located at an airport , and
may be used as the basis for the VOR APPROACH . Typically, they do not have the
precision to allow low minimum approaches and so are called "Non-precision"
approaches.
The ILS has a reception distance of TECHNIQUE. Use the FIX PAGE to place a
only about 25 Miles from the 25 MILE CIRCLE around the airport ... this
transm itting station. This means will give you a visual marker telling you when
that if you are expecting to fly an ILS to expect the ILS signal to be broadcasting .
approach , that you will have to
PRE-TUNE and wait to IDENTIFY
the radio signal until you are within a 25 MILE RADIUS of the runway.
Standard operating procedures for most of the AIRLINES are for one (or both) pilots
to continuously monitor the identifying MORSE CODE during the whole approach .
Failure of the signal during the approach is reason for abandoning the procedure and
executing a missed approach.
FYI: There are two other OM

MORSE CODE signals
you should encounte r on
the approach :
............... ooso..... TCH 56 FT
OM (OUTER MARKER) - _
and MM (MIDDLE : THR:35 ELEV l B70
MARKER). These are

specifically located to
correspond with parts of the approach profile .
~--~--~-----------------
I
I NOTE : You should not attempt to select the APP
------_.....
mode of the MCP
I
I
I until you have first selected VORLOC and the white "ARM" mode has I
I turned to GREEN. Here is the reason. If you should capture the GLIDE I
I SLOPE (GIS, some airplane call it the GLIDE PATH or G/P) before I
I you are within the confines of the LOCALIZER 10 degree beam ... I
I you will be descending into "uncleared" airspace. You could bust your I
I check-ride or buy a farm ... depending on the surrounding terrain . I
._--------- -- ---------- ---------

I
If you attempt to ARM the APP (APPROACH MODE) on the MCP before you have a
I
valid ILS signal , your PFD ANNUNCIATOR may show a default FMS orGP approach.
If you should encounter difficulty in ARMING the SECOND AUTO-PILOT in preparation
for an ILS CAT ilia AUTO-LAND evolution , you may be required to abandon the auto-land
and revert to a CAT I minimum approach which will require initiating a MANUAL
LANDING once you have reached minimums .
© MIKE RAY 2012
page 256 pub/Mud by UN iYERSI T Y ,,/ TEMECULA PR ESS
VIS
VERTICAL SPEED
In the airlines , there are some pilots who consider VIS to stand for " VERY SELDOM "
used. Here is why. If you use the VIS wheel to establish a climb or descent "AWAY" from
the selected MCP target altitude , you have to be aware that the airplane does not have
any FMC altitude limits. The jet can fly away from the ALT HOLD altitude using the VIS
t3
knob even though the airplane may no longer have a "capture" altitude.
NOTE : The VIS MODE cannot be armed unless another altitude different from the
captured mode (ALT HLD ~-------------------------
usually) and a different I If there is no "capture" altitude set; VIS will :
altitude must be selected I l" .) allow the airplane (even in auto-flight) I
in the MCP in order to I____________________ to continue to climb or descend~until it ... II
select the VIS MODE . : ' STA LLS or HITS THE EARTH! I
So, you might ask the quest ion: why would you have a VIS (vertical speed) mode
installed (and used) in normal , everyday airline operations. The answer to that
question lies in the way that the developers had envisioned the auto-pilot being used
during the NON-ILSAPPROACH environment.
The primary use of VIS is for the final phase of the NON-ILS approach. Once the
airplane has leveled off at the MINIMUM DESCENT ALTITUDE (MDA) and the
FMA annunciates ALT HOLD , it is considered SOP to select the MAA and then VIS
and place "ZEROES" in the window. Once the airplane is at the MISSED
APPROACH POINT (MAP), and a landing is elected , simply rolling in 700 FPM
(FEET PER MINUTE) will initiate the descent away from the altitude .
If a GO-AROUND is desired , then depress the TOGA for appropriate response and
flyaway upward from the altitude. Autopilot will disengage on a NON-ILS CAT III
AUTOLAND so you will have to follow the FLIGHT DIRECTOR.
STEP 1: Once established on MDA (ALT

HLD), select the MAA (Missed Approach
Altitude ); this allows pre-selection of the
VIS switch on the MCP. The VERT
SPEED window on the MCP will become
active and illuminate the digits. ENSURE
IT READS ALL ZEROES.
STEP 2: At the MAP, remain on

AUTOPILOT (if you are using it) and start
your descent. It is an SOP LIMITATION that you
cannot use the Autopilot below 50 FEET below
MDA. Pilots interpret that to mean that you may
use the autop ilot during the fisrt 50 feet of
descent to establish the airplane in a trimmed
descent.
Roll the THUMB WHEEL to select the
desired vertical speed rate. The airplane will
attempt to maintain the selected VIS at the
AIRSPEED (lAS) set on the MCP.
--;;;~~;:;:_.
I I
The really confusing operation problem is whetherto roll the I NOTE: I
wheel up or down? The way to think about this is: ROLL the I DOWN is UP, I
wheel UP in orderto go DOWN , and roll the wheel DOWN to I UP is DOWN I
go UP. Down is Up and Up is Down!
@MIKE RAY 2012

I
--------_.... I

LVL CHG
This is so simple and obvious to operate that I would have to say that this is the
"PILOT' S CHOICE". Using the MCP, set the AIRSPEED and the ALTITUDE desired ....
and when you depress the LVL CHG button ... the autopilot will attempt to fly to the
MCP altitude using the airspeed you have selected. Generally, if climbing it will set the
thrust to CLIMB power and if descending, it will set the thrust to IDLE. That's it .... so
pure and simple even an airline pilot (or simmer) can understand it. STEP 1-2-31
STEP 1: STEP 2:
Set AIRSPEED Set ALTITUDE
#1 GOOF UP: When you use the LVL CHG

STEP 3:
for descents from HIGH altitudes (above about FL
Push LVL CHG button
260 or 26000 FEET), with the the airspeed is set
to use MACH, then as the descent progresses ,
the lAS will steadily increase. When the lAS
(Indicated Airspeed) reaches about 340 Kts , it will be at the MAXIMUM ALLOWABLY
AIRSPEED LIMIT. The airspeed indicator will place a "FLA SHING B" in front of the
MACH indication and reduce the MACH to avoid exceeding the airspeed limit.
Conversely, if you are using CONSTANT MACH at the lower altitudes, as you continue
to descend, the lAS will be decreasing and the airplane will soon be flying at a slower
and slower speed across the ground. So, generally speaking, we would use the lAS for
lower altitude changes (below about FL 180
or 18,000 FEET) .
#2 GOOF UP: Since the automatic

ROUTE MANAGEMENT part of the FMC is
detached when we use LVL CHG ... all
descents and climbs will have to be monitored
for compliance with the altitude and speed
restrictions on the LEGS page. Fortunately,
Mr. Boeing thought of this and the HSI
displays a "GREEN ARC " that will
FORECAST when the airplane will reach a
"'""!:_-
specific altitude. This will aid in determin ing
the quality of the climb or descent.
#3 GOOF UP:
r-- ---- -------- -------- -~
: BELOW 10,000 FEET ALL AIRPLANES ARE RESTRICTED TO :
• 250 KTS. During LVL CHG descent using lAS, the airplane will •
: exceed the restriction UNLESS the pilot intervenes by physically :
• changing the airspeed on the MCP . •
~--- ---------------------------~
page 258
© MIKE RAY 2012
p ub/M ud by UN i YE RS I T Y ,,/ TE M ECU LA PRESS
#4 GOOFUPI
While I guarantee you that using the LVL CHG is so useful that you will be using it
frequently to resolve descent problems or implement just right solutions.
Here is the thing to remember.
When a lower altitude is set in the MCP, the LVL CHG feature will command the
THRUST levers to go to IDLE .
NOW LISTEN TO ME ... THIS IS IMPORTANTI If you then choose to turn
OFF the AIT (AUTO-THROTTLE) and use MANUAL YOKE MOVEMENT
to control your pitch (Such as trying to fly the GLIDE PATH, or MAINTAIN
your airspeed) , then you MUST MOVE THE THRUST LEVERS
MANUALLY to maintain your AIRSPEED or ALTITUDE. DUH!!!!!
---------------------------------.
The "LVL CHG TRAP"
BIG PROBLEM/If you are using "LEVEL-CHA NGE"
to control the PITCH-THRUST . These MCP selected
modes are designed is to be used to descend to a
selected lower altitude using IDLE THRUST. If you
are attempting to control the pitch manually and hand
fly the GLIDE PATH then AIRPLANE AIRSPEED
will fluctuate depending on the pitch you are using. Some airlines will
set "0 feet" or QFE in the MCP. Boeing offers the suggestion that the
MDA be used.
IF YOU HAVE A LOWER ALTITUDE THAN THE

AIRPLANE IS FLYING SELECTED IN THE MCp,
SUCH A "0" OR FIELD ELEVATION, THEN THE
AUTO- THROTTLES WILL SET IDLE THRUSTI
If you have the AUTO-THROTTLE is shut OFF and the THRUST

LEVERS are in IDLE , then changes in PITCH will directly result in
AIRSPEED changes. If you pull back, the speed will drop and the
airplane will STALL! The pilot MUST assume physical control of the
THRUST LEVERS and adjust them to maintain desired thrust.
---------------------------------
There is no reason NOT to use the LVL CHG. It is a terrific tool. Pilots MUST
maintain SITUATIONAL AWARENESS and if you get behind the airplane ,
GET OUTTA THEREI Abandon the approach and go MISSED APPROACHI
;t; LAST THING TO REMEMBER:

Without the AfT engaged, depressing the TOGA
\. WILL NOT give you increased thrust automatically.
.. You must move the thrust levers manually.
@MIKE RAY 2012

USING LNAV
PLANNING and CHANGING
OUR PATH OVER THE EARTH
p---------~---------------
I
I The LNAV has ONE JOB:
I
I
:I FOLLOW THE MAGENTA LINE. :I

--------------------------
Of course , it is up to the pilot to
decide and provide a continuous and
accurate FLIGHT PATH ROUTING
or "MA GENTA LINE ". If the airplane
is operat ing in LNAV and AUTO-
FLIGHT ... it will attempt to follow the
magenta line route when ever
possible . Should it be unable to
"CAPTURE" or if the airplane
overflies the end of the FMC routing ,
it will revert to HDG HOLD and
continue on the last heading.
How to use the LNAV to navigate in

the LATERAL REFERENCE
PLANE.
- The ND (The ND or Navigation Display) is the view of the route as it appears

from a TOP DOWN view. Generally speaking , we use the ND to plan and visualize our
path over the earth.
- The CDUlFMC allows us to place the desired navigation data into the
computer so that we can both see the result and then apply it to the control of the
airplane path guidance (MAGENTA LINE).
- The EFIS Control Unit (ECU) is a further enhancement tool
for use with the HSI (ND).
- TYPE or "LINE SELECT" the desired target fix orwaypoint

into the SCRATCH PAD. This point has to be one
that the FMC database will accept.
- LI NE SELECT that waypo int to the top of the route queue.
- Press the illuminated "EXECUTE" key on the CDU console .
- Verify the resulting display on the ND.
••••••••••••••••••••••••••••
: This is a VERY IMPORTANT STEPl
- Select LNAV.
: If you do everything right, but forget to select LNAV,
I then the airplane willjust be flying off... somewhere. I
•••••••••••••••••••••••••••• 1
- Verify engagement and tracking .
© MIKE RAY 2012
MANAGING THE CRUISE PORTION
CROOZIN'
Once the airplane has been established at the cruising altitude , the typical simmer feels
that the problem is already over and there is nothing to do but stifle the occasional yawn
and idly watch the airplane "FOLLOW THE MAGENTA LINE'... however, it is such a
wonderful and beautiful part of simming to be able to watch the colorful, beautiful
airplane skimming through the vast , nebulous sky or to gaze wistfully at the constantly
changing terrain and the ever unique clouds as they speed by ... and nobody is more
attracted to sitting slack-jawed , staring at the monitor than me. Gosh! I love that ... but
there is more; much more.
WHEREAREWE?
The CRUISE portion offers opportunities for many activities that are interest ing and
useful. I generally fly with an ATLAS or MAP handy and use the chance to actually
observe the geograph ical features of the earth below. There is an "earth-ness" to the
proportions and distances that we cannot grasp without actually flying over the cities and
artifacts and feeling their proportions. How far is it from Paris to London? Is it a long way
or is it relatively close. How big is Australia? Is Sydney far from Melbourne? In preparing
for this tutorial , I purchased the ORBXAU productfrom www.fullterrain.com and I was
treated to an amazingly detailed view of Austral ia.As an aside, I cannot exaggerate how
much I have enjoyed the improved visual stimulus that this program provides.
However, in spite of all that visual stuff, the

MSFX addresses the "BOREDOM" factor MAP
and provides a couple of ways to
EXPEDITE the cruise part of the flight ...
and I have to admit that there are many
times when I just don't have the time to
allow the airplane to fly the whole trip at
normal speed. Here are two ways to move
the airplane rapidly across the cruise
portion ofthe flight segment.
FIRST: Use the MAP mode utility. "LEFT

MOUSE CLICK" and "DRA G" the little
airplane icon down the projected flight
plan towards the destination. I would
suggest that you be careful that you don't get "too close" to the TID point on the Magenta
Line and don't allow enough time to prepare forthe descent.
SECOND : Along the top of the monitor, the EJ M I(lo~ot t tl lght ~mu lator }l.
TOOLBAR has an "OPTIONS" selection.
Select "SIMULATION RATE R" and from
the flyout you can select the rate of speed
at which the simulation will run . It looks like
a hyper-jet;
computer however,
to re-draw thethe ability
screen is aoffactor.
your I I'iiiiiiii.Ji!!iiiii!+-~:-~~I~E~
" .So unll
You can crash your system ... so I S~tt1ng ~
recommend 4X as a moderate speed

solution. You will be surprised at how fast
the airplane will eat up the real estate. At 8X
or above , the situation is virtually
uncontrollable.
@MIKERAY2012
HOW TO CREATE A
VIRTUAL WA YPOINT.
What is a " VIRTUA L WAYPOINT"? A virtual
waypoint (sometimes called a virtual fix) is any fix
that is not known or is not a part of the FMC
database ; but which can be created using a known
fix or waypoint that is in the FMC database.
Accomplishing this task is fairly simple and is done
by entering a description of the "new" fix into the
SCRATCH PAD using an existing FMC WAYPOINT
with which to relate the virtual fix. The FMC will give
the new fix a name. We then use that descriptive
name of the new waypo int (or fix) as a basis for
entering the virtual fix into the route queue.
Big confusion here, but it is really simple: we simply
create a VIRTUAL WAYPOINT that does not exist
by defining the parameters of that WAYPOINT using
positions that already do exist in the database .
Here is an example: Let's say we were on our way

to our destination and there was a storm brewing
over our route of flight. We decide to "DEVIATE"
around the weather ; and then return to our route
of flight. Arbitrarily I have decided to deviate to the
South-East about 40 miles off course. It will be
necessary to define and input i nto~ h
FMC a virtual point. That II
virtual point AA~"'J~1~---
must use an AL._":f:--- ARRAN
already L.S"
existing ARR01
way-po int.
It is up to the pilot to select the parameters for the
virtual point that meet the criteria ... in our case I
have selected a point 40 mile SE from ARRAN ...
Here is how we write the notation for such a point:
ARRAN120/40. The FMC will automat ically assign
another unique 5 digit name to the "new"
waypoint ; in our case it is ARR01 .
To insert that into the FMC,

STEP 1: LINE SELECT ARRAN to the
SCRATCHPAD .
STEP 2: TYPE in the 120/40 part to create:

ARRAN120/40.
STEP 3: LS1 L (Depress the top left button on

the left hand side of the CDU).
STEP 4: Look at the HSI (ND) image and see if

the "WHITE DASHED LINE" is correct.
" MIKE RAY 2012

page 262 "..61 uJod j,y UI"'l VE RS I TY . f TEJtEC l.!LA PR ESS
ROUTE DISCONTINUITY
RESOLVING THE "DISCO"
This w ill present us w ith a "RO UT E
DISCONTINUITY". Th is is the common
response of the computer to breaking up the
contiguous path of the route. Here is how to
"CL OSE UP " and RESOLVE a tY!IP~i;.c~al~-IIiRi
discontinuity situation. Here is how to do tha .
This also gives us the opportunity to select any of
the choices in the queue below the route
discontinuity to close up
the route. Looking at the
HSI (NO) display we can
see that EBONY would
make a good choice, since it would keep us from
having to make a radical turn back into the
potential area of "weather" or to have to "back
track" on the route.
STEP 5: LS3L (Line Select EBONY to the

scratch pad).
STEP 6: LS2L (Line select the scratch pad to

the BOXES below ARR01 ).
STEP 7: Check the HSI (NO) and confirm that

the WHITE DASHED is the desired
prospective routing.
STEP 8: Depress the EXECUTE key; then

select LNAV on the MCP.
------------
EXECUTE ... LNAV
I
I
This is REALLYBIG! I guarantee that you will
encounter this situation. There are times
when you establish a new routing and
EXECUTE it ... but fail to select the LNAV ... I
STEP 9: Observe and CONFIRM that the routing

has been inserted into the FMC queue AND that
the airplane is tracking that new route "MAGENTA
LINE". As the jet turns to follow the new pathway,
the HSI (NO) display will rotate so that the
magenta line will move under the TRACK LINE.
e MIKE RAY 2012

W'WW:UTEM.COM page 263
ALER1 ..... CHECK RIDE ALER1 ..... ALER1

NOTE : During the operation of the Boeing 737 FMC, we have to be
aware of the potential for "MA P SHIFT". The check airman will be looking
for you to constantly maintain a situational awareness concerning the
whereabouts of the airplane and the projected flight path versus terrain.
There are some "TIP-OFFS " that an FMC updating procedure is
required ... and you can bet your bippy that the check-airman will
-"_._.-_----_-._-_-.._._.-_,-_..._-----
introduce these messages in the context of the check-ride.
CAUTION:
Here are just some of the more common places where you should
be aware of the potential for the dreaded MAP SHIFT and
UNRELIABLE MAP positioning and VERIFY FMC MAP position:
- Radio updating not indicated on PROG PAGE (or NAV STATUS).

-IRS ONLY or VERIFY POSITION message on CDU.
- NOTAM reports of UNRELIABLE VOR DME in range.
- ATC reports a specific RADIO NAV-AID unreliable.
- During operations at low altitudes or in mountainous terrain .
- You have a sneaking hunch that something isn't just right
... ask WHEREARE WE???
MAINtAIN SitUAtiONAL AWARENESS I!!
"IF - THEN" checkride tip

Here is the way their devious mind works ... "IF" they introduce a
HINT or TIP into the ride scenario, such as a CDU message that
suggests a failure of the FMC to update; and the pilot fails to
recognize and react properly, "THEN" the check scenario will be
allowed to play out to its logical conclusion. "IF", however, the
pilot responds properly, then that will be the end of the problem.
© MIKE RAY 2012

page 264 p ub/Mud by UN iYERSI T Y ,,/ TEM E CULA PR ESS
FMC RADIO UPDATING

PROBLEM
It is a REQUIREMENT to
manually verify radio updating
every 30 MINUTES.
You do this by:

1. Select the PROGRESS PAGE
... on some models of the CDU
then select the NAV STATUS> page.
2. Verify DME-DME or VOR-DME is
displayed in tiny font above
the 2 station identifiers..
..
J3
y ou must
ASSUME THE MAP (ND)
-••A IS NOT RELIABLE FOR
NAVIGATION.
DISCUSSION:
Operating BOTH NAV radios in AUTO gives
the best ability to ensure consistent radio
updating . If operating in places (like Central
America for example) where VORIDME
updating is questionable ... verify the FMC
position more often, particularly during the
descent or when operating at lower
altitudes . It is particularly essential when
operating into a destinat ion you are not
familiar with that you remain aware of the
airplanes location and altitude relative to the
terrain ... during NIGHTOPERATIONSf
@MIKE RAY 2012

SECTION: 18
This is the last part of the CRUISE PHASE just before you reach the TD (TOP of
DESCENT) point. A great approach and landing starts before you depa rt the cruise
altitude. Once you have begun the approach phase, it is difficult to catch up once
you get behind.
o 267 Before Starting Approach

o 270 Approach Preparation
o 271 A-I-R-B-A-G
o 272 A (ATIS)
o 275 I (Install)
o 276 Setting the Minimums
o 277 Reference Airspeed
o 278 R (Radios)
o 279 B (Brief)
o 280 A (Approach Checklist)
o 281 G (Go Around)
o 282 Go-around Profile
o 283 Missed Approach and Holding Pattern
o 284 Holding Pattern definition
o 285 Alternate Airport
© MIKE RAY 2012

page 266 p .. blM",J by UN iYERSI T Y ,,/ TEMECULA PR ESS
BEFORE STARTING APPROACH

Just priorto the TID point, do the following items :
The OVERHEAD INSTRUMENT PANEL is always a bit intimidating; however, there are
only 5 simple , but important things to consider. Of course , as simmers, we won 't get all tied
up in deta ils concerned with systems that have no relevance to the Flight Simulation
situation. However, to maintain a modicum of "reality", here are 5 systems to consider:
1: PRESSURIZATION
2: ENGINE IGNITION switches CONT
3: EXTERIOR LIGHTS
4: SEAT BELT sign ON
5: SETTING the ANTI-ICE switches if needed.
@MIKE RAY 2012

1: PRESSURIZATION:
Generally speaking , on a "NORMA L" flight,

we will have set the LANDING ALTITUDE
(LAND ALT) at the time of departure ;
however, if we have encounter a problem that
requires a diversion or landing at an airport
that has a significant difference in altitude
from our planned destination, then we would
enter the altitude for that runway here.
For example: If we had originally planned to
land at Melbourne (YMML) with a field
elevation of 434 Feet; but have diverted to
Canberra (YSCB) with a field elevation of
1886 Feet, then we "should" reset the LAND
ALT to reflect that change. If you do not reset
the LAND ALT , you "might" get a "YELLOW"
warning light signaling an "OFF SHED" (OFF
SCHEDULE) descent message .
2: ENGINE IGNITION SWITCHES ... CONT

Since it is a REQUIREMENT to place the ENGINE IGNITION switches to CONT
(Continuous) when using the ANTI·ICE; I have included that in the list of items to
turn ON during the preparation for the APPROACH. I am not aware of ANY SOPS
(Standard Operational Procedures) that require the ENG IGN to be ON for the entire
flight. So, all that being said, I am suggesting that you TURN ON the ENG IGN when
you start your descent ; particularly if the OAT (Outside Air Temperature) is 10
degree C or less.
And further, "ANYTIME' you are using the ENGINE ANTI-ICE.
I am NOTsuggesting that you run the IGNITORS for the entire trip.
3: EXTERIOR LIGHTING
Even during DAYLIGHT ... it is ALWAYS a good idea to light up the airplane. At
altitude , airplane lighting is NOT for the use of the pilots flying the airplane; but is
used to make the airplane more visible for outside observers. So, using that
mentality (and real airline pilots think like that) it makes sense to turn "ALL"
available EXTERNAL lights on below 18,000 feet.
4: SEAT BELT SIGN

Without getting into a lengthy debate about when to turnin on the "SEAT BELT" sign;
since there are a lot of differing thoughts on the subject. Let's just TURN IT ON
before we start the descent. Forgetting to turn on the SEAT BELT sign is a definite
"NO-NO" since it also acts as a (secret) signal to the Flight Attendants as well a
notification to the passengers.
© MIKE RAY 2012

page 268 p ub/Mud by UN iYERSI T Y ,,/ TEMECULA PRESS
5:ANTI-ICE
If needed , TURN WING and ENG ANTI-I CE ON.
DO WE NEED ...
ANTI-ICE?
There are only 4 items that get ANTI-ICE :
THESE TWO ARE ALWAYS O..N""'!.:.;;'!= =-. . . .J~
- COCKPIT WINDOWS.
Note: Only on the forward facing windows.
- PROBE and SENSOR HEATERS
(Static ports are NOT heated)
•••••••••••••••••••
I These are turned on ...
I ONL Y WHEN NEEDED!!! • •
I - ENGINE COWL LIP (only)
I - WING (Leading edge only)
LIMITATIONS:
- WINDOW HEAT must be ON
10 minutes prior to flight.
- PITOT HEAT MUST BE ON for all flights.
- Do NOT USE WING ANTI-ICE
below 800 AGL on TAKE-OFF !I!!
r---------------------------------.
THE ANTI-ICE RULE #1
USE ANTI-ICE when:
- TEMPERATURE
10° CI 50° F or less
and
- VISIBLE MOISTURE
(Defined as clouds, fog with visibility
less than 1 mile , rain, snow, sleet ,
ice crystals , and so on)
or standing water, ice, slush , surface
snow, or any of that stuff that could
be sucked into the engines or freeze
on any part of the nacelle.
.
I
RULE #2 I
I
ALWAYS place the I
ENGINE IGNITION to CONT (Continuous) I
prior to and when operating ENGINE ANTI·ICE. I
I
._-----------
@MIKE RAY 2012
WWW:UTEM .COM
--------------------~
page 269
I
APROACHPREPARATION
At this point ... either you are mind numbed by the length of the CRUISE portion of the
flight , or you are in a frant ic rush to try an figger out what to do next! Fortunately, we can
always push the "P" key and go get another diet cola. For me, there is a specific emotion
and feeling that envelops me when the DESCENT and APPROACH part of the flight
looms on the immediate horizon. It is a feeling of excitement and challenge. I know that
many Simmers experience some anxiety when they are confronted with a flight evolution
as complex and demanding as the "LA NDING"; however, this is also the place where the
greatest satisfaction and feeling of accomplishment can be experienced . So, I want to
encourage you to "complete the journey" and not give up and go watch TV. This is
REALLY challenging and will require a great deal of concentration and thought to
achieve a consistent and successful outcome .
ARE WE HAVING FUN YET?

Let's take a moment and try and set up a thought process that will help envision what is
about to occur. Here are some items listed in a "group" that I recommend ... and I don't
even pretend to think that this will cover everything. You need to remain "A HEA D OF THE
AIRPLANE" and constantly be thinking about what the NEXT STEP will be in the
process.
There is an overpowering flood of questions and unknowns: such as ...When do I have to

start the descent? How do I do that? Where are we? What do I do
now? Do I need another Diet Cola?
The Engineers that designed the airplane systems , have

incorporated a whole bunch of stuff to help out the pilots , and by
extension flight simmers, in figuring out the whole complex issue of
getting from altitude to a safe and consistent resolution of the flight and
the airplane safely on the ground . The most effective and satisfying
solution will be the one that uses the AUTO-FLIGHT (AUTO-
PILOT) system to the maximum extent possible . I am
surprized at how often simmers attempt to fly without u . g
the AUTO THROTTLES or the FLIGHT DIRECTOR
switches selected on the MCP. I therefore call on
tim id and reserved simmers, who are totally
confused and unable to figure out the systems
enough to get the airplane to work with them , to
step out and try all this "complicated" stuff . It is
understandable that there is a tendency to AVOID
the complex and revert to a simple HAND FLOWN
solution.
Since you are reading this book, it is obvious that you
are interested in learning "how to do it". One useful tool
is to use a "GOUGE*" that can help to get our thinking
organized. For this phase of the flight , I recommend that
use of an acronym AIRBAG :
A: ATIS and APPROACH

I: INSTALL
R:RADIOS
B:BRIEF
A: APPROACH CHECKLIST
G: GO-AROUND and GET-OFF
*"GOUGE" is a neumonic device used to assist memory. © MIKE RAY 2012

SETTING UP FOR THE
APPROACH
As the CRUISE portion of the trip continues inexorably towards the destination, we have
to begin to prepare for the DESCENT and APPROACH phase. What should the pilot be
doing in order to get "set up" to terminate the flight in a timely and successful manner.
Start your preparation well before you reach the "TID" (Top of Descent) point on the HSI
(NO). Everybody has their own technique ... Let me suggest a systematic approach to
this rather complex procedure ... called:
A-I-R-B-A-G
ATIS (Airport Terminal Information System) and
A APPROA CH CHART. Every airport has an ATIS frequency that if you

tune it, you will hearthe weather atthat airport. In the FSX world , you can obtain
the AIRPORT WEATHER (and other data) using the MAP utility. We can also
access most of the desired "CHA RT" information for an ILS approach using the
MAP utility. Unfortunately, some other source material may be required to
completely define a NON-ILS approach .
I INSTALL THE APPROACH. Setup the FMC/CDU. Let the airplane

systems do the hard part. If the approach is "LINE SELECTABLE' in the
CDUlFMC , then the EFIS (Electronic Flight Instrument System) is certified to
"fly" the airplane down to 50 FEET above the runway threshold . This is
particularly useful for flying a NON-ILS approach , such as a VOR.
R RADIOS. This is where you tune the radios and setup the indications on the
cockpit instruments to conform with the type of approach selected . To fly an
AUTO-LAND ILS to a complete automated LANDING ... BOTH NAV
RADIOS must be tuned (NAV RAD page on CDU) to the appropriate ILS
frequency and the COURSE set in BOTH MCP indicators. It may be useful to
select FIX PAGE and insert "/25" into the queue.
B BRIEF. Without a co-pilot , a verbal "brief ' seems superfluous (unless you
are a "split personality) ... but since this little gouge comes over from the airline
community let's include it in our litany. However, even without anothe r pilot, it is
important that you visualize and "go over" in some mean ingful way all the steps
you plan to use. Stay ahead of the airplane by planning a strategy and
"KNOWING" what you are going to do next ... before you do it!
A APPROACH CHECKLIST: Even if we do everything on thisAIRBAG

gouge; we still must "do" the checklist, even though all the items should be
completed and we should be prepared for the approach.
GO-AROUND and GET-OFF: Don't forget to describe a "MISSED
G APPROACH" procedure in the event that the approach does not work out.
Also , determine on which side of the runway is the TERMINAL and which way
you want to turn off the runway and what taxi-ways you plan to use.Acommon
flight simulation problem is having the AUTO-GEN set so low that the terminal
building isn't visible in the simulation.
@MIKE RAY 2012

" "
ATIS and APPROACH
For this whole exercise , I recommend you do NOT use the ATC utility that comes with
MSFX. Using the ATe to control the flight progress makes a discussion like this
IMPOSSIBLE.
HOW TO SHUT OFF THE ATC!

Best way is to IGNORE it for a few moments, and it will "SHUT UP". You can
also de-select it by using these commands from the TOOLBAR: VIEWS>
AIR TRAFFIC CONTROL ... and select the red 'X" on the flyout window.
GETTING THE A TIS

Here are three ways that I use:
On our departure from YSSY (Sydney,
AUS) we already pre-set the FMC/CDU for t::::" j
the ILS 16 approach to YMM L. Since we
are using the MSFX, I am going to use the [.;::'- j
MAP UTILITY to gather ALL the t;,:~ 1"
information that we will need to fly the ILS [~':- - j"
16 APPROACH to YMML. Of course, if
you have access to APPROACH PLATES
and other materials or are using an add-on
ATC program, then use that stuff. But for
this tutorial
bones" , we are
approach to going "bare-,i~~;m~~~~::;:~;!;,
to use athat the
demonstrate
MSFX has enough information to fly a nll"" l~~;:;;;====~
FACILITYINFORMATION
ILS. .....
To review an earlier discussion:

OPTION 1: From the TOOLBAR>
WORLD> MAP ... and using the slew
tools, move the DESTINATION AIRPORT
to the center of the display. Mouse overthe
airport, and a box with the complete ATIS
will appear. ..... d -..,
~ "I' .......... .
L>ohtd._~
""' n .n
r......,.<""... . H·~ . t't'~ ... ,,0;
OPTION 2: Move the mouse slightly, and

another box will allow you to select the
AIRPORT and display the "FA CILITY
INFORMATION": which includes the ATIS
as well and relevant AIRPORT
INFORMATION ... including the ATIS
FREQUENCY.
OPTION 3: Get the ATIS FREQUENCY

and TUNE one of. Hie COMM RADIOS ...
and once the airplane is "within range", a
VOICE ATIS and a written ATIS
"CRAWLER" will appear along the top of
the monitor display.
@MIKE RAY 2012

page 272 pub li.sh...d by UN IVE RS I TY o/ TBMECU LA PRESS
USE QNH ILS- X (CAT II & III ) RW Y 16

17 NOV 2011 MELBOURNE, VIC (YMML)
ATIS NAVAID RQ:
114.1 132.7 -IMS DME
Hol din g at BOL N OB
2293
.n.
I'h " 7-~Q'
•
~-z.
"I "
Q~Q' I w
'
q
537 30 00
•
1171
/\ 1604
2195
•
1598 948
• •
892
• \,
G911
,I, I
537 ,../'\ /\ 5 37 4DDO
40 00 ~ NM
?: -ItS,,! I.\564
526
. 552 l\ 573
AD ELEV 434
Bearing s a re M agne tic
Elevat ions In FEET AMS l
DM E D IS T
A LT ( 3' APCHPATH )
H :, ROC NOB
BO LNOB OM MM
NMB Y IMS DME 11.8 11,2 8 ,1 4.0 0.7

NM FROM RWY 16 11.6 3.8 0 ,5
NOTES
1 SPECIAL AIRCREW &
ACFT CERTIFICATION
REQD.
CATEGORY A I B I C I D
S- I ILS CAT II 532 (100) 300 RV R : 2, SPECIALALT MNM
70012.5KM.
S- I ILS CAT Ili a 482 (50) 175 RVR
t 3, ACFT MAY BE RADAR
S- I ILS CAT Ili b 7 5 R VR VECTORED TO JOIN
PROCEDURE FM
A LT ERNATE: (1206-4.4) I (1516-6,0) I (1666-7,0) STAR PRIOR TO FAP,
Changes: CAT II VIS, CAT III VIS, LOGO, MMLl104-129
@MIKE RAY 2012

Here is what the ATIS looks like if you

Melbourne Inti, Melbourne, VIC, Australia
use the MOUSE-OVER technique.
(YMML)
Wind calm
What information is Visibility 30mi
ATIS CRITICAL Light clouds
Temperature 59°F, Dew point 41°F
INFORMATION? Altimeter 29 .92
From the MAP utility we can get the

ATIS (Airport Terminal Information Service)
weather brief. All of it is important, of course; but
there are at leastTWO CRITICAL parts:
WIND: A landing should NOT be attempted with
a TAILWIND EXCEEDING 10 KNOTS.
FIELD BAROMETRIC setting: It will be
necessary to set the ALTIMETER SETTING
into the FMC; otherwise , the airplane will not
"know" exactly where the surface of the earth is.
We then have to set that into the FMC.
HOWDOWESETTHE
BAROMETRIC SETTING into the FMC?
Using the ECU (EFIS Control Unit), rotate the
BARO switch until the ADI (PFD) indicates the
appropriate BAROMETRIC setting .
What information is
AIRPORT CRITICAL?
From the MAP utility we can get the AIRPORT
FACILITY INFORMATION. This page also
contains theATIS weather brief.
There is a list of COMM frequenc ies for ATC and
TOWER as well as the RUNWAY information.
Here is the MINIMUM information we will need:
FIELD ELEVATION: 434 FEET

RUNWAY 16 FACILITY INFORMATION
ILS ID: IMS
ILS FREQ: 109.7
ILS HDG: 161
NOTE: There is no information

-+
available for NON-ILS
approaches on this page;
howeve r, IF you have a "LINE
SELECTABLE" NON-ILS
approach in the approach list of w,r>ot « Im ,l.>l;Jhto:;Io.ud< , h"",~r .ru.r c ~l ·f. D.... p~I" (
)9·f,~"' m<i.rH ..92
the FMC/CDU DEPIAPP page,

then that NON-ILS approach
routing can be selected and will
be depicted on the FMC ROUTE.
© MIKE RAY 2012
FOR FLIGHT SIMULATOR PILOTS , , I',
INSTALL
Next we will INSTALL andlor CONFIRM the
APPROACH into the CDUlFMC. We will also
consider what other related EFIS components
need to be installed.
STEP 1: Select DEPIARR PAGE on the

CDUlFMC .
STEP 2: Then select the ARR> forYMML.
STEP 3: Select the desired approach; in this

case : ILS 16.
NOTE: I want to point out the existence of

"LINE SELECTABLE" NON -ILS approaches,
in this case VOR. This means that even though
we may not have specific outside source for
information about these approaches, the
airplane "CA N" fly these NON-ILS approaches
using the CDUIFMC parameters and
restrictions that are displayed.
STEP 4: Since BOL is a waypoint in our routing

queue, we can select BOL as a potential
TRANSITION.
STEP 5: Once the selection

ACTIVATE> and EXECUTE
Approach routing.
STEP 6: Select LEGS PAGE, and see if there

is any CROSSING RESTRICTIONS or
ASSIGNED MINIMUM ALTITUDES.
STEP 7: Place the highest RESTRICTED

ALTITUDE into the MCP ALT box. In our
example we can see on the CDUlFMC that we
are restrained to 4000A at BO L:NB his
means we will "have to" cross BOL at or
ABOVE 4000 feet.
This will allow the VNAV to automatically leave
the CRUISE altitude and start the descent at
the TID point.

SETTING THE MINIMUMS
Every airport that has "INSTRUMENT LANDING" procedures will publish a set of
"MINIMUMS" that apply to each specific runway. These minima can be published as
HORIZONTAL distances or VERTICAL heights above the runway and the airplane
is NEVER supposed to violate those restrictions; unless "VISUA L REFERENCE to
the RUNWAY SUITABLE FOR LANDING is ACHIEVED". Some minimums are
represented as both so that either or both can be controlling ... depending on the type
of approach. That may seem confusing , so here is a "GENERAL RULE". ILS
APPROACH MINIMA are "generally" stated in RA (RADIO ALTITUDE) above the
runway; NON-ILS APPROACH MINIMA are "generally" stated in "BAROMETRIC
ALTITUDE" or "DME DISTANCE"; and the CATIII ILS MINIMA also have RVR
(RUNWAY VISUAL RANGE) limitations. In our case, we are flying an ILS approach
and will be using the CAT ilia MINIMUMS that are published as DH (Decision
Height) or AH (Alert Height) and represent.,the RADIO ALTITUDE (50 feet) or
eoco
I II NM I.'SA 3300
E I"'4
• I
f .a ..
C1J 50000
I'£::~ I~ lr i.:s_ I
~[)[]
BAROMETRIC 482 Feet

seoc ,• 3000
DMEDI ST 10 8. 1 11l ~
5 3.' 3 2.3 2 1.0 0 .7 above the surface at the
. ".
ALT 13"APCH I""n'l 2010 1680 1310 '1 4(1 '050 1<0 6<0
' 00) ~
\.~
MISSE D AP=,A.~~ landing end of the runway. In
'" RO l lODR
ND.
Jb~e~= ~~ our case, we could select
- --~ --
~
lI..22. (STAA)
either 482 FEET BARO or 50
,.
..... s~ ... \;fJ. ... ... FEETRA.
"" /
TH ~ l S E LEV 432 : k'
"' ''l 8 Y IM8 D1oolE " . ",3 .' 0'
""olFRQI,IRWY '6 ue c.s
NOTES NOTE: If flying the CATllla
I . SPE CI,l,l "'IRC ~W l
~ ~C E RI IFICATIOf<t
approach, even if you have
CATEGORY A B C 0
S-I ILSCAT II 532 (100) 300 RVR : 2 Sf' !:CIAL Al l W\1'"
10M ."'"
the runway in sight ... for this
5- l ll5 CATIiIa <la2 (50 175 RVR
S. I ILSCAT lllb 75 RVR
1-3. /\C FT It.t,lY BE ~R
VECTOFtfO TO .lO",
"f.lOCl:OU f.lI: ~ M
specific runway, unless the
(1516-6,0)
ALTERf\lA,TE: ('
ChofJg ..... CJl.Tl l\llS , CAT nl VIS , l OO
H Al 11 66-7.01 STAR PRIORTOr AP.
~MU I 04- 1 2l1
RVR is 175 or better, you
cannot land.
airseN"l~
HOW TO SET THE MINIMUMS:
STEP 1: From the ATIS, obtain and set

the FIELD BAROMETRIC setting using
the right side knob on the ECU.
----------------- NOTE:
I
I
Not having the appropriate "FIELD I
BAROMETRIC PRESSURE" set I
into the FMC, there exists a I
situation where the FMC will not I
I
have the proper altitude and the I
airplane could "CRASH". I
-------------_.
STEP 2: Using the MNS
(MINIMUMS) knob; Select
either RADIO (50 Feet Radio
Altimeter) or BARO (482 Feet
Barometric altimeter).
© MIKE RAY 2012

page 276 pub/Moed by UN iVERSi T Y ,,/ TEM EC ULA PRESS
REF~/fENCE AIRSPEED (Vref)
It is necessary for the pilot to manually
select the LANDING REFERENCE
(Vret) in orderforthe FMC to be able to
compute and display the REF
AIRSPEED on the PFD. If you have
never done this before, it can be rather
confusing, but once you see how to
display the Vref, it is a simple, but
essential pre-approach task. Here is a
quick "how to" of the rather confusing
way that we can set the Vref
(REFERENCE) speed.
STEP 1: Depress the INIT REF speed

key.
This will display the APPROACH REF
page on the CDUlFMC.
STEP 2: LS3R. This will place the 40

degree flap REFERENCE speed in the
SCRATCH PAD.
DISCUSSION:
Of course , You may select either 15, 30,
or 40 degrees of FLAP reference
speeds. Here is my take on this.
The 15 degree setting is fo r
EMERGENCY PROCEDURES where
the FLAP SYSTEM does not deploy
correctly. I don 't think that Simmers will
everbe making a 15 degree flap landing.
The 30 and 40 degrees settings are for
NORMAL operations. If you are in
GUSTY WINDS , it would make sense to
use the 30 degree setting.
If you are using the ILS AUTO-
COUPLED APPROACH and/or AUTO-
LAND system; then without a doubt , 40
degrees is the best. It gives a slowe r
over the ground speed as well as more
"NOSE DOWN" pitch for a greater visual
ut-offangle .
STEP 3: LS4R. This will select the Vref for
the landing flap of 40 degrees. 40/141.
COMMENT:
This will be the REF figure that the FMC
will place on the PFD . It is "common"
practice (and SOP at myoId airline) to
ADD +5 to this and make additional appropriate adjustments for the runway wind
component. You don 't need to make those adjustments in the FMC , and can ADD
the airspeed corrections during the approach using the MCPAIRSPEED controls.
@MIKE RAY 2012
rI MANUALLY
•••••••••••
TUNE :
"R" r-----------i
• NO AUTO.TUNE •
t• BOTH
• • •RADIOS
••••• I R'Ji1ADIOS.-------------
Norma l "IN RANGE ILS" recept ion is limited to 25 MILES from the transmitter.
Radios are located on the LOWER CONSOLE or AFT ELECTRONICS panel.
The way this TUNE thing works ,

- Tune the RIGHT SIDE (STANDBY) windowto
the appropriate RUNWAY ILS FREQ .
- Then select the TFR switch and it will move the
frequency to the ACTIVE window.
To CONFIRM that the FREQ is correctly
tuned , turn up the volume and (if in range ...
about25 miles) you should be able to hearthe
STATION ID ... or
Check the "RA DIO CLUSTER" on the ADI
(PFD) . Check the correct three letter identifier.
Generally, If the DME is displaying the
mileage instead of the "dashed line", then you
can consider the radios tuned and identified .
... this is important what I am going to tell you. If you a

execute nILSAUTO-LAND evolution, you MUST:
- TUNE BOTH NAV RADIOS to the ILS FREQ.
- Select BOTH FLIGHT DIRECTORS ... ON.
- Select BOTH MCP 'COURSE" windows to the appropriate setting (e.g: 161).
-AUTO-THROTTLE must by ON.
- BOTH AUTOPI LOTS operati ng
PANIC NOTE: /fyou don 't properly configure the MCP and BOTH RADIOS, you will
not be able to AUTO-LAND!
p---- ------
•
----- -----
NOTE: Once you are established on the LOCALIZER COURSE ... then arm
----- --I
• the APP (APPROACH) mode and BOTH AUTO-PILOTS. This means that •
• outside of 10 degrees from the localizer, you should only arm the VORLOC. •
• Once the ILS LOCALIZER is indicating capture (VORLOC green), select the
• APP mode on the MCP; then you MUST engage BOTH AUTO-PILOT •
: switches for auto-land to be operating. •
~--~-----------~-----~~-----~-- © MIKE RAY 2012

~_I
"B"
BRIEF
A COMPLETE BRIEF is an excellent way of reviewing and laying out a coherent a
step-by-step tasking map for the successful completion of the approach evolution. It
is difficult to stay ahead of the airplane, unless you are clear what the plan is.
Really serious flight simulation veterans might like to see what an "official" airline
style brief might look like. Now these things vary with Captain to Captain as well as
airline to airline , so this particular "briefing" outline is taken from an airline Pilot
handbook fo a major airline. I have removed some of the irrelevant items . Here is
that "suggested" briefing :
"OFFICIAL" Airline Style

PILOT ARRIVAL
BRIEF
MEL, NOTAMS, Unique issues.
Weather!Runway Selection
Runway Conditions
Landing Weight! Distance
Airport Info chart
Engine Out Procedures
Airline specific ALERTs
TERR Considerations
STAR Review
Transition Level! QNH
Display! Automation Modes
Go-Around Plan! Alternate
Runway Exit! Taxi Plan
Questions?
... THEN
I'M GONNA ...
ER ... NO, I
THINK I'M
GONNA ... AHHHHH
... THEN I'M GONNA
P1l5H THE UP" KEY
and GO GET
"NllTHER DIET
COLA.
@MIKE RAY 2012

"A"
APPROACH CHECKLIST
Unfortunately there are about as many APPROACH checklists as there are airline
procedures manuals. Forthose of us operating in the FLIGHT SIMULATION venue , much
of the concerns addressed in these checklists are of no importance. So, what I am
present ing here is a unique SIMMERS APPROACH CHECKLIST, tailored specifically for
the use of the typical simmer.
This CHECKLIST is divided into THREE parts :

- BEFORE STARTING DESCENT,
- PASSING 18,000 FEET (or QNE)
- BEFORE STARTING APPROACH
There are some items that should to be accomplished priorto beginning the descent;
then there are some items (such as setting the barometric altimeter) that should be done
"AFTER" passing 18,000 FEET (orQNE), and
then there are the things that should be done in preparation for landing.
BEFORE STARTING DESCENT
ITEM 1. PRESSURIZATION SET for destination airport

ITEM 2. ENGINE IGNITION CONT (Continuous)
ITEM 3. LOWERALTITUDE SET
PASSING 18,000 FEET
ITEM 4. EXTERNAL LIGHTS SET

ITEM 5.ALTIMETERS set passing QNE
ITEM 6. SEAT BELT SIGN " ON
ITEM 7. RADIOS TUNED and TFR ACTIVE

ITEM 8. APPROACH SPEED (Vref) SELECT
ITEM 9. AUTO-BRAKE ARM
ITEM 10.AUTO-SPOILER ARM
Regarding the use of the CHECKLIST ... there is no reason why you can 't actually
complete the ACTION on the list at any time you feel appropriate. The function of the
checkl ist is to ensure thatthe items are completed at the times suggested on the list.
© MIKE RAY 2012

"G" GO-AROUND
What are you going to do if you screw up the approach orthe weather is
too bad or whatever ... and your approach doesn't result in your ability to make a
landing. This is also called the OVERSHOOT or MISSED APPROACH. In
general terms, there are TWO BASIC actions forthe execution of this event. You
will either(1)AUTOLAND or(2) NOT AUTOLAND.
Let's review the NOT AUTOLAND GO-AROUND procedure for the
ILS and see if we can create a simple step-by-step criteria. The set-up for the
MISSEDAPPROACH begins during the APPROACH.
----------------- -------------1
I When the LOCALIZER is CAPTURED ... set the MCP HDG I
I SEL to the projected HEADING to the MISSED APPROACH fix. I
I I
I When the GLIDE SLOPE is captured .. set the MISSED I
I APPROACH ALTITUDE or higher altitude as target in the MCP . :
1 -------------------------
At the point where the decision to execute the MISSED APPROACH procedure is
made:
~ Select TOGA.
Depress the TOGA switch on the Throttle Quadrant or MSFX keystroke command
(CTRL - SHIFT - G). This will initiate a chain of actions. or use the
PMDG technique ... Depress the "SCREW" on the lower left corner ofthe MCP.
~ THRUST to G/A on the TMA (Either confirm or set it!)

The TMA is the THRUST MANAGEMENTANNUNCIATOR on the EICAS display.
~ ROTATE to 15 degrees (ifflying manually) or

VERIFY airplane pitch (if on auto-pilot).
~ FLAPS 1 5
NOTE: Airspeed and stall margins@15f1ap
are more than adequate to retract flaps.
~ @positiveclimb ... GEARUP.

NOTE: Ifyou raise the flaps priorto selecting FLAPS 15,
the LANDING GEAR WARNING HORN will sound.
#i. #I iltl Check (or set) MISSED APPROACH ALTITU DE.

~ @400FEET: HDGSELorLNAV
~ @1000AUTO-PILOTOK
~ ABC
- @ALTITUDE
- "BUG" up (set speed to 250 KTS or assigned)
- "CLEA N UP" (Raise FLAPS on speed schedule).
NOTE: No VNAVuntil FLAPS are RETRACTED!
@MIKE RAY 2012
DURING APPROACH
@LOCCAP
Set MIA HEADING @ MIA ALTITUDE
@G/SCAP
Set MIA ALTITUDE
1000 FEET AFE- - - -
400 FEET AFE- - --
1 TOGA
2 THRUST
ABBREVIATIONS USED IN THIS DIAGRAM:
@= "at"
=
LOC ILS LOCALIZER ( Lateral path guidance)
=
CAP Capture
=
MIA Missed Approach
=
GIS Glide Slope
=
TOGA Take Off Go-Around switch
=
TMA Thrust Management Annunciator
ROTATE = Initiate climbing attitude
POSITIVE CLIMB = Airplane starts climb
=
MCP Mode Control Panel
HDG SEL = Heading Select on MCP
=
LNAV Lateral Navigation switch on MCP
=
BUG Set Airspeed on MCP
=
CLEAN UP Raise FLAPS on appropriate airspeed.
© MIKE RAY 2012

page 282 p ub/Moed by UN iYERSI T Y ,,/ TEMECULA PRESS
HOW TO SET UP CDUIFMC FOR

MISSED APdPROACH
an
HOLDING PATTERN
Once we have elected to execute a MISSED
APPROACH , it is to our advantage that we
have already dec ided that we will proceed to
waypoint EPP and HOLD there while we get
set-up to fly the Approach to YMEN. It would
be really terrific, since we will be really busy,
to pre-program the AUTO-FLIGHT to do this
for us. Here is how to set that up.
STEP 1: TYPE EPP to SP
STEP 2: LS3L
This will place EPP at the end of

the waypoint queue .
STEP 3: EXEC
This creates a planned target waypoint

for the airplane. Once the jet gets to the
waypoint EPP, we want it to
automatically go into a HOLDING
STEP 4: LS3L
This puts EPP in SP
STEP 5: select HOLD key
STEP 6: LS6L
STEP 7: EXEC
The FMC will create a unique

HOLDING PATTERN at EPP ... and the
airplane will ... all by itself ... enter the
HOLD and stay there until we desire to
leave and proceed with our flight.
@MIKE RAY 2012

What is a HOLDING PATTERN?
What happens when a jet cannot go where it wants to when it wants ... or if the
approach doesn 't work out and the airplane has no plan on where to go. It the "REA L"
world , the Air Traffic Controller will assist in assigning a place to go HOLD. In this
tutorial , we will "pre-plan" forthat event and pre-load a holding pattern where we will go
to give us time to re-configure the airplane for landing at our alternate or returning to
the destinat ion airport for another try. Here is the page that describes the HOLDING
PATTERN we just created.
Here is a diagram of the oval

holding pattern flight path it
describes .
.----~
The HOLDING PATTERN that we

have created is actually a
"RA CETRA CK SHAPED OVAL"
that has clearly defined airspace.
The airplane will ente:.-r_ - - _
that racetrack and
fly around it until
either : A: it runs
out of gas or B: we
make the jet to do
something else.
We have the option of making changes to the default

parameters that include AIRSPEED I ALTITUDE,
HEADING, SPEEDS, etc. Initially accepting the DEFAULT
situation is, however, standard practice at this point; since
changes may be made at any time. Once we have
checked out the HOLDING PATTERN data and are
satisfied that it is adequate ... Select the LEGS key to return
to the LEGS page.
As an aside, the HOLDING PATTERN is to a Pilot like the

"P" (PAUSE) key is to a Simmer.
For example, if you are flying along and you get behind the
airplane and you don't know exactly what is going on, you
can select the "HOLD" key and when the HOLD page is
displayed , you can select the "PPOS" (PRESENT POSITION)"
and the airplane will go immediately into a HOLDING PATTERN
at that location. Real world , of course , without declaring an
emergency, the pilot would have to obtain a clearance from ATC
to hold at some random place. Flight simmers, of course ,
will select the "P" (pause) key.
© MIKE RAY 2012
page 284 pub/Moed by UN iYERSI T Y ,,/ TEM E CULA PRESS
ALTERNATE AIRPORT
Using the MAP MODE to plan for your ALTERNATE
Once you have elected to proceed to an ALTERNATE AIRPORT, for whatever reason,
you will have to be able to develop a plan. I think it is a good idea to plan for and place
some appropriate information into the CDUlFMC flight plan BEFORE we start our
approach. Here are some thoughts on that.
There are several acceptable ways to determine an ALTERNATE airport and include
some intermediate routing waypoints. You could use the FLIGHT PLANNER if the
ALTERNATE was to be a considerab le distance from the original DESTINATION.
However, generally speaking , we would like to have our alternate close by. Logically, one
of the reasons for having a distance
alternate is weather, and if the weather is
lousy at one airport, there is a chance
that it will be lousy at a close by field as
well. However, for this exercise , we are
going to find someplace close-by
Melbourne International.
Here is one solution.
STEP A: Go to the MSFX MAP page

(T O O L B A R>W O R L D> MA P ) and
following the ROUTE OF FLIGHT line,
SLEW along the route line on the map
to the DESTINATION . You might want
to reduce the scale of the map so you
can see better.
STEP B: Once you have "slewed" the

MAP to the general location of the ~~-
" .
destination , you can zoom in and look
around.
Close by was another airport named
YMEN (Essendon). It has a great ILS .....""m,""-" '0"" ~ ," ~oud>. To"", •• ••,-
~)· ' ,Il, w_ 'I ·', _ )(1 ",~
runway and the FACILITY

INFORMATION has all the information
I would need for executing an ILS
approach. Double-click on the map
airport site in order to view the
FACILITY INFORMATION PAGE for
that airport.
STEP C: Situated strategically between

the two airports was an NOB named
"EPP". Since EPP was a designated
waypoint (actually an NOB radio
facility) and it was a part of the airplane
DATABASE; I chose to designate that
as the HOLDING FIX, go there and
HOLD while I get setup for the ;:'~~ .,........
"-. _-~.~
approach to the YMEN ILS runway 16.
@MIKE RAY 2012

To the casual observer, idly watching a computer-bound flight
simulation pilot staring passionately at the highly detailed image of an
airplane slowly, almost imperceptibly moving across the screen, the
whole idea of flight simming seems to be an exceedingly boring and
uselessly monotonous activity. And it is true, that unless you "get it,"
there does not seem to be much going on. There simply are no
constantly challenging images of adversarial figures dashing onto the
screen, seeking to engage in mortal combat or rapidly moving objects
that explode and full the monitor with fire and brimstone. Instead, there
is a sense that a complex secret mind-game is going on ... one that does
not necessitate much visually stimulating activity. To be truthful, to an
outside observer, the serene and idyllic sceneryjust seems so pointless
and simply a total waste oftime!.
SECTION: 19
This section discusses the preparations for the landing procedures. There
is the continuallly recurring problem of getting from altitude in a timely
fashion so that the initial approach can dissipate the high energy acquired
during the descent. We will discuss techniques that allow the airplane to
manage the descent profile. Here is some thoughts on how to avoid the
potentially disasterous effects ofbeing "HIGH and FAST".
o 288 When to start down

o 292 DES NOW>
o 293 Descent Strategy
o 294 VNAV
o 295 CMS (Clean Maneuvering Speed)
o 296 Extending Flaps
o 297 Gear Warning Horn
o 297 Go Around warning
o 298 The Green Arc
@MIKE RAY 2012

WHEN DO I START DOWN?

Probably the most mis-understood part of the CRUISE portion of the flight profile is
the question of when to begin the descent so as NOT to arrive at the airport HIGH
and FAST! The Boeing guys added a feature to the CDUlFMC that is supposed to
help out the situation . It is called the TOP OF DESCENT point or TID .
WHAT /S A "TID" PO/NT?

Technically, the TOP OF DESCENT or
TID point along the projected route of
flight is where the "FLIGHT
MANAGEMENT COMPUTER" (FMC)
predicts that you will have to start your
descent in order for the airplane to
comply with the altitude restrictions it
has assigned to the waypoints on the
descent. You can see those restrictions
on the LEGS page of the CDU. Here is
the truth about this point ... that lying
computer will usually make a pred iction
that will probably get you HIGH and
FAST as you approach the airport; so I
would view the TID symbol as the point
where I should have already started my
descent.
HOW TO CALCULATE A DESCENT POINT.

When in a descent with the thrust levers closed , the airplane will descend at a rate of
"ABOUT" 1000 FEET for every 3 MILES traveled horizontally. This is referred to as
the "3 FOR 1" rule of thumb and is useful for mak ing "rough" calculations so you can
evaluate your descent.
:r--------~--------
DESCENT GOUGE:-------.:
I =
ALTITUDE (DISTANCE TO GO) X 300 or I
I DISTANCE TO GO =
ALTITUDE I 300. I
~----------------------_.
For example: At what distance from the airport would we have to start down if we are
landing at YSCB (Canberra , Australia) where the field elevation is 1886 FEET.
STEP 1: Field Elevation rounded up to the nearest 1000 feet = 2,000 FEET. That
would be our descent target altitude.
STEP 2: Subtract that from your CRUISING ALTITUDE. Say you are at F/L 390
(39,000 FEET) ;
39000 - 2000 = 37,000 FEET.
STEP 3: 37,000 divided by 300 = -123 NM will be required to descent to the altitude
of the airport for landing. Or to put it another way, in order "make it" you will have to
start down at least 123 NM from the airport runway.
STEP 4: Check that with the TD point and adjust accordingly.
•p--~----------------
:
30-250-10,000 RULE
When 30 MILES FROM AIRPORT:
---. •
:
• BE AT OR BELOW 10,000 FEET and 250 KTS. •
•~------- ---- --------~-- ©
•
MIKE RAY 2012
Approaching the destination runway at 22 ,000 FEET (FL 220), the TID point will be
displayed on the magenta ND route track-line. This is the point "by which" the airplane
should have left the cruise altitude and started the descent. However, backup check
computations should be completed to make certain that the TID point is accurately
displaying the proper altitude for descent. Here is how to make that determination.
First do a calculation using this "rule of thumb" criteria:
The airplane will fly 3 miles for every
~----
•
•
* nitiation of the
-- ----- ---------
1000 feet loss of altitude in descent.
descent will occur automatically at the TID point

ONLY if VNAV is the operational pitch mode indicating,
-- .
•
I
I on the FMA (Flight Mode Annunciator) of the PFD and I
I a LOWER altitude is set in the MCP (Mode Control Panel) I
-------------- --------------
In our example: The altitude of the airport is 434 FEET. Subtract that from 22,000 =
about 21,566 FEET.
=
Multiply that by 3 about 66 Miles. So we should have already started our descent
by 66 miles from the runway . I
The method that allows th is information to

be displayed visually in the "CDUlFMC" is
the "FIX PAGE". Here is how this works .
STEP 1: Select the FIX INFO page by

depressing the "FIX" key.
STEP 2: Type the DESIGNATOR of the

DESTINATION FIX (YMML) into the
SCRATCH PAD.
Then
LS1 L the "BOXES". This will place YMML
in the FIX boxes and open a queue of
dashed lines under
the RADIDIS line.
STEP 3: Now here is an insider "CDUl FMC

TRICK". You can get the FIX page to create a
DASHED GREEN CIRCLE around the
selected FIX by adding an entry that looks
like this: " / 66". This will create a circle with a
66 MILE RADIUS . This should co-incide
with the TID point!
Notice that there are additional "DA SHED

ENTRY" line left open in the queue. This
means that additional "CIRCLES" can be
displayed on the ND.
Other useful choices for distances are 25
NM ("1 25") ... which is where the ILS
becomes "active" and rece ivable.
Also consider a 10 MILE CIRCLE (" 110")
which gives us a visual representation of
where the airplane should be at or below
3300 FeetAGL.
@MIKE RAY 2012

Even though we have already created one

circle around the fix, we can create
additional "milestone" reminders at other
distances from the destination. In this case,
" 130" is placed as an option, and using the
"3 to 1" gouge , we can calculate that we
should be at or below about 9000 minus
434 FEET, or 8566 FEET when we cross
that circle.
NOTE: BE AWARE!!
However, as we can see, the computer
suggests that we should be at 7237 FEET.
Whazzup with that? This is a great example
of awareness ... if you look at the ND and
follow the route, you can see that the
airplane will pierce the 30 MILE circle well
before the route turns towards the airport ;
which seems to detract from the 3 in 1 rule.
However, be aware that the descent altitude
at the point where the route intercepts the
circle represents a constant descent rate
from the last fix before the intercept to the
next fix after the intercept; so the altitude
represented on the CDUlFMC is the actual
altitude predicted as calculated by the FMC.
ANOTHER GREAT
FEATURE
At the point where the ROUTE crosses
the CIRCLE ... the CDUlFMC will actually
create a waypoint in the database . This
might be useful in some instances and the
way to access that waypoint and add it to
the FMC route is fairly simple .
LINE SELECT the fix from the RAD/DIS

queue . In this case, select the 034/66 entry.
The FMC will accept the FIX and place it in
the SCRATCH PAD.
© MIKE RAY 2012

page 290 pub/Moed by UN iYERSI T Y ,,/ TEM EC ULA PRESS
Select the lEGS PAGE.
Observe on the NO, that the "NEW" fix we have

selected occurs "BEFORE" reaching DOSEL.
So if we want to place this fix into the ROUTE
queue, we will place it at the top of the queue ,
before DOSEL.
We do that by line selecting (lS1 l) and placing

it on the top of DOSEL. This will rename the fix
"YMM01" and creates a discontinuity below the
entry.
CLOSING UP THE
DISCONTINUITY
(Again)
As a review, Let's explain this closing up the

DISCONTINUITY one more time.
- LINE SELECT the fix

just below the "DISCO"
(DISCONTINUITY);
(in this case DOSEl).
- LINE SELECT the "BOXES" and

this will move DOSEl and the whole
queue below it up one entry-line. This will
remove the DISCONTINUITY.
r_------------ ------:
I _ SELECT the "EXEC" key I
: to complete the process . :
~----------- I
@MIKE RAY 2012

AC T RTE LEGS 1/ 2 Once we have "EXECUTED" the

225" 8 .5NM transfer of the new fix into the ROUTE
YMM01 330/ F L220
2 21 · 26. 1NM ueue; the FMC will place the calculated
OOSEL 3 3 0/12 807 'n ormation on the CDU display and re-
257· 31 . 7NM establisf a complete VNAV route. In our
ARBEY 240/ 7443
example, we can see that the fix YMM01
159 · 1 0 . 0 NM
has ben assigned the airspeed/crossing
BUNKY
157· 7 .9NM
23~
/ 000B altitude of 330/FL220.
B~~~~ACTUAL : ~_ _ ~ ~~ ~
2 . 00/0 .05 NM R DATA> We can now access a feature of the
FMC called:
DES HOW>
However, the DESCEND NOW> feature will not operate unless a LOWER ALTITUDE
is set in the MCP. Generally, we would select a "MA NDATORY" crossing altitude. In
our example, we have a MAGENTA colored altitude ... at BUNKY. Altitudes that are
colored magenta are mandatory altitudes. So selecting that altitude is a logical choice.
Notice that the ALTITUDE is 9200B. The "B" means that the restriction is to cross at or
"BELOW" 9200 FEET at that point. It would be appropriate to select an altitude below
9200 FEET, such as the 4000 FEET crossing at BOLND. An "A" would stand for at or
ABOVE that altitude.
Prior to reaching the TID (Top of Descent)

point, if you select the DES key and then
depress the (LS6R) DESCEND NOW>
button (with a lower altitude set in the
MCP) ... the airplane will begin to descend
at that point at 1000 FPM (Feet per
minute) and it will descend at that rate
unti "t Intercepts the FMC computed
ent path.
DES NOW>
"DESCENT NOW"
POINT
. .... 10
...... 00 f:.p
....
.... ......
'1111
This little
"BRA CKET" will appear
and it indicates how far
below the COMPUTED
PATH of the FMC the Airplane
is. The "DIA MOND" will gradually
move to the center and when it does ,
the FMC will engage the "normal"
descent path .
© MIKE RAY 2012

page 292 pub/Moed by UN iYERSI TY ,,/ TEM EC ULA PRESS
DEVELOPING A
DESCENT STRATEGY
How do you get this airplane to descend?
There are at least FOUR NORMAL ways to make a descent in this airplane ... and
during a normal approach cycle , you will probably use ALL FOUR of them. So let's talk
a little about what to expect when operating in the descent environment.
First part of the DESCENT PROFILE will be from a HIGH ALTITUDE, usually well
above FL 260. For this part, I suggest that we utilize the VNAV capab ilities of the AUTO-
FLIGHT system to start the descent and continue until well below FL 180 (18,000
FEET). Generally speak ing, if we have planned correctly , the airplane can remain on
VNAVand will control the airplane in orderto reduce to 250 Kts at 10,000 FEET.
However, once we are below 18,000 FEET , it is useful to shift to the LVL CHG techn ique
if the airplane is NOT meeting the descent milestones depicted on the CDUlFMC or you
are taking vectors from ATC. The most desirable feature of the LVL CHG is that it gives
the pilot complete control over the descent of the jet.
Once the APPROACH is complete, and you have the field in sight and elect to continue
to use the AUTO-FLIGHT to control the line-up and descent ... then the VIS (Vertical
Speed) mode is useful to establish a stable 800 FPM descent.
Once you have progressed so that you are at minimums or 50 feet below the MDA
(Minimum Descent Altitude) with the field in sight , you will have to SHUT OFF the
AUTO-PILOT and the AUTO-THROTTLE and continue to the runway using the
"MA NUA L" control technique .
There is no specific or exacting way to accomplish the descent ... but like I said , using
the VNAVforas long as you can will generally meet the descent milestones listed on the
LEGS PAGE of the CDUlFMC . Once you leave the MAGENTA LINE on a vector or an
assigned heading and the FMC does not have an ass igned descent target , then it will
default to a standard descent model ... at this point , it is more useful for you to covert to
the LVL CHG mode for easier control ofthe descent parameters.
HIGH ALTITUDE
VNAV
LOWER ALTITUDE
LVLCHG
~""--~----------------- I
LEAVING M
VIS
LANDING
@MIKE RAY 2012
MANUAL
VNAV
r--------------------------------.
I Probably the most COMPLICATED and DIFFICULT TO UNDERSTAND I
: feature of the AUTO-FLIGHT is VNAV. So, consider the following I
• paragraph as a bunch of techno-babble as I try an condense a whole :
chapter from the flight manual into one paragraph. Give it a read, _but
I~___________________________ II
: don't get hung up if you don't get it. I
You can determine if the airplane is

cruising in VNAV mode by observing
VNAV PATH (in some cases could be
VNAV SPD, or VNAV ALT) on the ADI
ANNUNCIATOR. This means that IF an
altitude below cruise altitude or lower
altitude is set in the MCP ALT window,
then the airplane will AUTOMATICALLY
start the descent at the TID point and
will descend unassisted to the altitude
set in the MCP window and level off
there until either a lower altitude is set
andlor the FMC establishes another
target altitude.
~---------------------
I
I If you have NOT set in a LOWER "TA RGET"
I altitude in the MCP; there will appear a
I CDU MESSAGE "RESET MCP ALTITUDE".
I The airplane will not automatically leave the
I cruise altitude until a LOWER ALTITUDE IS
I SET INTO THE MCP . :
~---------------------~
Once established in the descent , the CDUlFMC will attempt to cross the altitudes
visible on the CDU LEGS page. It will also attempt to maintain the airspeed restrictions
on the LEGS page queue ... INCLUDING automatically slowing to 250 KNOTS at
10,0000 FEET. If it CANNOT meet the restrictions , a "DRAG REQUIRED " message will
be displayed on the CDU.
Last word on this rather compl icated issue: The lAS window on the MCP is generally
"BLA NK" or dark during VNAV operation; however, we can i pose AIRSPEED
RESTRICTIONS on the operation by depressing the F.! INTV switch on the MCP.
Absolutely fabulous system BUT if you get all screwed up, don't be reluctant to switch to
the LVL CHG mode. LVL CHG is intuitive and much easier to understand and control
r-------------
I
I
-------- --------
THE BOTTOM LINE on the VNAV
.
:
I VNAV cannot climb or descend automatically unless the NEXT I
I I
•
I
ALTITUDE is "PRE-SET" in the MCP . This action gives VNAV
the PERMISSION to change altitude when it needs to.
I
I
----- --------
I
-------- --------
page 294
© MIKE RAY 2012
pub/Moed by UN iYERSI T Y ,,/ TEMECULA PRESS
I
eMS
(Clean Maneuvering Speed) or
ZFS (Zero Flap Speed) or
NO FLAP MINIMUM speed
It is very interesting to watch the

airplane in VNAV start slowing up in
anticipation of the 10,000 FOOT
restriction (250 Kts maximum
airspeed). So that may be a natural
place to continue slowing the airplane.
Depending on how the approach is
shaping up, and sooner better than
later, at some point in the descent we
will want to switch to LVL CHG. This
mode will REQUIRE that you
MANUALLY control the AIRSPEED.
Since we may want to go as slow as
airplane limitations allow without
extending flaps ... a good choice
would be the MINIMUM NO FLAP
speed; and you will be required to set that speed on the
MCP while observing the AIRSPEED BUG move on
the PFD.
WHAT SPEED IS CMS?

The Clean Maneuvering Speed is indicated right on the
PFD ... and it is the GREEN "UP" on the side of the
AIRSPEED tape. Setting the target airspeed bug for
the "UP" speed means that you want to fly at the
MINIMUM speed allowed without extending the
FLAPS. That is why they call ... _
it "CLEA N" maneuvering
NOTE: When setting the AIRSPEED BUG ,
speed.
it is good technique to rest the bottom of
the "BUG" on the airspeed. The width of the
bug has a 5 KT spread and will allow the
point of the bug to indicate a 2 Y. KT buffer.
During normal operations in "B"Class airspeed , this is the speed that ATC
expects you to fly. Also, this speed allows you margin to start FLAP EXTENSION
when desired. Also, this is the most economical airspeed for the wing and allows
for the best FUEL CONSUMPTION. All in all, I want to suggest that you use CMS
when you are in the vicinity of the airport.
@MIKE RAY 2012

EXTENDING FLAPS
One of the "MOST" important and difficult concepts
to explain ... and understand: How and when to
EXTEND the FLAPS. There are two speeds that are
critical for operating the FLAPS.
First: The OVERSPEED restriction, which is the

MAXIMUM OPERATING flap speed. This is the
MAXIMUM speed at which you can EXTEND the
FLAPS. These speeds are available for viewing on a
placard just under the LANDING GEAR LEVER.
Second: The MINIMUM OPERATING speed. This is

the airspeed at which the wing with a specific flap
setting can no longer sustain flight. Any slower and
the airplane with STALL, or cease to be able to
provide sufficient lift to keep the airplane airborne.
These speeds are dependent on the weight of the
airplane and other factors unknown to the pilot.
However, the PFD will display the MINIMUM
AIRSPEED values as "GREEN FLAP NUMBERS"
along the edge of the airspeed indicator. This occurs
when the when the flaps are activated by extending
them. When a specific flap setting is made, the
airplane MUST BE operated at airspeeds between
those two speeds.
EXAMPLE:
Looking at the GEAR PLACARD ... we can see that the MAXIMUM EXTEND speed
for 1 degree of FLAP is 250 KTS. Since our AIRSPEED is
214 Kts (Less than 250 Kts) then when we extend the
flaps to 1 Degree ... the PFD will indicate little GREEN
numbers . This example shows that the MINIMUM
AIRSPEED for 1 Degree of FLAP is 191 Kts .
What does that mean? You CANNOT OPERATE this

airplane faster than 250 Kts or slower than 191 Kts if you
have the FLAPS set at 1 Degree.
p •••••••••••••••••••••••••••••••••• ~
:
I
WARNING!
NEVER ... NEVER ... NEVER
I
I operate an airplane with LESS

I than the MINIMUM FLAP speed
I or GREATER than the
I MAXIMUM FLAP extend speed.
I
~ • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • •I
Perhaps you never realized or even thought about it ... but for any given FLAP
SETTING, the spread of available AIRSPEED is really quite limited. For the 1
degree example above, there is only 59 Kts (250 -191 = 59) .
YIPES!!! ONLY 59 KNOTS!
pa9e
296 @MIKE RAY 2012
pub/Moed by UN iYERSI T Y ,,/ TEMECULA PRESS
GEAR WARNING HORN

When the airplane was developed , the engineers were afraid that the pilots might try and
land without having the landing gear extended ... so they invented the LANDING GEAR
WARNING HORN. Anytime that the thrust levers are pulled to IDLE with the GEAR NOT
EXTENDED and the FLAPS out of the full up position , the warning HORN will sound. If
the flaps are in 1 to 15 degrees , the horn
can be silenced. The engineers put a
little button on the THROTTLE
QUADRANT that allows the horn to be
"CUT OUT' .
If the flaps are greater than 15 degrees

and the landing gear is NOT extended;
when the thrust levers are pulled to
IDLE , the horn will sound , BUT IT
CANNOT BE SILENCED.
Here is that little "LA NDING GEAR

WARNING HORN CUT-OFF" bu=tt:..o...n.•.........,. _
we were talking about. Now, let me
make a comment about this problem . If
you are using 20 or VC, it doesn 't
matter, because trying to find this button
with the mouse cursor can be problematic at best. In fact, I would submit , that one of the
last things you should be doing during this phase of the approach is to be thrashing
around trying to find that tiny button. so you are likely to hearthis ...
QEEEEEEEEEEEEEEEEEEEEEE~/
I suggest that if the warning horn does come on and you can't silence it: "EXTEND THE
LANDING GEAR". Here is the scenario , you will probably be HIGH and the thrust
levers are at idle and you are trying to "GET DOWN - SLOW DOWN". So, throw out the
rollers and take advantage of the extra drag. It ain't no sin to drag it in. This will give you
added drag ... and will silence that *#!*&$ HORN!
GO-AROUND WARNING!
BIG PROBLEM ... Since the Gear warning will sound anytime the
FLAPS are 25 degrees or below and the GEAR is NOT DOWN and
LOCKED; when you are executing the GO-AROUND:
r--------------------·
I DO NOT RAISE THE GEAR until I
I you have selected 15 degrees FLAPS. ~
I ---~-----------
NOTE: We have been assured by the engineers that there is sufficient
STALL MARGIN so that you can go rightto 15 FLAP .
The verbal callout during the go-around is:
"GO AROUND THRUST"
"FLAPS15"
"POSITIVE CUM B"
"GEAR UP"
@MIKE RAY 2012
THE GREEN ARC

The FMC will generate and display a PREDICTIVE ARC that indicates where the
airplane will reach the altitude selected on the MCP. This works in both climbing and
descending modes. The display is a GREEN ARC SEGMENT on the ND. The position
of the ARC depends on the airspeed and descent rate of the airplane. By judiciously
observing the arc, you can predict whether or not you can make your CROSSING
ALTITUDES.
FOR EXAMPLE: If you want to

reach the altitude sooner, you
could increase the descent rate
and the ARC would move closer or
towards the airplane. Conversely,
if the airplane starts to slow down,
you can observe the ARC
displacing further away from the
airplane .
TECHNIQUE : During descent (or

climb), unless you are keeping the
airplane at a constant rate of
descent , the predictive arc is not
accurate i n it s prediction. I
However, if you are evaluating
your descent, and you see that the
ARC predicts that you are going to
be "high", you can make an appropr iate adjustment that will correct the situation. This
is particularly useful when you approaching the airport environment and want to
evaluate whether you will be low enough to capture the ILS GLIDE SLOPE. If the
GREEN ARC for the OUTER MARKER altitude is somewhere over the airport, then it
is a clue that you are really screwed up. If you can make this evaluation far enough out
... you can take a turn in HOLDING , or get DIRTY earlier, or make a VECTORED turn
for reentry into the pattern.
r-------
I
----------- -------------~
PROBLEM AREA: I
I If you are descending from HIGH ALTITUDE at cruise airspeeds of 300+ I
I Knots , then when you level at 10,000 Feet and slow to 250 Knots ; then the I
I whole paradigm is changed and makes any prediction you may have I
: made predicated on that higherairspeed and rate of descent invalid. :
I -----~---------------------_.
BOTTOM LINE ASSESSMENT: The Predictive GREEN ARC "can be" a great tool;
but you have to learn how to use it.
© MIKE RAY 2012

SECTION: 20
'L~ '~'f m« ~fJ'fOL~NTJ

ILS CATEGORY THREE-a AUTOLAND
Hey Mike, What does that little "a" mean after the CAT III? Here's thre answer:
Many CAT III certified airplanes have "Triple Redundancy", and this has to do
with something about the amount of available memory in the FMC system. On
some of the 737 airplanes (specifically the 300-500 models as well as some of
the 737NG 600-800 models), there was not enough computer control channels
available to include everything that the FAA certification demanded, so they
left out some features and created a subcategory "a". For the pilots, the most
important item left out is the "ROLL-OUT" feature. MOST 7375 REQUIRES A
MANUAL ROLLOUT. That means that the pilot has to see the runway
centerline and use his heading tools (usually the twist grip on the stick) to
control the airplane heading after landing ... and that, of course, means that
you have to be able to see the runway all the way to the roll-out end. So there
are slightly higher minima. Hence ... "CAT ilia".
o 300 ILS CAT III approach

o 301 The sweet spot
o 302 Arming the CAT III autoland
o 303 VORLOC Capture
o 304 Glide-slope capture
o 305 @ 1500 Feet Rad Alt
o 306 Below 50 Feet
o 307 Break-out
r-------------------------------------
REMINDER!!! :
I
ILS ONLY HAS 25 MILE LIMIT. I
I
The ILS SIGNAL can only be received and be useable for navigation when I
the airplane is within 25 nautical miles from the broadcasting station. If you I
should try to select or ARM the ILS outside of the 25 nm reception area or I
have not tuned the correct signal frequency on the NAV radio, the system I
will attempt to arm an alternate approach (FMS, GPS, or ?) depending on
availability. These alternate types of approaches are called "RNAV" I
approaches and are NPA (Non-Precision Approaches). They have HIGH I
MINIMA and are not intended to be used with multiple-autopilot or autoland. I
I
Of course, "some" real world ILS signals are stronger than others and may
I
be received at larger distances. I
-----------~---~-----------~--------~
@MIKE RAY 2012
THE ILS CAT Ilia APPROACH

The "KING" of all approach protocols is visual contact with the runway environment
the ubiquitous and "common" ILS at ALL times. A CAT III approach and
(Instrument Landing System). Its current AUTO-LAND is NOT ALLOWED in IMC
iteration is called CAT III (Category (instrument Meterological Conditions) to a
Three) . This allows airplanes equipped runway that is not designated a CAT III
with this system to fly the airplane down to certified runway.
the runway and, if company SOPs allow, The airplane MUST HAVE BOTH AUTO-
without visually seeing the runway land PILOTS on in order the activate the AUTO-
the airplane. Currently there remains a LAND system. The airplane will NOT auto-
VISIBILITY RESTRICTION for CAT III land if it is NOT properly setup. Letting the
landings ... and that is (almost universal) airplane "land itself' using only one
300 RVR (Runway Visual Range). autopilot is NOT CERTIFIED!!!!
Now, let's discuss some of the details. NOTE : Regard ing the MISSED
CAT III implies a lot of things; . . ..,
one of which is the use of
AUTO-LAND. In order to avail
IlS CAT ilia AUTOLAND REQUIRES:
ourselves of all the wonders of
CAT III, we MUST auto-land - RADIOS TUNED AND IDENTIFIED
the airplane. I am reading in - VORlOC AND G/PARMED
FORUMS and ON-LINE - 2 AUTO-PilOTS ENGAGED
chatter a lot of confusion about L •
what and what-not we can do in
CAT III and AUTO-LAND. APPROACH: Once TOGA is initiated , the
First, "most" of the 737 NGs are equipped airplane will GO-AROUND even if the
with an on board AUTO-LAND system wheels touchdown on the runway. Further,
that is NOT a part of the GROUND Go-Around can be initiated up to 2
BASED system . Two parts of the system seconds after touchdown . I am not
are: certain how much of this is accurately
- FLARE , and replicated in the simulations we are flying,
-RETARD. however.
So the first question is ... can an airplane On last comment: If you are flying a CAT III
so-equipped successfully perform an approach; even if you have the runway
AUTO-LAND at a NON CAT III ILS environment in sight, if the RVR is less than
equipped runway. The answer is MINIMUMS , you may not be legal to land.
somewhat complex , but here it is: Particularly in a CAT ilia airplanes, where
The CAT III equipped airplane is perfectly the "ROLL-OUT" is not controlled by the
capable of performing an AUTO-LAND at auto-pilot. In that case, the rollout MUST
a NON-CAT III ILS equipped runway. In BE manually controlled.
real airline operations, the pilots routinely Anyhow, we have at our disposal a really
check the CAT III AUTO-LAND system terrific AUTO-LAND CAT ilia simulation
on the airplane in "NON IMC" conditions, and I LOVE to fly it!!
p----------------- -------- ------.

HOWEVER, the pilots must maintain
I
I Here are the parameters for the AIRPLANE CAT III system.
I
I
I During the approach , I
I - The FLARE MODE should activate at 42 Feet AGL, and I
I - The RETARD should activate at 5 Feet AGL, I
I If either fails to annunciate; Then a GO-AROUND MUST BE MADE! I
I I
I OR I
I If you have VISUAL REFERENCE, I
I Terminate the CAT ilia approach,and MANUALLY LAND the airplane. I
I I
----~---------------~-------------_. © MIKE RAY 2012

Let me introduce you to the ILS APPROACH. I know there is a lot of "buzz' about FMS
and GPS and "whatever" approach capabilities out there ... but the Grand-daddy of
them all is the ILS ; and 99% of the airports in the world still use this technique . We are
going to fly an ILS CAT III AUTO-LAND approach in this tutorial demonstrat ion and I
invite you to come along and follow through as we dissect the procedure in some detail.
Learn how to do this maneuver and be able to accomplish it successfully and
consistently. It is the approach of choice for ordinary line flying.
THE SWEET SPOT

In order to fly this approach
is desirable that you arrive
at the OUTER MARKER
on HEADING and
ALTITUDE with 10 or 15
FLAP and on AIRSPEED.
That is a basic
requirement; but be sure
that your intercept
VECTOR will place you on
the LOCALIZER BEFORE
you intercept the GLIDE
SLOPE, so that a descent
can begin on GLIDE
SLOPE. DO NOT let
yourself get into a situation
where you are trying to
capture the GLIDE-SLOPE
from above!!!
Do not select APP
(approach) UNTIL the
Localizer has achieved capture (CASE the localizer and start down the GLIDE
BREAK). The Localizer is only 10 degrees SLOPE.
wide and for capture to occur, you will have We can now select BOTH AUTO-
to be within 5 degrees of the centerline. PILOTS and that will activated the
This scale along the bottom of the PFD AUTO-LAND. Now we can basically
~-----------
I IMPORTANT: Select VOR LOC and ---
--------------I
capture the LOCALIZER I ~~ ~efly
airplane
I before you are inside the OM (OUTER MARKER). Or you may be in a I and land. .
I situation where you will have to start down on the GLIDE SLOPE or I However, If
I_____________________________ _ _ II we
get HIGH, but you are not legal to start the descent. WHOOOOPSI unable
are to
get the other

represents the LOCALIZER BOUNDARY.
AUTOPILOT to ARM (for whatever
When that little magenta "DIA MOND"
reason) we will have to abandon the
starts to move it is called "CASE BREAK"
AUTO-LAND option since that requires 2
and means that we are within the confines
AUTO-PILOTS. If that happens , we will
of the LOCALIZER cleared area and can
have to revert to a CAT 1 landing. That
activate the APP (Approach Mode). It is
means that while we can continue the
strictly NOT ALLOWED to descend when
approach , once we are at AHIDH
outside of the LOCALIZER (VOR LOC)
(ALERT HEIGHT or DECISION
cleared area.
HEIGHT) , then we will have to take over
In our example , we are about to capture
and land the airplane manually.
@MIKE RAY 2012
ARMING THE CAT III

THIS IS "AUTO-LAND"
Flying the CAT ilia is marvelous and wonderful human invent ion ... and it is replicated
extremely well in this simulation. However, many simmers don't even know what it is or if
it even exists. Some want to use it, but can't get it to operate properly because they don't
know how to set it up or they just don't know what to look for. It is kinda complicated at
first , and frequently first timers don 't even know whether it is working ... or not.
So, let's see if we can make this thing do whatthe book says it will do.
FIRST: Let me point out that there is no such thing as a "CAT III AUTOLAND" switch.
The CAT III AUTOLAND system is selected by using the MCP to "A RM" it; here are the
CAT III selection steps :
These steps must be done in this order
r
I STEP 1: TUNE BOTH ILS RADIOs and IDENTIFY
I STEP 2: "ARM" the LOC , I
Then once VORLOC turns "green", I
I STEP 3: "ARM" the G/P I
1______
I
I
(Depress the APP switch on the MCP)
STEP 4: "ARM" the second AUTOPILOT _ _ I
I
Once these steps are done , we still will not know if the AUTOLAND is going to
engage since the FMC must go through an alignment process. I have also had
difficulty occas ionally in getting the second auto-pilot to engage during some
ILS approaches. The pilot must monitor the progress of the approach using the
PFD (Primary Flight Director).
Once these manual set-up steps are completed ,

the pilot has to monitor the progress of the
approach using the FMA (Flight Mode Annunciator)
across the top ofthe PFD (Primary Flight Director).
@MIKE RAY 2012

page 302 pub li.sh...d by UN IVERSI TY o/ TBMECU LA PRES S
VORLOC CAPTURE
There are two components to the approach: The localizer and the Glide-Path. The
LOCALIZER (VORLOC) is the HORIZONTAL component and the first element that we
must capture before we can start the descent.
Technically, just selecting the APP would perform both functions of selecting the
VORLOC and the G/P ... but
Think about it this way. There are terrain and obstacle restrictions that may not allow the
airplane to descend below the INTERCEPT ALTITUDE. So, it is a part of the approach
SOP protocols that in IMC (that would be instrument conditions where you can't see
anything outside the airplane) you MUST NEVER start your descent until you are "ON
THE LOCALIZER". In general , that would be within 5 degrees of the centerline of the
extended runway centerline which is represented by the approach localizer. As the
airplane approaches the LOCALIZER boundary, it will go from ARM to CAPTURE ...
and we can see this because the white armed indicator disappears and the FMA
displays a green "BOXED" VORLOC indicat ion.
when
---- I
I
BOXED GREEN I
I VORLOC I I
I
I
I
Select APP, then
OK to SELECT I
I
SECOND AUTOPILOT I
••••••
SINGLE CH or CH1 will become the annunciated autopilot

operating mode. This is a normal indication . The system
requires redundancy to operate in the CAT lila (or AUTO
LAND) mode. The DUAL CHANNEL redundancy does not
select until the airplane descends below -1500 feet on the
RADAR ALTIMETER (1420 FEET AGL).
Once the SECOND AUTOPILOT is selected (ARMED) , SINGLE

the AUTOPILOT command will be changed to AMBER. CH
@MIKE RAY 2012
GLIDE-SLOPE CAPTURE
ALSO CALLED GLIDE PATH
Let me make this observation. Of course, the ILS system operates without the
intermediate step of selecting the LOCVOR. Unfortunately, if the GLIDE SLOPE is
activated before the airplane is within the boundaries of the PROTECTED
LOCALIZER airspace, there is the chance that the airplane may begin a descent
before actually being established on the localizer. This means that the airplane may
enter unprotected airspace and encounter an obstacle or terrain ... and you will die.
OK, maybe you won't die, but you will probably say a naughty word. On the other
hand , if you are already so screwed up and you are already so far above the glide
slope that you haven't got a prayer of landing on the runway, take all that informat ion
into account in processing your next move. Go watch TV.
Once you have "CASE BREAK" (That is where the COURSE INDICATOR starts to
move from the side of the indicator) or captured the LOCVOR, it is deemed safe to
begin the descent on the GLIDE SLOPE (or GLIDE PATH). At this point we can select
the APP (APPROACH) selector button to ARM the ILS APPROACH system.
Once the GIS (or G/P) is captured , the pitch command on the annunciator changes to
GIP or GIS. Once you have BOTH VORLOC and GIS annunciated on the PFD, you
are also cleared to ARM the other AUTO-PILOT. This is the step that actually arms the
AUTOLAND portion of the paradigm.
ALERT! ... ALERT! ... ALERT!

Sometimes , you may be unable to select the other auto-pilot. I have had this happen to
me ... and it occasionally happens on the airline in the real world . The solution is to
revert to CAT I approach criteria. CAT I or CATEGORY ONE means that about 100
FEET above the ground , you will have to de-select the AUTO-PILOT and MANUALLY
make the landing. Now don 't chicken out on me and turn off the simulator. Continue
the approach as if you were in the real world and let the process work itself out. That is
all part of the flight simulat ion challenge.
Here is what you will want to see on the PFD annunc iator at this point in the approach:
LOCALIZER
and
GLIDE SLOPE
captured
Once the box is
displayed, the mode is
considered captured.
GLIDE-SLOPE
CENTERED
LOCALIZER
CENTERED
© MIKE RAY 2012

r
•
-.
@ 1500 FEET RAD ALT
• This is the moment that you are looking for. When the RADAR
ALTIMETER passes (about) 1500 FEET AGL, the DUAL REDUNDANCY
is executed. We are looking for THREE THINGS:
• 1. FLASHING AMBER INDICES on the ILS

• 2. WHITE FLARE annunciated under the green GIS
: 3. AUTO-PILOT command changes
to green CMDorAUTOLAND3
•_._._'._1 ..
ANNOYING STUFF:
The airlines have a buncha
choices for the nomenclature
as it appears on the PFD.
Some use GLIDE SLOPE
(GIS) some chose GLIDE
PATH (G/P). Some chose
CMD , other chose LAND3.
There are lotsa other
similarities. Just go with it.
The PMDG simulat ion
attempts to accurately reflect
the various differences and
will even allow you to change
some of them to suit yourself
and add to the complexity.
@MIKE RAY 2012

*
1 For ALL APPROACHES OTHER THAN AUTO-LAND

1 th e AUTO-THROTTLE MUST BE DISCONNECTED
._---BELOW
: prior to desce nding below 50 Feet AGL.
-----~------~-- -----~--~
50 FEET
p-- -- ----I --- -- -- -.
~ @ 42 FEET AGL :
NOTE:
On some airplanes
(737NG-900 and
@5 FEET 1
I FLARE
I
I
other CAT IIlb
equipped models)
I executed I
I the VORLOC will
_I change to
ROLLOUT.
This is about the AUTO-LAND. Technically, if the FLARE does not activate at 42
FEET, or
the RETARD does not annunciate ... then the system has failed and if the weather
requires CAT III minima, then a MISSED APPROACH must be initiated.
This is referred to as a "CLOSE IN GO-AROUND". It is a wonderful thing to see ...

and in a real airplane it is truly spectacular.
The automated GO-AROUND is very simple. Depress the TOGA button, and the
airplane will make an automated MISSED APPROACH even though the airplane
may touch down during the process, it will execute the process beautifully.
© MIKE RAY 2012

page 306 p",blM",d by UN iYERSI T Y ,,/ TEMECULA PRESS
BREAK-OUT
ILS CAT Ilia (and CAT IIlb)
•••
••••
••••
•• ••••
••••
• w•
••••
••
•::1
ALL OTHER APPROACHES including ILS CAT 1
_-----
.......
If you arrive at the MAP and you elect to land the airplane, there are two possible
alternatives:
First Situation: , if you are flying a ILS CAT 1, CDAP, NON-PRECISION, or VNAV
approach, you will have a DESCENT already established . Once you pass the MDA, you
have 50 FEET to de-select the AUTO-PILOT and begin to hand fly the approach profile
visually and manually. Since the airplane has already established the thrust and pitch trim
required to fly the glide slope ... DON'T DO ANYTHING, but MONITOR THE
AIRPLANE'S PROGRESS. If you feel that you need to make corrections ... keep them to
teen sy tiny pressures on the yoke or stick. Simmers have tendency to "TA KE CHARGE " at
the MDA (Minimum Descent Altitude) and start making fairly radical adjustments to the
flight path and power settings ... don't do that.
BIG PROBLEM AREA!!! Somewhere between 100 feet and passing the end of the
runway, RETARD the thrust levers to idle (F1). Once you do that, the airplane will tend to
pitch up slightly. Don't let the pitch be too much or you will start climbing and miss the
touchdown point.
Second Situation : You are flying the "DIVE and DRIVE" approach technique. Once
established on the MDA and ALT HOLD is annunciating, Select the MAA (Missed
Approach Altitude): SET ANOTHERALTITUDE OR THE VIS MODE WILL NOTARM.
Select VIS and ensure the indicator shows "A LL ZEROS".As you approach the MAP, roll
in about 800 FPM and letthe autopilot do the push-over.
T/PI
Roll UP to go DOWNI Roll DOWN to go UPI
• • • • • • • • • • • • • • • • It
+..• I MDA I Use the 50 FOOT buffer to let
the AUTO-PILOT establish the
· w.
••
I MDA - 50 FEET
Ifirst part of the descent.
You do not have to de-
select the autopilot until
MAP •• . you pass 50 feet below
:::\ the MDA.
@MIKE RAY 2012

SECTION: 21
Specifically, this is a HIGH ALTITUDE LOSS of ALL PRESSURIZATION

exercise. Most emergencies generally require some sort of an emergency
descent. So, we should be able to do the worse case expedited method and
then if a "lesser" emergency or irregularity occurs, we should be able to
adjust to accommodate that situation.
o 309 Emergency at High Altitude

o 310 High Altitude Emergency
o 311 Loss of Pressurization at altitude
o 312 The Emergency Descent
o 313 High Dive simplified
o 314 Emergency Descent profile
o 315 IFSD: In Flight Shut Down
o 315 Drift Down procedure
o 316 Eng Fire, Severe Eng Damage, Eng Separation
o 316 Inflight Re-start
© MIKE RAY 2012

page 308 p",blM",d by UNiYERSITY ,,/ TEMECULA PRESS
E",Eet;EN'Y with subsequent
r. S OF PRESSURIZATIO
In FLIGHT SIMULATION , there isn't anything like a REAL loss of ~

pressurization (Wheeew!!!) , ... so let me try to tell you what it might be lik~',L ..
The technica l term for this event is "EXPLOSIVE (~') -:'
DECOMPRESSION" and that is a pretty good description . The l --
temperature and pressure outside the cabin when you are at higher ) <-::;:::;)J
altitudes are truly extreme. I think I can say without argument, that .
the human body WILL NOT survive if exposed to these
condit ions for even a short period of time. At flight altitudes,
typical outside temperatures are something like -85 degrees F ( -
65 degrees C) or even colder. While the atmospheric pressure on
the ground is about 15 psi (29.92 Inches of mercury) , at 35,000
feet ... the pressure drops to about 3.5 psi. What effect does a
sudden loss of cabin pressure and temperature have on the
human body;
- The human body will attempt to equalize the
pressure ... and that may cause the rupture of
membranes and delicate tissues such as the ear
drum. It would also be common for blood and
human waste and gases (referred to as "tarts") to be
expelled from the orifices in the body. Since the lack
of pressure in the lungs would be inadequate to sustain
aspirat ion, there will be that gasping drowning sensation where you feel
like you can't breathe . The moisture in the cabin air would immediately form into an
opaque, chilly fog. The noise from the escaping cabin atmosphere would create a
horrendous terrifying noise. The movement of the air to the rupture in the cabin wall ,
would be so strong it would tear clothing and articles from the passengers and the
storage areas.
For the sake of this exercise , we are going to propose that once you have the
airplane level at the MAXIMUM ALTITUDE, that we simulate a "LOSS OF
PRESSURIZATION AT ALTITUDE" event. Since you are at your desk , instead of in
an airplane ... there will be no farting allowed. In fact, we will assume that you will not
have to place on your oxygen mask or attempt to establish commun ications using
that apparatus ... but be aware that in the "real" world, that the event would involve
considerably more stress and task saturation. I will tell you up front , that this will be a
complicated and action packed exercise ... so let's do it!
=Eu::2~:~ page 309
THE HIGH ALTITUDE EMERGENCY

Resolving the "HIGH ALTITUDE EMERGENCY" involves (at least) FOUR
SEPARATE STEPS. There is a lot going on because most of this stuff has to be
addressed simultaneously. Depending on the severity of the damage and the
resulting aircraft condition , the resolution of the situation may be impossible.
However, what we are going to assume is that this is a garden-variety, ordinary
emergency. When you get to the point where you
can successfully execute the steps ; then you can
r--------------------~
add weather, traffic, fire, etc to the situation. For : START :
now, let's just follow a simple "emergency" to its : EMERGENCY :
logical conclus ion. In our situation , we have taken
off from Sydney on our way to Melbourne. We have : DESCENT :
I
climbed to maximum altitude and experienced a I---------J=-----------
high altitude emergency of some sort. Now what do I~--------
we do? Think of the solution as occurring in four
---------- I
distinct and separate modules

: EMERGENCY :
Even though we won't be feeling some of :I PROCEDURE :
the sensat ions that accompany a real inflight ---------:J---------- I
emergency, we can use our imagination and

attempt to feel that "HEA RT IN YOUR MOUTH'
Ir-------- ---------. I
sensation that airline pilots experience. We want to : DIVERSION :

go through the same procedural steps and thought : I
processes, while accomplishing the recovery ._--------+--------~
maneuver with a sense of completeness and
precision. So to that end, let me descr ibe for you
r--------
I I
---------.
some of the steps ... even though they don't I : APPROACH :
•
"exactly" apply to a flight simulation setting. I I
The FAA certified the Boeing 737 NG for flight at ._-------------------~
Flight Level 410 (41,000 Feet). That means that on certification day, some Boeing
engineers took a "real" Boeing 737 NG to altitude and physically tried to demonstrate
that they could get the airplane with a load of passengers from altitude to a safe
altitude where they could breathe and survive within a set period of time . Generally,
this is considered to be 14,000 Feet MSL in 90 seconds .
That is what we, as simmers will try and replicate. Let me describe the maneuver.
First action by the pilots when they experience the

"EXPL OSIVE DECOMPRESSION' event is ...
STEP 1: Put on OXYGEN MASK and establish oxygen flow. The mask apparatus
hangs just over the pilot's head and is designed to be placed over the face in one
sweeping move . It is called "QUICK DON" mask and once in place , when oxygen flow
is established , the RETAINING STRAPS inflate so as to ensure a tight fit. Pilots call it
the "A LI EN" because to encloses the whole face like an octopus .
STEP 2: Establish COMMUNICATION. This involves , "How do you read' as well as

contacting the ground.
Now I have to comment of the POSITIVE 02 FLOW situation . Since you usually talk
by EXPELLING air over the vocal chords ... with the mask in place , in this situation
you will be using the reverse flow of POSITIVE PRESSURE from the mask to activate
the vocal chords. Your voice takes on a different sound (you can hear this effect when
you watch movies of military pilots talking with their 02 mask in place). It is difficult to
enunciate properly and you are difficult to understand. So, talk SLOWLY and
ANNUNCIATE clearly. This effect, coupled with excitement and fear, creates a
problem with verbal communication.
© MIKE RAY 2012
page 310 p",blM",d by UN iYERS I T Y ,,/ TEM E CULA PR ES S
LTITUDEI
Let's take a moment and discuss this EMERGENCY AT HIGH ALTITUDE SITUATION
. This is the moment that the check-pilot will be watching to see how you handle the
situation ... and in real life, it is the dreaded event that fills a pilot's nightmares.
There are some IMMEDIATE PRIORITIES :
NUMBER ONE: FLYTHEAIRPLANE.

Do not get so freaked out or involved in doing some part of the tasking that you allow the
airplane to get ahead of you ... or worse yet , get away from you. Even though we are flying
a simulation , the tasking can overwhelm the pilot and create a potential crash scenario ...
worse yet , make you wantto go in and start watching TV.
NUMBER TWO: START DESCENT IF REQUIRED. By that I mean , if

you have encountered a
- LOSS OF PRESSURIZATION , oran
- ENGINE FAILURE
you MUST start your descent IMMEDIATELY. Even though there could be other problem
situations where remaining at altitude could be considered , it is always a good idea to
begin the process of thinking aboutdescending.
NUMBER THREE: DON'T HITANOTHERAIRPLANEf

There are (conceivably) airplane above and below you , some are coming straight at you ...
YIPEf We have to assume that these airplanes are complying with Air Traffic Control
restrictions and are flying on assigned routes and airways. That means that ... WE MUST
GET OFF THE AIRWAYS. In something called RVSM (Revised Vertical Separation
Minimums) these airplanes can be as close as 1000 FEET below or above us.
Generally, deviations from the assigned altitude "REQUIRES" ATC confirmation and
approval ... EXCEPT IN AN EMERGENCY! The AIRWAYS are generally wide enough that
even if there is parallel traffic , about 5 mile distance from the airway centerl ine will ensure
separation from other traffic should we have to start an immediate descent without
clearance. In this situation , particularly during reduced visibility conditions (such as
NIGHT-TIME) ... TURN ONALL THE LIGHTS in orderto increase your visibility .
ETOPS (ExTended OPerationS)

Let me make a simple amplifying explanation of this strange acroymn.
Airplanes operating with TWO ENGINES are constrained by ETOPS
restrictions. One of these requirements is to carry enough fuel so that at any
point in the flight they will have enough on-board reserves to fly to the
nearest airport at 10,000 feet. The details of ETOPS are a discussion for
another place; but serves to tell us that even in an explosive
decompression , fuel should not be a consideration.
@MIKE RAY 2012

THE EMERGENCY DESCENT, known to pilots as ...
In this DEMONSTRATION TUTORIAL, we are going to describe an EMERGENCY

DESCENT. There are as many ways to do this as there are Airline managements ...
and I don't even want to suggest that I have the best way; you can make up your
own mind about what you think is important. In the scenario for the techniques and
procedures that I propose; we can include or omit other outside considerations. Here
are some potential compl icating items ... you make the choice:
- NIGHT TIME
- Reduced meteorological conditions (IMC).
- Descent is into mountainous terrain. This means we should use
the RADAR (if available) and the TERRAIN WARNING SYSTEM.
- RVSM (Revised Vertical Separation) which means that there are
other airplanes right below us and coming right at us.
- The precipitating event was an EXPLOSIVE DECOMPRESSION
which means that we have to start the descent immediately.
- AIRPLANE DAMAGE affecting systems and structural soundness.
- Radios and Navigation gear failure .
- FIRE.
- ENGINE FAILURE.
- and so forth ... use you imagination .
r---------------------------------·
I
The EMERGENCY DESCENT is
I
I
I
I an AUTO-PILOT and AUTO-THROTTLE I
I I
I ON MANEUVER I
~--------------------------------_.
It is suggested that we keep the AUTO-PILOT and AUTO-THROTTLE ENGAGED!
Of course , every EMERGENCY DESCENT is unique and we have to remain flexible.
In the real world , we use the AUTOMATION in the event that the pilots become
incapac itated so that the airplane will continue the descent and level-off without
further pilot input. As a result , most of the IMMEDIATE ACTION ITEMS involve the
MCP.
If you should also have an ENGINE FIRE or FAILURE or ELECTRICAL FAILURE

or some other problem associated with this situation ... you will have to decide what
would be the best action .
When we are talking about having the altitude at 10,000 FEET ... we are actually
referring to "CA BIN PRESSURIZED ALTITUDE". This might allow a level-off at a
higher altitude above the ground if we can maintain the Cabin Pressure .
Also, if there is an IFSD (INFLIGHT SHUT DOWN or ENGINE FAILURE) it will

REQUIRE a descent since you will be losing half of your engine power and will NOT
be able to remain at the MAXIMUM ALTITUDE.; BUT it may not require an
EMERGENCY DESCENT, but rather a technique referred to as a "DRIFT DOWN"
procedure.
© MIKE RAY 2012

page 312 p .. blM",d by UN IYERSI T Y ,,/ TEMECULA PRESS
5IMPUFIED
HIGH DIVE PROCEDURE
IMMEDIATE ACTION ITEMS
STEP 1: ALTITUDE ... Set 10000 in the MCP target altitude window.
STEP 2: LVL CHG ... Depress and select the LVL CHG key. ------------
I TECHNIQUE: :
STEP 3: MACH .80 Set Mmo (.80) in the lAS/MACH window. I If the airplane is in I
I a CLIMB , Select I
STEP 4: HEADING Select HEADING off airway. I the ALT HOLD. I
I This will stop the I
STEP 5: HOG SEL ... Depress and select HOG SEL key. I climb while you I
I are getting set-up. :
STEP 6: THRUST ... LEVERS to IDLE. Use the QWERTY kybd command "F1".
STEP 7: SPEED BRAKE ... to FLIGHT IDLE position. Use the QWERTY kybd
command "/" (SLASH)
SPEED
BRAKE ("1")
FLAP
THRUST
IDLE (F1)
@MIKE RAY 2012

WWW:UTEM .COM
leaving CRUISE ALTITUDE
Start STOPWATCH
SET 10000 in ALT

LVL CHG
MACH.80
HEADING
HDGSEL
@ about FL 250 (25,000') THRUST IDLE
SPEED BRAKE
Select C/O button (340 Kts)
EXPLANATlON
-----------------_.
@ about FL 250 (25,000') The
MACH number will start commanding
an airspeed that exceeds the
OVERSPEED limits. The computer will
antomatically compensate by reducing
rl '-II-I
CI .1:1_
the MACH NUMBER acco rdingly and
the AIRSPEED WINDOW will show a
"FLASHING B" in front of the MACH
NUMBER. This will occur about 340 Kts.
A good technique is to select the CIO
r------------------
I
(CROSSOVER) button and convert the I DURING DESCENT:
airspeed to lAS (INDICATED
AIRSPEED). This will keep the I
I ENG START SWITCHES ON
OVERSPEED LIMITS from being possibly PASSENGER SIGN ON
exceeded and will also allow setting in the I
I PASSENGER 02 ON
slow-up airspeed at level off. CALLATC
I
I SET 7700 ON TRANSPONDER
TURN EXTERNAL LIGHTS ON
@ QNH (Set ALTIMETER) SET PRESSURIZATION
@ about 13,000 ' ------------------

••• ••••••••••••• • •••••••••••
Set 250 KTS on MCP NOTE
The THRUST LEVERS should
NEVER be moving forward with the
@ 11,000' as speed slows- 250 Kts I SPEED-BRAKE extended!
, I
•••• • ••••••••••••••••••••••••
SPEEDBRAKES deselected
@ 10,000 FEET and 250 KTS

descent complete.
© MIKE RAY 2012

page 314 p.,hli<h"d by UN IYERSI TY ,,/ TEM E CULA PRESS
IFSD:
INFLIGHT ENGINE SHUTDOWN
or
SINGLE ENGINE EVENT
The SINGLE ENGINE problem is very difficult to adequately simulate in the home
based flight simulator ... since it requires RUDDER PEDALS and INDIVIDUAL
THRUST LEVERS for the engines and a RUDDER TRIM panel. I am going to consider
the problems associated with that venue of flight to be outside of the information
envelope for this syllabus. However, let me give ou some uidelines for dealin with
the most common engine failure situation.
This is not detailed , but merely a superficial
Moa CRZ CLB 1 /1
CRZ ALT
introduction to the single engine irregularity. FL390
One of the major considerat ions with a single TGT SPO TO FL39~
engine operation ... the airplane will not 219/MCP
SPO REST ACTUA L WIND
continue to operate at the OPTIMUM or ---/ - - - - - 360°/ 0
MAXIMUM cruise altitude and must
immed iately begin descent to an altitude <ECON
~
where flight can be sustained on a single -----------
engine. That information is available on th
_~~ ENG OU T>
CDUlFMC CRZ (CRUISE) or CLB (CLIMB) <MAX ANGL ERASE>
page when you select the ENG OUT> button.
Generally speaking, according to ETOPS procedures, it is considered

appropriate to LAND AT THE NEAREST SUITABLE AIRPORT;
however, if the flight must be prolonged after the event, such as during
an over-water segment , then a DRIFT DOWN procedure is suggested.
It is dealt with by using a technique referred to as

DRIFT-DOWN procedure.
Here is the procedure presented without comment.
AUTOTHROTILE OFF
THRUST (Good Engine) MAX CONT
RUDDER TRIM
MCP ALT SET MAXALTfrom CDU
LVL CHG SELECT
MCP SPEED SET M .745/280 KNOTS
-..._-_-.........-..._..., -.._ ..--_._...,--_.-

HEADING AS REQUIRED
ATC ADVISE
These procedures will not be discussed in detail ... the intention is not to include a
single engine event in this tutorial flight. This information is only for your curiosity.
The procedure will allow the airplane to descend slowly to an altitude where the MAX
CONT powerwill be able to maintain the airplane atthe airspeed set in the MCP. Once
the airplane levels off at that altitude and starts to burn off fuel and gets lighter, it will
start to climb slowly.
@MIKE RAY 2012

The most common event has the pilot doing this procedure:
ENGINE FIRE, SEVERE ENGINE DAMAGE or
ENGINE SEPARATION.
There are FIVE steps to the procedure.
~-----~---------------~----.
: STEP 1: AUTO THROTTLE OFF 1
1 STEP 2: THRUST LEVER (on bad engine) IDLE :
1 STEP 3: START LEVER OFF 1
~ STEP 4: ENGINE FIRE HANDLE PULL 1
1 STEP 5: ENGINE FIRE HANDLE ROTATE 1
~--------------------------,
The problem associated with the ENGINE FAILURE scenario isn't actually handling the
failure itself, but rather attempting to execute the multitudes of activities that are
assoc iated with the activity. These items I am referring to are things such as the
SINGLE-ENGINE NON-ILS APPROACH with subsequent SINGLE-ENGINE MISSED
APPROACH. While the airplane is perfectly capable of accomplishing these tasks , it is
virtually impossible to fly these activities in a home PC simulator that does not have a
significant set offlight controls to assist. In this tutorial , we are aiming at a minimum set-
up so Ijust think it is too difficult ... unless you think you can do it! In that case, give it a try..
Here are some guidelines for attempt ing an
INFLIGHT RE-START.
Criteria forevaluating re-start:
-NO FIRE
- N1 ROTATION indicated
-NOVIBRATION
- OIL QUANTITY
NOTE: PRESS as low as "ZERO" is NORMAL if N2 RPM below 8%
IN-FLIGHT RESTART procedure

-
FIRE HANDLE IN
THROTTLE CLOSED
START LEVER CUTOFF
START LEVER FLT
1• . •• ,. ,•••• ,••_ ._, "• •'•• , 1• •••• • "• •••. •" • •, ,•
...·....,·.'·.·.....·. ·.-1....·.-.·.... 1. . .•••·. 1. .· .

' ·. . . . . .· •
I
AFTER START
(ENGINE STABILIZED) checklist
FIRE HANDLE IN
GENERATOR ON
PACK SWiTCH AUTO
START SWITCH CONT
APU ON
FUEL SYSTEM BALANCE
• •.••.•I. • " _ ~ _ ,• .••. •. •.I .-••-• . •. • I
© MIKE RAY 2012
SECTION: 22
The DIVERT is probably one of the MOST MIS-UNDERSTOOD

evolutions in the "Simmer 's Book of Confusing Things". You gotta think
about what you are trying to do. If you are trying to go to the diversion
airport and fly an ILS approach, then you might NOT want to go directly
towards the airport. If, however, you are planning to fly a VOR approach;
then you might want to go directly to the VOR fix. HUH??? Read on ....
D 318 Diversion airport

D 319 MSFX MAP method
D 320 CDU/FMC method
D 321 ND method
D 322 Strategy for Diverting
D 323 Important discussion
D 325 Doing the Diversion
D 327 Diversion holding pattern
D 328 Diversion LNAVIVNAV
D 329 Divert routing
D 330 Using the FIX page
@MIKE RAY 2012

DIVERSION
FINDING AN AIRPORT
OTHER THAN THE DESTINATION
Once we have completed our EMERGENCY DESCENT , or we have some
IRREGULARITY such as a RIOT or SICK PASSENGER , any other reason; we need to
get to an airport and land ASAP. It may be the airport that we just left, or another suitable
airport including our destination. It all depends on the nature of our problem. It makes
sense, and is reasonable, that if we have had a problem that we land at the nearest
SUITABLE airport. I won't describe ETOPS considerations here, but this is an FAA
requirement in certain cases.
SELECTING THE DIVERSION AIRPORT
If you are hooked up to an ATC (Air Traffic Control), or you have some kind of EFB
(Electronic Flight Bag), orwhatever outside source for your information ... USE IT!
What we are describ ing here are the FREE tools that are contained in the MSFX
program.
With that established, then that will give us at least THREE WAYS to find information
about a potential ALTERNATE or DIVERSION airport, just using the MSFX utilities and
the simulator airplane displays.
MSFX MAP METHOD

CDU/FMC METHOD
ND METHOD
comments regarding ETOPS

Since we mentioned this several times in the text of this document, let me enlarge on
what this is. With the inception of long range two engined airplanes , the certification
procedures were changed to allow operations where there would not be an alternate or
diversionary airport located within reasonable proximity of the route of flight. In order to
establish guidelines for these operations, particularly over-water flights such as US to
Europe; guidelines known as ETOPS or "Extended Twin Engine OperationS " were
established.
There are general ETOPS specifications , but these are subject to alteration due to
equipment and maintenance of the airplanes and the airlines. In general we can say that
the Boeing 737NG is "capable" of being 180 Minute ETOPS. That means that the
airplane must be able to fly on a single engine to a suitable diversion within 180 minutes if
there should be an engine failure.
The complicating criteria are further defined by the requirement to accommodate a
complete pressurization failure which implies a descent to 10,000 feet, and
The necessity to maintain dual aircraft electrical power sources; One for the primary and
a suitable backup source (in this case an operational APU).
Specific maintenance schedules and requirements for the aircraft, including engine
overhaul cycles .
Etc, etc etc.... that snoring sound is me going to sleep.
© MIKE RAY 2012

MSFX MAP METHOD

Discussed earlier in the MAP
narrative was the technique of
using the MSFX MAP mode to
determine information about l,<mtu ~~
[ S 34 0 41. "l1"
certain airport/runways. Now lllovlbJdoe

[H4 .~]
we are going to use the same
technique to assess [~';:7 ]
airport/runways in our ~.~~R<I J0
immediate vicinity for
suitability for use as a f~~e<J ]~
DIVERSION AIRPORT. Using
this method, we can rapidly
and accurately determine
several airports within
seconds.
First, open the MAP mode. A
quick review on that process :
Select the ALT key on the keyboard to display the MSFX toolbar across the top of the
monitor display.
Select MAP .
De-clutter the display by de-selecting the unnecessary ICONS across the top of the MAP
DISPLAY so that ON LY the AIRPORT and VOR ICONs remain selected.
Now here is where the magic takes place, you "MOUSE OVER" (That means to place the
mouse cursor over or "hover" over) the AI RPORT ICON.
Then a BOX containing this information will appear:
Canberra (YSCB) This information is useful for a quick first glance .

1886 FT. / 8806 FT. It shows the ALTITUDE of the airport (1886 FEET), and
the LENGTH of the longest runway (8806 FEET).
118.700 CT The CONTROL TOWER frequency (118.700 CT).
127.450 ATIS ATIS frequency (127.450 ATIS).
One "LEFT MOUSE CLICK" and the "FA CILITY INFORMATION" box will appear. Here is
a wealth of information available ... Including the ATIS information. there is all the
information you will require for loading an ILS into the radios, including the FREQUENCY
and the RUNWAY HEADING.
FACILITYINFORMATION
To get the VOR FREQUENCY,

return to your MAP display and
"MOUSE OVER" the VOR
symbol. This will provide the
identifier (CB) and the
FREQUENCY for the VOR
servinq the airport.
NOTE: There will be more

specific details about that
procedure when we discuss the
VOR APPROACH later.
@MIKERAY2012
CDUIFM C
METHOD
STEP 2: LS5R. That is, depress the button

next to the ALTN DEST> .
STEP 3: This will display an "EMPTY" list of

choices. LS5R selection labeled "NEA REST
ARPTS>".
STEP 4: This will display some information

about the leg to the airport selected , but NO
INFORMATION about the airport itself.
Let's take a moment and identify some of the

information of this page.
<DIRECT-TO and MISAPP. This is a

"TOGGLE SWITCH" that takes the estimated
fuel and time for each evolution and allows
you to compare them. In our example, we
have the MISAPP option selected . It shows
that the FMC has allocated 17 additional miles
to fly the MISSED APPROACH profile and
has adjusted the ETA, DTG (Distance To Go) ,
and FUEL accord ingly.
Once you have made you selection . Go to the

RTE page and place the identifier for that
airport into the DEST position , and then select
INIT REF key for the ILS and other runway
informat ion. This is described in greater detail
in another module .
© MIKE RAY 2012

page 320 p .. blM",d by UN IYERSI T Y ,,/ TEM E CULA PRESS
ND (NAVIGATION DISPLAY)
METHOD
This method is pretty good for making the initial HEADING SELECT (HDG
SEL) vector towards the diversion airport , but does little to tell us specific
information that might help us in our selection. Usually, this operation will
be used with the CDUlFMC method discussed earlier. By that I mean, once
you have already selected the airport/runway, then you can get a visual
depiction of the location of the
airport from your airplane present
position.
On the ECU , select the ARPT

button , and rotate the RANGE
selector to an appropriate value so
that you can clearly see the airports
in your immediate vicinity.
The ND (NAVIGATION
DISPLAY) will display the
associated
AIRPORT/RUNWAYs
available; but does not
convey any information but
the IDENTIFIER or
RELATIVE LOCATION.
This method will require
using one of the other
methods to supply the
additional required data.
So, the conclusion is this

... Since each situation is
unique and different , it
probably will require use of
all of these methods acting
together, as each one
brings specific information to the resolut ion of the problem.
Once we have made our choice, then that problem is resolved .
The next issue is to place that airport/runway into the FMC.
@MIKE RAY 2012

A STRATEGY FOR DIVERTING:
Here are my thoughts for an "unassisted" divert. We will be assuming that a surprise
event has occurred that requires an immediate need to get the airplane on the ground as
soon as possible .
STEP 1: Find a suitable divert airport. Here are my thoughts about that .... even in the
severest of emergencies, perhaps the "nearest" runway may not be the best. Since it will
take some distance to get down , you can use that to your advantage. What I mean is
this. There may be an airport directly below you; but since it is going to take you about
(use the rule of thumb; 3 XALT) to get down , use that distance to make your choice .
For example, if you are at 30,000 Feet ... multiply the 30 times 3 = it will take about 90
MILES to get to sea level. It makes no sense to dump the airplane into some grass strip
that is directly below you if there is a really nice airport within 90 miles from where you
are.
Also, generally speaking, the ND will not show airports that are not suitable for you to
use .... it will only display those with more than about 6000 feet of runway. I say that
because I am used to having placed that 6000 ' restriction in "my" ND. Most simulations
have some "minimum" field length thatthey have pre-selected . This feature restricts the
displaying of runways with lengths less than a selected amount (normally 6000 Feet)
Determ ine the four letter ICAO designatorforthat airport.
STEP 2: Swing the HEADING SELECTOR cursor on the ND towards that airport and
start your descent in that direction by selecting the HDG SEL on the MCP. Once you
have started downhill and are going in that general direction , Start setting up the
CDUlFMC. We will refine the vector using the FMC.
@MIKE RAY 2012

page 322 p .. blM",d hy UN IYERSI T Y ,,/ TEMECULA PRESS
IMPORTANT DISCUSSION:
Right here is where many simmers get lost in the forest ... and they want to go watch
old TV re-runs of Gilligan's Island. While this is not brain surgery, it takes a little
visualization to see what we want to do.
IMPORTANT
If we are diverting and expecting an ILS APPROACH ;
WE DO NOT WANT TO GO DIRECTLY TO
THE RUNWAY OR THE APPROA CH FIXI
BUT
If we are diverting and expecting a
VOR or NDB (ADF) NON-ILS APPROACH;
THEN WE WILL WANT TO DIVERT DIRECTLY TO
THE FIX FOR THAT APPROACHI
It seems counter intuitive, but our first waypoint for an ILS will be 30 miles away from
the airport. "Huh! Say what? ... I want to get to the airport quickly, so why do I want to
_......... .. ..
go 30 miles away from the airport?"
I Here is the Mike Ray DESCENT RULE #1

~
I
• "WITHIN 30 MILES OF YOUR DESTINATION
I BE AT OR BELOW 10,000 FEET ABOVE THE •
I
~
RUNWAY ELEVATION AT 250 KNOTS OR BELOW"
. I.
This is the Gospel according to Mike Ray. And trust me, if
you sin againstthe scriptures , you will be HIGH and FAST!
DEFINING THE 30 MILE DIVERT WAYPOINT
FOR THE ILS APPROACH.
(Example airport - ABeD - just used for this explanation) It-
The INITIAL APPROACH way-point should be 30 MILES , \
from the end of the EXTENDED RUNWAY CENTERLINE.
OK OK, Of course , there are special cases such as when 350 0
you have selected a suitable STAR (STandard Arrival Routing) oryou Inbound
are shooting a VOR or NDB approach with a TEARDROP or a heading for
PROCEDURE TURN , which uses the VOR as a starting of initial RUNWAY
approach fix; but generally speaking, this will be the target waypoint. ~ 35
One of the important and counter-intutive things I wantto point \
out here is that if you are trying to land on RUNWAY 35, then the initial ~
vector should be to the RECIPROCAL of the landing runway heading; or \
ABCD170/30. We will be discussing this further at another point in the ~
text. \
••
•
t
As a parting comment, it may be des irable to establish a holding pattern
at the TARGET WAYPOINT . If you do, make certain that the
INBOUND LEG lines up with the LOCALIZER, RADIAL, or
BEARING to the runway. TARGET ~
•
ADDITIONAL COMMENT: Of course , This example is WAYPOINT O·
SIMFLIFIED! The "TOTA L FINAL APPROACH ABCD170/30
SEGMENT" is what is supposed to be 30 miles from the runway. I have
greatly simplified the description here, implying that the FINAL APPROACH FIX
"MUST BE" 30 miles from the runway.
@MIKE RAY 2012
STEP 2: Once you have

selected an appropriate
landing runway for the
divert, place the HOG SEL
cursor in the general direction
you want to go. Set the descent
target altitude for 10,000 feet. This
will give you a quick starting place ,
STEP 1: Determining the and you will have time to refine the
divert runway is greatly vector during the descent.
simplified by using the NO. Depending on how close to the
Select the ARPT mode on the divert field , this will get you some
ECU , and all your options will be extra time to get set-up for the
displayed. It is usually best to select an approach.
airport with an ILS , since that would
probably represent a place where you
can get your airplane fixed and the
,,,
passengers needs attended
to; particularly if it is in
a bigger city.
,,,
,
,,, THIS IS A BIGGIE STEPl
,,, Establish a HOLDING waypoint at the 30
MILE point on a reciprocal heading of the
,,, runway of intended landing. Sometimes , the

runway is too close to get everything done.
,,,
So,lf necessary, you will have the opportunity
to adjust altitude , heading ,
,,,
airspeed , and configuration while
descending in the holding pattern.
This "destination point" may not
,, "
actually be on our final route , but until we
cP-
have done the steps to determine what the
final routing will be, this makes for a really
useful "QUICK and DIRTY" target solution
until you can setup the details for the
apporoach to the divert airport .
,,,
,,,
,,,
© MIKE RAY 2012
page 324 p .. blM",d by UN IYERSI T Y ,,/ TEM EC ULA PRESS
,
~
DIVERT
ESTABLISH
DIVERT AIRPORT
AS DESTINATION
STEP 3:
Select the RTE page
STEP 4:
TYPE YSCB into the
scratch pad .
STEP 6:
Select and activate the
EXEC button.
STEP 7:
Select the DEP ARR key
STEP 8:
Select the YSCB ARR >
This will select the display of
the available runways for the
destinat ion airport.
STEP 9:
We have decided to select
the ILS 35 runway. Be alert
here since the selection
could depend upon wind or
other factors.
@MIKE RAY 2012

WWW:lJTEM.CO M page 325
DIVERT
STEP 3 and4
Once we have selected the airport and the runway, we have enough informat ion to set
up for the holding pattern . Since we had previously (somewhere in the text) established
that we want to be at 10,000 feet above the runway, at or below 250 Knots, heading
towards the runway by the time we are within 30 MILES of the point of intended landing.
That point would be, ideally, off the end of the runway along the extended centerline.
That would be the reciprocal of the runway heading at 30 miles.
So, here is a little gouge for determining the reciprocal of a heading. Say the landing
runway was 35. That means that the landing heading for the airplane when it lands on
that runway would be about 350 degrees.
This is called the 20-200 RULE:

ADD 20, then SUBTRACT 200 from the result for the RECIPROCAL.
=
In this case: 350 + 20 370.
=
Then 370 - 200 170. Ta-ta! 170 would be the reciprocal of 350.
So, we would like to have a waypoint placed on the 170 bearing from
the airport at 30 miles. That waypoint would be written like this :
YSCB170/30
STEP 10: TYPE YSCB170/30

into the scratchpad , then
STEP 11: LS1L. Note that the
computer changes the name to
YSC01 . This now become the
"go to" waypo int for the FMC.
We can use that.
I am going to suggest that we
can create this virtual waypoint,
even though we have not yet
entered any information
regarding the runway or
waypoints that may exist along
the centerline of the localizer.
My reasoning , is that it is a
priority that we establ ish a
holding pattern at this point ,
and once in the pattern, then
we will be able to concentrate
on setting up the CDUlFMC as
well as the other cockpit duties
associated with preparation for
landing ... particularly if we are
also contending with an
EMERGENCY situation (Y/PE/).
A well thought out diversion plan can turn a can of worms into a piece of cake.
Once established , the holding pattern will allow us to descend , slow up, get the
airplane heading down the runway approach corridor in preparation for Localizer
intercept. If you have "decided" to include a mechanical problem or an
emergency, then you will have more time to prepare for that.
@MIKE RAY 2012
page 326 publ uh ...d by UNIVE RS I TY o/ TBMECULA PRESS
DIVERT
ESTABLISH
HOLDING
PATTERN
STEP 12:
Select the HOLD key. This
will display the set of
"BOXES" at LS6L.
STEP 13:
LSIL to place our new
waypoint YSC01 into the
scratch pad .
STEP 14:
LS6L. By placing our fix into
the boxes, it will make
YSC01 as the HOLDING
FIX. Now the HOLDING
PATTERN is physica lly
located in our FMC at a
specific position.
STEP 15:
We want the INBOUND LEG
to align with the runway
heading so that once we
elect to depart from holding ,
we will be headed directly for
the airport along the
LOCALIZER. Since we are
planning to land on runway
35, we will place 350 in the
scratch pad and LS3L.
STEP 16:
A good holding speed for this
airplane is 220 KNOTS. That
is about the CMS (Clean or
zero flap speed) and the
altitude should be about
10,000 feet above field
elevation. In this case, YSCB
airport is at 1880 FEET , so
we add that to the 10,000
feet and make holding at
12,000 Feet.
@MIKE RAY 2012

WWW: UTEM.COM page 327
DIVERT
RE-ESTABLISH
LNAV
VNAV
In order for the airplane to
proceed directly to the
HOLDING FIX, descending
to the proper altitude on its
own, and enter the HOLD,
we have to re-establish
LNAV VNAV. Here is how to
do that.
STEP 17:
LS1 L ... This will place the
waypoint YSC01 into the
scratch pad.
STEP 18:
LS1L again. This called
'double-pumping" and it will
re-connect the magenta line
with the airplane symbol.
This will allow us to ...
STEP 22:
Select VNAV on the MCP. This should (if the AUTO-PILOT and AUTO
THROTTLES are still on) fly to the fix, descending and hold all by itself.
© MIKE RAY 2012
page 328 p .. bli.<
hc d by UN IYERS I T Y ,,/ TEM ECU LA PR ESS
DIVERT
SELECT THE
APPROACH
ROUTING
STEP 24:
LS2R YSCB ARR > This will
return us to the runway
selection queue for YSCB.
STEP 25:
LS4R; this will select ILS 35
runway.
Right here is a complexity

that might be confus ing, so
we will address it. The
runway routing is added at
the end of the current "old"
routing queue. What we want
to do is to move the "new"
routing up to just below the
"HOLD AT YSC01 " waypoint.
STEP 26:
Use the NEXT PAGE key to
scroll the routing queue until you see the approach routing .
STEP 27:
Select the top waypoint in the approach route string and place it in the scratchpad.
STEP 28:
Close up the DISCONTINUITY by selecting the fix just after the HOLD AT fix. This
will place the approach queue and close up the discontinuity and dispose of the
unused waypoints we no longer need.
STEP 29:
Select the EXEC button to finish the activity.
This will give you a complete routing to the runway. I would adv ise you that if the
FMC does not supply an ALTERNATE or MISSED APPROACH routing, that you
place a waypoint for the airplane to use as an target if you should miss the
approach . Good sense , if you have time, would be to create a holding pattern at
that waypo int.
@MIKE RAY 2012
THE SECRET TECHNIQUE
STEP 3: In the RAD/DIST queue , place
"/30" (slash 30). This will tell the FMC to
place a 30 mile circle around YSCB. This
will re prese nt the "30 Mile/10 ,000
Feet/250 Knot restriction". A better choice
might be 25 miles since that is where
maximum distance from the airport that the
ILS signal will be initially received and APP
can be selected on the MCPforthe ILS .
-
STEP 4: Line select the "/30" waypoint
to the SCRATCH PAD. It will change to
the point where the GREEN circle

intercepts the MAGENTA line.
STEP 5: Go to the LEGS page and
LS1 L and that fix will be placed to the
top of the CDU ROUTE queue. Close up
the discontinuity, and now that point has
been placed into the ROUTE and renamed
YSC01 . By doing that you are forcing the
FMC to cause the VNAVto include this
point in the program and the airplane will
cross that point at (in our case ) 10966
FEET .
Now, let me point out that the MAGENTA
altitude at CCKNB is still the "controlling"
altitude or "A LTITUDE RESTRICTION .
When we place the altitude restriction of
4600 in the MCP window, and using VNAV ,
the descent will be calcu lated so as to cross
the 30 mile fix at 10966 FEET.
,..Wi.JIo..J by Vl\ '/VERSI IT _/ TEMECUlA PR ESS
SECTION: 23
OK ... You asked for it. Here is my take on the NON-ILS approach. We
have some choices; such as NOB (AOF), VOR, LOC ONLY, BCRS
(Back-course) and probably some other ones available. These are
basically HIGH MINIMUM techniques ... and they are difficult to
understand and to fly.
0332 ILS versus NON-ILS

0333 Line selectable VOR approach
0334 Field barometric setting
0335 Getting the Runway elevation
0335 Set Destination Alt on Pressurization
0335 Arm TERRAIN avoidance system
0336 Getting VOR frequency
0336 Setup VOR NAV radios
0337 Setup Holding pattern
0337 Determining MDA and MAP
0338 Set MINIMUMS in FMC
0339 Clutter on ND
0340 ECU
0341 Approach Plates discussion
0346 VOR RWY 17
0348 A-I-R-B-A-G for VOR
0349 A - Airport Information
0350 I - Install Approach
0350 R - Radios
o 351 B - Brief Approach
0351 A - Approach Descent checklist
0351 G - Go-Around brief
@MIKE RAY 2012
'L~ V€)ff4f N"N-'L~
APPROACHES
This will be an IMPORTANT discussion regarding the differences between the ILS and
the NON-ILS VOR approach. Fairly standard stuff ... but there are differences, so I
thought that a completely dedicated "A -I-R-B-A -G" might get our thoughts together and
help us visual ize the process.
I am going to try and walk you through the maze of flying a typical VOR NON-ILS
approach using ONLY the MSFX utilities set. There is enough information that we can
obtain only using the MSFX toolset to fly a completely successful and accurate VOR
approach ... IFit is LINE SELECTABLE on the LEGS page of the CDUlFMC.
Here is the strange part of this approach paradigm ... the most difficult and dangerous
approaches to fly are the ones that provide us with the highest minimums. This , however,
is why we practice and practice flying the most difficult approaches and situations we can
dev ise.
Here is an important thing to understand about the make-up of the NON-ILS approach
versus the ILS approach.
Generally speaking:
NON-ILS APPROACHES start at the defining FIX for the approach , and
ILS APPROACHES start at a point on the extended center-i1ne of the LOCALIZER.
._"-'--'--~_.-"-"'-'-""". _ _ ."'_ I_ '-"""••'--- -._""''-''-''- --''-''---
........... ~ ..~.....................•...•.•.•••
~. ~
TYPICAL VOR WITH TEARDROP •••••••
We will be using this example for our
......... ••
:
:
NON-ILS (Non-Precision) approach ••••• ••
demonstration in this tuto rial. •• ........•.•
START .• ••••••• •••••.•.

• •
...•• .-• ••
..................................
•••••••••••••••••••••• •• .+
TYPICAL NDB (AD F) WITH PROCEDURE TURN
START
_
• • •1-~ ••......................•.......• ~~ •....... ••
••
TYPICAL ILS
About 30 Miles @ 10,000 Feet
© MIKE RAY 2012
page 332 p .. bli.<
hcd by UN IYERSI T Y ,,/ TEMECULA PRESS
CRITICAL ITEMS
Let's take a moment and go-over some of the critical items that we want to know ... and
maybe avoid winding up in the trees during this approach . This simulation is excellent ,
and while I agree that it seems fairly simple in concept, it is fairly difficult in execution ...
particularly if you are in IMC (visibility limited) conditions.
INSTALLING THE YSCB ARRIVALS 1/3

LINE SELECTABLE STARS APPR OACHES
BUNG8A <A RD 17
VOR APPROACH
On the OEP ARR page, if the approach is BUNG8B VORD 35
listed, then it is "LINE SELECTABLE". This BUNG8V ILS 35
means that the whole approach is pre-set in
the memory of the FMC, so that when it is MAN D6B RNAV 313
"selected", the whole magenta line along
with the altitudes and a complete routing is MAND6U RNAV 35
provided. This also means that you can use
the LNAV and VNAV to let the auto-flight fly <INDEX ROU TE>
the approach. In our case we have elected
to fly the VOR to runway 17 (identified as
VORO 17).
VIEWING THE
VOR APPROACH
Set the ECU on "PLA N" mode. Then select
the LEGS page on the COU.
Click the "STEP" key until the <CTR> is
abeam the VOR CB .
Using the RANGE function on the ECU,
expand the view until you can clearly see the
MAGENTA ROUTING on the NO.
The "B LUE" routing lines are the FMC trying

to resolve an "IMPOSSIBLE GEOMETRY"
entry and is suggesting two different
paths to achieve a smooth transition
to the outbound leg of the VOR.
I think a better solution would be to
place a holding pattern at (or near)
CB and that way you could resolve
the ambiguity and also ensure that
any inbound terrain clearance
problems are eliminated by
descending in holding.
WWW:UTEM .COM
FIELD BAROMETRIC SETTING (QNH)
The current "Field Barometric Pressure setting " is an ABSOLUTE NECESSITY! Here is
the scoop on this. Now, normally, we as simmers are flying around with the altimeter
setting stationary at 29.92 , this NEVER happens in real life. If the altimeter setting for the
field is different from the airplanes setting , then the altitudes indicated on your
instruments are not the same as the "real" airport.
r-------------------------
I YOU MUST SET THE CURRENT I
I1 FIELD BAROMETRIC
--- __ ALTIMETER
_ SETTING!
_ :
Where do you get that ... and how do you set it? It is available on the ATIS (Airport
Terminal Information Service) and the frequency for that is on the APPROACH PLATE ...
or you can get it on the MSFX MAP mode , FACILITY INFORMATION page. Of course,
theATIS information is also printed outon that page directly, so you don 't have to tune the
COMM RECEIVER. The MSFX TOOLBAR can also display the ATIS crawler.
You set the FIELD BAROMETRIC PRESSURE using the ECU .

and it indicates on the PFD.
I I
Let me re-state the problem . When I
I
I you are flying a NON-ILS or NON I
I PRECISION approach, then I
I
I
I
YOU MUST SET I
I
I THE ALTIMETER !II!
I
1_-
- - - -- page 334
-- - p .. bli.<
_ _ _ _II
© MIKE RAY 2012
hc d by UN IYERS I T Y ,,/ TEM ECU LA PR ESS
OBTAIN ALTITUDE and
RWYLENGTH
Can we get the ALTITUDE and
LENGTH of RUNWAY from the
CDUlFMC?
ANS : Yes. The technique is to place

the AIRPORT
in the IDENTIFIER (YSCB)- i i l i i i i ;
scratchpad.
Then select LEGS page.
Then select the INIT REF key. This
will give you the LENGTH of
RUNWAY.
Then select INDEX (LS6L)
Then select NAV DATA>
Then place YSCB in the AIRPORT IDENT line, and the ELEVATI
displayed. This is an EXTREMELY CRITICAL piece of informatio
SET DESTINATION
ALTITUDE
(LANDALT)
IN PRESSURIZATlON.
Setting up the LANDING ALTITUDE in
the pressurization is particularly
important if you are proceeding to an
airport that is not your original planned
runway ... such as in a DIVERSION or
an EMERGENCY . In our example, we
were proceeding to Melbourne (YMML)
when the altitude is 432 FEET. We
elected to divert to Canberra (YSCB)
where the airport altitude is 1847 FEET.
The difference is about 1500 FEET!
ARM THE TERRAIN

AVOIDANCE SYSTEM
I picked this particular situation since we

will be descending into mountainous
terrain with high altitudes . This is a
situation where the excellent TERRAIN
AVOIDANCE simulation is a fantastic
tool. So, it is another ESSENTIAL
CRITICAL ITEM to have operating
during this approach.
@MIKE RAY 2012

GET FREQUENCY
FORVOR(CB)
Of course , if you have an outside sourcex =i:=:J_~!IJ~
like an approach plate, you could reference
.... [,
that. But let's assume we did not have that. r.::::.,

Here what you can do:
Select the MAP mode on the MSFX
TOOLBAR. Slew to the icon for YSCB.
Then select the VOR icon from the top of
the MAP display. You will get this displav -:r
~ ~1~::~
Another technique is to place tht ? " e
VOR identifier in the SCRATCHPA
If there is an ambiguity, then the
alternative choices will include tHe
FREQUENCY in the identifying
description.
SET-UP THE
VORNAV
RADIOS
STEP 1: Set that FREQUENCY
(116.7) in BOTH NAV RADIOS, and
then
STEP 2: Turn up the volume on the
receiver to listen to the signal.
STEP 3: Set the OUTBOUND VOR

bearing in the FIRST OFFICER
COURSE window ,
We get that from the CDU LEGS
page:
014 degrees
STEP 4: Set the INBOUND VOR
bearing in the CAPTAINS COURSE
window .
169 degrees
STEP 5: Place both ECU

SELECTOR SWITCHES to VOR.
© MIKE RAY 2012

page 336 p .. bli.<hcdby UN IYERSITY ,,/ TEMECULA PRESS
SETUP THE HOLDING PATTERN
I am going to assume, since you are

in the "advanced section" of this
manual that you know how to create
a HOLDING PATTERN. However,
there are some details that need
explaining .
We will have to make two changes:
FIRST: When first created , the
holding pattern will default with the
original INBOUND leg being the
airplanes heading into the waypoint
(CB); However, we want the
INBOUND HEADING to match the
outbound of the first BEARING on
the VOR. That head ing would be the
same as the heading on the FIRST OFFICER's COURSE window, or 014 degrees.
SECOND: We want to make the holding altitude to be the same as the VOR
APPROACH criteria ... and that would 5100A (the "A" stands for "or above") or 5100
FEET. I would say, that in order to facilitate an orderly descent, the airplane should be
allowed to descend to the lowest cleared altitude and therefore, the target altitude
should be 51 00 FEET.
DETERMINE the
MDA (MINIMUM DESCENT ALTITUDE)
and MAP (MISSED APPROACH POINT)
We must determine what the MDA (Minimum Descent Altitude) and the MAP (Missed
Approach Point) will be for this approach. We can get a good idea from the LEGS page.
The MA17 (MAP for rwy 17)

= 3.5 MILES .
The Altitude for that waypoint is
our MDA
= 3194 FEET .
This defines the minima criteria.

That is, if by the time we have
reached this point in space, if we
have not acquired sufficient
visual reference with the runway
to make a safe landing, we must
execute a Go-Around or Missed
Approach.
In a typical approach profile , the airplane will reach the MDA before the MAP.
Howver, if the pilot is still unable to establish visual contact with the runway, the
airplane may continue the approach as long as it remains at or above the MDA.
When the airplane reaches a point where it is at 3194 FEET AGL (Above Ground
level) and is 3.5 MILES from the VOR (CB) and the RUNWAYIS NOT IN SIGHT ...
A MISSED APPROACH MUST BE EXECUTED!
@MIKE RAY 2012

SET MINIMUMS into the FMC
To do this, we will use the

ECU and the PFO.
STEP 1: Select MOA or

BARO on MNS selector
switch outer ring.
STEP 2: Turn knob (Takes

about a bazillion turns) so
that BARO 3194 is set on the
PFO. On mine, it was in the
lower right hand side of the
instruments. Some of the
others have it in the upper
right hand corner.
What doing this does, it sets

up the FMC to give you
warnings :
@ 100 FEET above the MOA, a voice says,"APPROACHING MINIMUMS ".
@MOA, it says, "MINIMUMS". You don't have to execute the missed approa ch until you
get to the 3.5 MILE MAP point. If you have the airport in sight, you may land.
If not, then you must execute a Missed approach ..
I feel your pain ...

Even though the NO
appears excess ively
cluttered at this point
and ther whole
darned thing is
moving and changing
at the same time!!!
YIPEI However, there
are enough visual
clues for you to
evaluate your
progress , and once
you get accustomed
to using the NO; it is
fairly simple to watch
the airplane negotiate
the teardrop, following
the magenta line
down to the breakout
point. Com'on ... you
can do this!
© MIKE RAY 2012

page 338 p .. bli.<
hc d by UN IYERSI T Y ,,/ TEM ECU LA PR ESS
ECU (EICAS CONTROL UNIT)

This operates stuff on the PFD and Nb
It seems to me that a lot of things are going on with the ECU, and I thought it
might be useful to review that situation .
ITEM 1: On the MINIMUMS Selector, Select MDA. It is a BAROMETRIC reference

for the non-ils approaches. If we were flying an ILS, we would use the RAD or DH
position.
ITEM 2: Turn inner knob to the MDA , Minimum descent Altitude.
ITEM 3: Set the FIELD BAROMETRIC PRESSURE. Observe it being set on the
PFD.
ITEM 4: Switch to VOR. This activates the #2 (First Officer 's) VOR INDICATOR to
the Captain 's ND. I had set the heading to outbound leg on this receiver.
ITEM 5: TERR ... This is the TERRAIN WARNING system , and on this approach it
is useful.
ITEM 6: RANGE Selector ... I used 10 MILE and that worked great.
ITEM 7: MAP mode for the approach. Once I was on the inbound leg, I select the
VOR MODE momentarily to "check" my progress , but returned to the MAP mode to
monitor airplane situation and MAP passage.
ITEM 8: Selects VOR on the Captains side. I had set the inbound heading on this
receiver.
@MIKE RAY 2012

EXTREME DANGER!!!
Flying the FAS (Final Approach Segment) of a NON-ILS approach is a "CRITICA L
MANEUVER". The fundamental source of the problem is that the transmitter for the
VOR and ADF (NDB) is "NOT LOCATED" on the centerline of the runway. In some
cases , the VOR/ADF transmitter is not even located on the airport property. This
means that there is ALWAYS a difference in the COURSE TRACKLINE inbound and
the RUNWAY CENTERLINE. This means ...
:ti.,
~---------
I
I
~-- ----------- ----------.
EVEN THOUGH YOU ARE EXACTLY LINED UP ON THE VOR/ADF :
COURSE ... You will NEVER BE ALIGNED WITH THE RUNWAY! I
._------------------~----------
There will ALWAYS be a last minute , low altitude heading correction REQUIRED!
I
This is critical, because making large or "steep-turn" corrections below the MDA
are EXTREMELY difficult and dangerous.
The VOR / ADF approaches will generally have transmitter located "near" but never
"on" the runway ... so even though the GREEN VOR COURSELINE passes directly
over the end of the runway, it can NEVER be aligned with the actual RUNWAY
CENTERLINE extension . As a result, the airplane MUST BE manually aligned with
the runway during the
descent from the MDA. The
recommended techn ique is
to use no more than 5
degees of heading change
for the correction. Even
though you may have been
keeping the airplane on the
VOR COURSELINE ( or the
LNAV TRACKLlNE); once
you have visually acquired
the runway, you will have to
make the necessary heading
adjustment to "fly over" to the
EXTENDED RUNWAY
CENTERLINE and then turn
the airplane to fly that track
to the runway.
CAPTAIN MIKE SEZ:
It would seem to me that it is
easier to be tracking the
RUNWAY CENTERLINE Here is an not-to-scale simplified diagram illustratin g the difference
between the RUNWAY CENTERLINE, the VOR TRACKLlNE, and
inbound using the DASHED the LNAV TRACKLINE during the FAS (Final Appro ach Segment ).
WHITE LINE on the ND than
to be making a super-human
1. VOR (AD F) TRANSMITTER
effort to keep the VOR "THUMBTACK" (Head
2. VOR (AD F) COURSELINE
of the needle) lined up with the AIRPLANE 3. RUNWAY SYMBOL
TRACK. 4. RUNWAY CENTERLINE EXTENSION
These approaches are supposed to be HIGH 5. LNAV TRACKLINE
MINIMA; designed so that you can acquire the 6. AIRPLANE SYMBOL
runway in time to make the corrections 7. DESCENT PREDICTOR LINE
necessary ... but in a modern jet airplane, this 8. VERTICAL DEVIATION INDICATOR
is a hand full and requires a high skill level! 9. VOR POINTER
© MIKE RAY 2012

page 340 p .. bli.<
hcd by UN IYERSI T Y ,,/ TEMECULA PRESS
FOR FLIGHT SIMULATOR PILOTS CLUTTER ON ND
The ND can seem a little cluttered at this point. We have to keep our wits about us and
keep good situational awareness. You may de-clutter by dropping off some of the
information, but it is better to learn what it all is and learn to "see through" it. Some pilots
will select the VOR display at this point. I DO NOT! I recommend that you continue to
use the MAP MODE until you have made the turn and are back inbound. Otherwise,
you will lose track of where the airplane is relative to the pattern.
While it is true that we are expecting the auto-flight to fly the airplane, unless you are
watching it very closely, it will break the lock with the LNAV route tracking and then you
will have the potential for terrain issues.
If you get lost during the approach , you MUST execute an immediate climb and
abandon the approach.
---- ------------------ -----------. TIPS!!! I
I
1. Get slow and dirty. I
2. As soon as you get the altitude capture ... set the next altitude in
MCP ALT window. Stay ahead of the airplane.
3. At MAP, if you decide to continue and land ... LEAVE the AUTO-
PILOT ON to start your descent. You are allowed to descend to
50 feet below MDA on auto-pilot and then you must shut off the
auto-pilot and manually make the rest of the approach .
4. If you are careful, the auto-pilot will have the airplane all set
up for you, and very little yoke pressure will be required .
WWW:UTEM.COM
SECTION: 24
This can be described as the "HIGH ENERGY - DOWNWIND ENTRY -

VISUAL APPROACH" and is a difficult m,aneuverto accomplish smoothly
and efficiently.
© MIKE RAY 2012

page 342 p .. bli.<hcdby UN IYERSI T Y ,,/ TEMECULA PRESS
There are few more challenging activities associated with routine airline
flying than flying the approach and landing the airplane. The whole VISUAL
APPROACH evolution becomes even more visceral when primarily using only
visual references for navigation and manually controlling the airplane 's pathway.
During every "VISUAL APPROACH," the pilot will be anticipating that at some point
during the approach , they will have to assume actual hands-on control of the
movement of the airplane controls without the aid of the electronically controlled
computer aided guidance systems (Auto-pilot).
Here are some of the potential pitfalls and
opportunities that can screw up that whole
thing and result in a less than desirable
outcome.
VISUAL
Here are some of my thoughts about flying the "HIGH ENERGY VISUAL" approache
that are in regularly usage . Clearly there are as many ways to fly this approach as
there are pilot. The whole approach process starts well before you are in the airport
area and so it is important that you get set up while you are still some distance from
the airport.
Here are some of my thoughts.
FIRST VERY IMPORTANT ITEM: Get the local field barometric pressure setting and
place it in the ECU (EFIS Control Unit) and the STANDBY ALTIMETER.
NOTE: You may use any "LINE SELECTABLE" approach available and utilize any of
the waypoints in your planning. In our case, even though we do not expect to fly the
ILS, we could load that approach and use the CF (Centerline Fixes) fixes as
milestones in our descent planning on the FAS (Final Approach Segment).
POINT 1: Either select or create a waypoint or fix abeam the runway to start the
approach. Generally speaking, you want to establish a distance abeam that will also
make a comfortable radius for your base leg turn. Consider a 5 miles offset. Plan your
distance by taking into consideration the high terrain or other obstacles. This will allow
you to use VNAV during the first part of the approach . It is useful ( and recommended).
POINT 2: For example, we could use 5 miles abeam the KSFO RWY 28R. Enter this
as a waypoint into the CDU like this: SF0011/05 and when cleared LS1L. This will
place the new waypoint with a name such as "SF0 02" at the top of the queue.
POINT 3: Expecting a clearance for "the visual approach ," select an altitude and
airspeed for starting the approach descent pathway.
, I
,, I
,
page 344 p "bli.<h
~'
" © MIKE RAY 2012
hy UN IVERSI T Y ,,/ TEMECULA PRESS
Here are my thoughts on airspeed at the APPROACH STARTING way-point.
Planning 10,000 feet (or above) allows you to "keep the speed up" and come
slamming into town up to 300+ Kts , and you may legally do that if you desire; but a
high initial speed would restrict the ability to start the descent and subsequently
extend the downwind leg of the "FLIGHT DESCENT PATH." Remember that it takes
an additional 7-9 miles to slow to 250 Kts or less in order to descend below the
10,000 ft MSL altitude restrict ion and start the approach. Generally speaking, a high
insert speed crossing the abeam point is not necessarily desirable.
Plan to be abeam the runway at an airspeed at or below 250 Kts , such as CMS
(Clean Maneuvering Speed).
If we have the choice of selecting our own abeam point altitude, then the descent
flight pathway distance will be appropriately shorter and so the distance to the
downwind leg turn point will be less.
For example, at Kahalui , Maui (PHOG) the rapidly rising terrain to the East and West
requires a starting altitude of 8000 Feet AGL, and that would
place the turning point about 12 miles (8 X 3 = 24 divided ..:_~ __
..*
by 2 = 12 miles)..
If we make this decis ion far enough out , we can even
add that information to the CDU LEGS page and ,
##: I
I
I
I
-~~
~
~\
FMC VNAV can be used to assist in making the ,' I I ,
abeam point crossing . Type the desired altitude , I I ,
and airspeed in the scratch pad of the CDU and I I : IRPORT '
then line select it to the right side queue opposite I ABEAM. . , L . •
the SF002 waypo int. This gives us a target fix I POINT. " ONE HALF COMPUTED >i
WIlth anspee
ai d an d a ltitI ud e for th e VNAV . , ,. DESCENT PATHWAY ,
DISTANCE FROM THE ,
, , ABEAM POINT ,
POINT 38' Then select an outbound heading from \~, START OF COMPUTED •
. ~ DESCENT PATHWAY •
SF002 that will be the reciprocal of the runway. C< ~ MAXIMUMI ##
In our example , since we are using Runway , ~ ~~~;;;Ft ..
28, the reciprocal will be (281 -200 + 20 11 _
~ ,"sO~t:. __ ~ ..
=101 degrees). Pre-select that head ing ~
using the HDG SEL on the MCP (Mode FINAL APPROACH
Control Panel). START POINT:
POINT 3C: Once ALT ACQ is displayed on

the FMA (Flight Mode Annunciator across the top of the PFD) select the crossing
altitude of one of the waypoints from the ILS or other approach selected on the CDU.
I selected 3200 for the crossing altitude of my selected CF (CenterField) fix (CEPIN).
You can create your own waypoint, say 3 miles from the end of the runway at keeping
in mind that in that case the crossing altitude should be about 1000 Ft AGL.
POINT 4: Determining the distance to the point to start your turn inbound is the
"CRITICAL DECISION" in this maneuver. Let's discuss this in detail.
Calculating the TOTAL FLIGHT DESCENT PATH LENGTH is absolutely essential.
Making a quick estimate (3 to 1) ... at 10000 feet it will take about 30 miles to descend
.. ..-..-.,'.'. .-.··.·1.·..·. . . .. .
to SFO RW28R runway elevation. So my "MINIMUM" downwind leg length should be
15 miles (30 /2 = 15).
- -
•I
TIP:
Before starting the maneuver, select the FIX page . I
I Place the runway or co-located identifier I
into the "boxes" and add the distance to the turn (/12) I
I to the dashed line list. This will place a GREEN ARC I
. ----- ------------------_.
I that will show you where you have calculated the turn point.
This will give us a "GREEN DASHED ARC " on the ND (Navigation Display) that is 15
miles from our landing runway. We should continue our downwind leg until we reach
•
the "green arc" before we start our crosswind leg .

=Eu::2~:~ page 345
POINT 5: Crossing the point abeam the airport on the DOWNWIND leg, do the following
things:
- Select des ired DESCENT MODE:
VIS on the MCP and roll in about -800 to -1000 FPM descent rate, or
FLCH set lower ALTITUDE and AIRSPEED , or
VNAV (requires a target waypoint) , or
MANUALLY FLY (disengage AUTO-PILOT and AUTO-THROTTLES).
- Select SPEEDBRAKE (OPTIONAL).
- Select FLAPS 1 and set speed on the MCP for the next FLAP setting when airspeed
allows,
- Select HDG SEL. Monitor the turn to the downwind leg heading.
- As the descent develops , select MCP speed and continually take flaps accordingly until
you are at 15 degrees.
POINT 6: Point of starting the turn: This is the crux of the problem. This is the main
factor that will determine whether you will make a smooth and timely descent or be
HIGH and FAST (YIPE!!!). Determining when to start the turn will dictate whether you
will intercept the inbound bearing to the runway from a BELOW GLIDE PATH position or
you will have everything hanging including the SPEED BRAKE trying to get back down
on the GLIDE PATH.
POINT 7: As you approach the point where your path crosses the "15 MILE GREEN
ARC ", roll in a heading of 190 degrees (the crosswind heading) .
- GEAR down, FINAL DESCENT CHECKLIST
- FLAPS 25, set REF speed
- FLAPS 30/40
- SPEEDBRAKE retract. Check for green "A RMED" light on instrument panel.
As you descend and continually set in the appropriate FLAP TARGET SPEEDS , the
THRUST LEVERS will constantly wanting to add thrust as you approach the target
AIRSPEED for the intermediate FLAP SPEEDS that are set in the MCP. Physically take
your hand and MANUALLY "OVER-RIDE and HOLD" the thrust levers in the idle
position where appropriate .
Manage the descent so that you can retract the SPEED-BRAKE before the thrust levers
start to move forward to maintain airspeed as you complete the descent portion and
intercept the GLIDE PATH.
It is useful to have either a "LINE SELECTABLE" waypoint or a virtual point to aid in

evaluating your descent progress . At 3 miles, you should be about 1000 feet AGL. You
can place an additional arc on the fix page for this information , or create a virtual point
- Select VOR LOC or use HDG SEL or other heading guidance to cross the
waypoint. Green arc should rest on the waypoint that corresponds to the altitude set in
the MCP. If predictive ARC does not rest on that waypoint , adjust the VIS to move it to
that position.
- Before reaching the waypoint ,
place MISSED APPROACH ALTITUDE in the MCP.
- Crossing that final waypo int attempt to be totally stabilized crossing that fix.
© MIKE RAY 2012

page 346 p .. bli.<hcdby UN I YE RS I T Y ,,/ TEM EC ULA PRESS
POINT 8: My recommendation is this : as you approach your final milestone waypoint

on the final approach course , set an appropriate MISSED APPROACH ALTITUDE in
the MCP that is HIGHER than the FLIGHT DESCENT PATH altitude. If you wait too
long, the airplane will want to level off at that altitude and you will get high on the
approach.
Plus , if you must execute a MISSED APPROACH , then you will have already set the
target for the missed approach into the MCP.
COMMENT:
Some airlines use QFE (Field Elevation Altitude) or "ZERO" in the MCP. If you elect to
do that, then when you execute the missed approach, you will be required to set the
Missed Approach Altitude in the MCP "D URING" the initial rotat ion for the procedure .
Seems to me like there is a lot going on at that point and is just an unnecessary
complication of an already cluttered operation. Particularly if you are dealing with an
engine-out or a irregularity/weatherlicing/visibility situation .
POINT 9:
@ 2000 Feet AGL:

- TOGA ARMED
- THRUST APPROACH IDLE set as new minimum thrust for idle.
@ 1000 FeetAGL:
- SPEED BRAKE must be stowed. If the use of the SPEED BRAKE is
necessary, the approach is to abandoned
- Airplane should be stabilized on glide-path, heading, and airspeed .
@500 Feet AGL:

- If airplane not in a position to make a landing , the approach must be
abandoned . TOGA and get out of there .
@ 50 Feet AGL: AUTO-THROTTLES must be disconnected.
POINT 10: If there is HEADING and GLIDE-PATH information available, it is SOP to

have them turned and operat ing for cross-check information. So, even though we are
"hand-flying a visual approach" it is ALWAYS useful to have a backup source for
checking our vertical and lateral progress.
r·······································
"THE LVL-CHG TRAP" :
I There is what is called a "LEVEL CHANGE" TRAP. Let me explain briefly... I
I when flying with the AUTO-THRUST DISCONNECTED, If you are using the I
I "LVL CHG" to control the descent and the AUTO-PILOT or MANUALLY attempts I
I to level off at an intermediate altitude may result in the AIRSPEED decaying to the I
I point where the airplane will STALL. Even attempts to hold the airplane on GLIDE I
I PATH withou t a complementary increase in THRUST may require a PITCH UP I
I attitude that could cause a resulting decay in the AIRSPEED that will eventually
I result in a STALL situation. NOT GOOD!!! If operating the airplane without the
I AUTO-THRUST, you MUST KEEP YOUR HAND ON THE TRUST LEVERS and
I you MUST CONTROL THE THRUST MANUALLY.
@MIKE RAY 2012

AGL versus MSL
This discussion is about the seemingly unimportant matter of MSL versus
AGL. Sometimes in the heat of battle, we will slur and lose the importance of the
difference between the two. Generally speaking, there is enough "slop" in the system to
make the difference of no particular consequence. However, when flying into "HIGH
ALTITU DE" airports such as Denver or Colorado Spri ngs, the spread between AGL and
MSL can be large enough to affect yourcalculations.
MSL: MEAN SEA LEVEL. This is the altitude, that when corrected for the LOCAL
FIELD BAROMETRIC ALTIMETER will represent the distance above the sea level at
that point. Below 17,999 feet MSL it is normally the altitude depicted on the
altimeters.
On Approach plates, HAZARDS to navigation such as towers , or terrain are depicted as
MSL. Crossing altitudes and altitude criteria for the approach are depicted in MSL. The
developers assume that pilots will utilize their MSL altitude indicators (such as the
PFD tape) as their primary reference instruments.
AGL: ABOVE GROUND LEVEL. This is also depicted as AFE (ABOVE FIELD
ELEVATION). Cockpit indications of the AGL are generally limited to the RAD ALT
(RADAR ALTITUDE) and only when below 2500 feet AGL (it is also indicated on the
PFD) . However, in attempting to construct a totally VISUAL approach, the pilot MUST
transition to anAGL mindset. Here is what I mean.
Approaching a high altitude airport, such as KDEN (Denver, Colorado, USA) if
the pilot is planning to use a 10,000 foot AGL starting point for their calculations, then
they would have to add about 5000 feet. Similarly, at KLAS (Las Vegas, Nevada , USA)
an additional 2000 feet is necessary to account forthe altitude of the runway.
If the pilot fails to make the correction, their calculations will place them LOW on their
p...........
projected or desired flight path.
. .
I TECHNIQUE I
I Plan to have a 30 miles FLIGHT DESCENT PATHWAY distance at I
I 10,000 feet above the runway at less than 250 knots. If I don't have that I
I situation, adjust the flight profile to compensate for the difference as far I
out as possible so as to avoid "CL OSE IN " radical flight maneuvering. Get I
I..
l yourself established in the descent early on in the profile.
.
15,000 Feet MSL
. I
(-10,000 Feet AGL)
12,000 Feet MSL

(-10,000 FeetAGL) • • __ ••• _
~PJ~~~.~~~! .I'{I§I.l: 1.l!.,.9.0.Q.fJ!.Ett.ry1.~'=.... •• ~ ~••• ~PJ~~~.~~~LI'{I§I.l:......... _

(-10,000 Feet AGL) ~ ~ (-8,000 Feet AGL) ~~ (-5,000 Feet AGL) ~~
KDEN .,1r.,1r
KLAS .....~ r ,r
-2,000 Feet MSL ~ ~
KLAX."
-200 Feet MSL
© MIKE RAY 20",,'2~_
page 348 p .. hli<h"d hy UN IYERSI TY a/ TEMECULA PRESS
SAMPLE SITUATION.
Using an APPROACH PLATE for a VISUAL APPROACH makes sense if you understand what to
look for. For our example, Assume VISUAL conditions that we are approaching the DENVER
INTERNATIONAL airport from the EAST. We have been cleared directly to DEN VOR at 15,000
Feet (MSL) and to anticipate a download entry for a VISUAL APPROACH to RUNWAY 8. We can
anticipate a HIGH ENERGY DOWNWIND entry. The altitude of the runway is -5000 Feet MSL;
therefore , we would want to cross a point about 30 "DESCENT PATHWAY MILES" from the
RUNWAY THRESHOLD at about 15,000 Feet above the airport.
Right here is where pilots screw up! If you don 't extend
your "downwind" leg enough , when you start you turn
inbound ... you will be "HIGH and FAST". Not good! So
on your checkride ... place at least one "MILESTONE"
fix or waypoint to eva luate your inbound leg. Here are
two possibilit ies ... you could "create" a virtual point ... or
you could use milestonesfrom the "line selectable "
approach menu on the CDU (FMC) . In this case , I have
selected the RWY 8 ILS and see that there are two
"crossing" points that would satisfy our requirements.
1. LIPPS
and
2. OWNER.
We can verify
from the CDU
display
and
APPROACH
PLATE profile values for LIPPS:
3. -15 miles (-10 + -5) from the runway

4. 10,000 Feet MSL and -5000 Feet AGL (10,000 - 5000).
:---~--~----------
Notice that the APPROACH PLATE displays-~---I
"BOTH" I
• AGL and MSL ; while the CDU displays ONLY MSL. I
-----------------------
A quick 3:1 (5000 Feet X 3 = 15 Miles) estimate verifies
the values.
Do the same analys is and assessment for the
waypoint named OWNER.
The ND should look somewhat like this as you

approach DEN VOR .... Fly the MAGENTA LINE and
manage the descent so as to cross the MILESTONE
waypoints at the planned target altitudes.
I am not suggesting that the AFDS LNAV "should"

be used during this approach , but if you are set-up
properly, there is no reason while the auto-flight
could not be utilized as much as possible.
HANDFLYING or using the HDG SEL feature are
generally used.
At a normal 3 degree glide slope, when at 500 feet

VDP (Visual Descent Point) , with the runway is in
sight and the airplane lined up laterally and
establish ed on the extended centerline , the runway
should be 1.7 NM ahead. Use VIS (VERTICAL
SPEED) of 800 FPM (Feet Per Minute) .
@MIKE RAY 2012
It is generally accepted
REVIEW
that a modern airliner _ ..._ _.--_......._-,..._..._ _.--_......._ _. . - _ -
will descend at a rate of
1000 Feet for every 3 3 to 1 RULE
miles it travels across
the ground . This is Generally speaking, it will take a modern
referred to as the "3 to jet airliner 3 NM to descend 1000 Ft.
1 RULE ". Now, of
course, no one is
saying that this is a
precise measurement that accounts for every situation and airplane; but what is true about this
rule is that it makes the mental calcu lations and routine estimates fairly simple to approximate.
For example : If an airliner is cruising at 35,000 feet and intending to land at Denver (About
5000 feet in elevation) , it should start its descent about 90 miles from the airport. As a quick rule
of thumb, that is a useful piece of information ... however, it does not take into account any wind
component, weight of airplane , or any of the other factors that affect the descent rate. It is just a
f~ C k estimate .
~ 250Kts
.. .,,0'.... Using this logic , it is useful to target a point in space from where
-....;: • }:"11\t4{ which we should start in order to make a successful and consistent
10,000 Ft . • •••• 4.o.obapproach. This would define what I am calling the "FINA L
••• ,;r 04
"3 t 0 1,;.•.eft
APPROACH DESCENT PATH. And we would
AGL or
AFE
(Ab
···... DI:,s visualize it like the hypotenuse of a right
Cl:l\tr triangle ... and for STRAIGHT IN
•••• .o4r/-l APPROACHES such as an
Fiel~ve 30 - 40 NM ••• in ILS, this is an
Elevation)___ and simple
adequate
construct. I would note that this is

the way most of the airline style
FINAL APPROACH aproaches are envisioned.
START POINT: However, we can say that if you
are 30 miles from the airport, and
AIRSPEED: 250 Kts or less
NOT at 10,000 feet or below and
ALTITUDE: 10,000 Ft or less 250 Kts or slowe r ... then you are
DISTANCE: 30 NM likely to have EXCESS ENERGY
.. -
and be FAST and/or HIGH during
- - - - - - - - - - - - - - the approach .
DESCENT FROM ALTITUDE TO APPROACH STARTING POINT
For an example, let's look at a High Altitude airport such as Denver, Colorado. It would be more
accu rate to say that in order to make the approach we should plan to be at 30 miles from
Denver at 15,000 feet and 250 Kts for the FINAL APPROACH START POINT. Since Denver is
(about) 5000 FEET MSL , We have to add the 5000' into our calculation so that we will be
descending to 15,000 Feet MSL in order to be at 10,000 Feet AFE (or AGL ). Then when we can
calculate the distance required to start our descent to 10,000 feet AFE using the "3 to 1"
(3/1000) rule. If we were starting at 35,000 Feet MSL we would have to use the 15,000 Foot
MSL for our calculation . So, 35,000 minus 15,000 = 20,000 times 3/1000 equals 60 miles.
There is another consideration , that is this. It will take the jet bout 9 - 10 NM to go from CRU ISE
SPEED to 250 Kts. We will have to add 9 Nm to our descent planning . So, the total disctance
required for the descent to
Denver goes like this: I
60 = Distance to Descend "SLOW UP" RULE

to 10,000 Feet AFE. Generally speaking, it will I
9 = Distance to slow to 250 Kts
30 = Distance to descend to Runway. take a modern jet airliner
99 = Total distance
9 NM to slow from
about 300 Kts to 250 Kts.
© MIKE RAY 2012
•
page 350 p .. bli.<hcd by UN I YE RS I T Y ,,/ TEM ECU LA PRESS
THIS IS THE KEY TO THIS APPROACH!
Right here is where pilots can screw up the whole approach ... they fail to extend their dow nwind
leg enough and start their turn inbound TOO SOON!!! Once they are committed, chances are
the airp lane is already HIGH and FAST when they start the inbound leg. The capabilities ofthe
airp lane to descend and slow up at the same time becomes prob lematic and deploying the flaps in
a time ly manner so as to be stabilized at 500 feet is marginalized. The potential outco me of the
landing in the touchdown part of the runway is compromised. Th is is particu larly importa nt at a
short runway such as Kaha lui, Maui (PHOG) since the runway is only about 7000 feet long.
:I~----------------------------------~
CAUTION - DANGER:
I DO NOT START YOUR TURN TOO SOON.
I
I
It is important that you extend the downwind
I leg at least 1/2 the anticipated distance from
I your starting altitude to the runwey.
I
~-----------------------------------
DANGER!!!!
When flying the FAS (Final Approach Segme nt) it is NEVER a good idea to intercept
the Glide-path (or Glide -slope) from above . This situation can rapid ly develop by
starti ng your turn inbound too soon and getting behind the airplane. The plan ning
should always be to avoid getting HIGH .
We should plan to intercept the FINAL APPROACH SEGMENT or GLIDE-PATH
from below ... That is, to "fl y into" it.
~--~--------~------------.
: AVOID ATTEMPTING TO INTERCEPT :
I.
I THE GLIDE PATH FROM ABOVE. ._I
DEFINING PARAMETER FOR THIS APPROACH

Our discussion will start with a review of some of the rules that apply to this ~
approach profile. .
This is a place where the you can start your screw -up . If you
maintain your descent airspeed into the abeam position, you
will have to delay your descent until you have bled off the excess
energy. I recommend
that you start your
r------------------ RULE
speed reduction so as
No airplane anywhere
to be at the abeam
position at LESS is allowed to exceed 250 Knots
THAN 250 Kts or BELOW 10,000 feet MSL.
CMS (Clean However, if the airplane is
Mane uvering Speed or AT or ABOVE 10,000 feet MSL the
Zero Flap speed). You 250 Knot restriction does not apply.
also want to be slow OK , so there are some except ions ... such as
eno ugh to air-shows or military operations, or operations
immediately start your that take place outsid e of controlled airsp ace.
desce nt and to initiate
FLAP extension.
@MIKE RAY 2012
~------------------ ~~~~~~~
SECTION: 25
Once we have elected a specific type of approach to landing, we need to

visualize how that portions of that maneuver will be flown. We can use the
APPROA CH PLATE for that information. Here is an example ofhow to do that.
@MIKE RAY 2012

WHAT'S THE STORY ON
APPROACH PLATES and CHARTS?
In the really old days, before Elvis was in Vegas, Airline pilots used little notepads and
pencils to accumulate information about the airports where they were flying into. Then
some really smart pilot got the idea of standardizing the information and he created an
absolute genius database referred to as Approach Plates. Pilots were then tasked with
keeping their "JEPS" (Named after Captain Jeppeson) up to date and the changes
became an overpowering and annoying flurry of paperwork since there were changes
constantly. Further, Airline pilots had to hump a small , densely packed "Sales -Case " full
of all kinds of these charts with them on every flight. However, since they were constantly
tossing out the "old" perfectly good but outdated charts ... it was a great source for flight
simmers.
Today, there are "Chart Services" that produce "A PPS" for a digital tablet. As a result,
charts are disappearing ... and being replaced with chart files that can be purchased or
downloaded (some are free) on the internet. I use two sources for my charts .
FIRST: I purchased a fabulous program called:"SIMPLATESX" by Dauntless Aviation. It
is a DVD and allows you to printout the charts you need for a given trip sequence. Just
great ... and that is the chart I used forthe example in this discussion.
SECOND: There are "many" places in the internet that have charts available for
download. They are usually kept current.
NOTE: Regarding currency of DATABASE and CHARTS. There is a great resource for
keeping a "current" database on your sim. I use it and it is available at
"NAVIGRAPH.com". The caveat is, of course , once you update the database, you will
have to have the updated charts that correspond to that "AIRAC CYCLE". This is
normally NOT a problem since most changes are superficial.
In the MSFX WORLD, the genius' at ACES STUDIO thought about all that chart stuff,
and they gave a way to find all the information we would need to fly at an ILS (if available)
and any other "Line Selectable" approach to virtually any airport in the world.
If we are going to attempt to fly an approach then the information in the MAP utility may
be really helpful. However, we must look at a "real world " APPROACH PLATE to
determine what the details of the approach procedures and criteria are.
@ MIKE RAY 2012

pa9 e 354===:::::::::p":;:;;:h';'<:";:::d~hY
VN/YERSI ITo/ TEMECUU PRESS
INTRODUCING THE BIZARRE AND COMPLICATED
APPROACH PLATE
This is a "TYPICA L" NON-ILS (formerly called a NON-PRECISION) approach plate. I
know that many of the simmers have never seen these documents ; however, "real" pilots
live and die by these small pieces of paper. Some airplanes are equipped with digital
tablet "Electronic Flight bag " (EFB) displays that have these located in their database .
Knowing how to read this information packed document and extract the useful
information takes some practice. So, let us use this as an example and take a look.
U SE QNH RWY 17 VO R/ DM E
Ch on g c s : AD H EY, C IRC U NG & Al TN MIN IMA CA N B ERRA , ACT (YSCB)
Maz (AHI 8{O(l 11"9' nt~ M nq n ri ,
118 .7 Ele",crtloon, In FEET AMSL
5-35 10 .0
" c....
R- 26o " CB
;1 .
-
: ~~~:
~ : :: : :
.. .
..
S35 20 .0
3 3 -1-1
• 0 Sca le 1:-500.000 5 NM F-LLLL..e:..L..c..L- - --1
~ ~ I I III 1
E149 10 .0 E1 49 20 .0 A D ElE V 18 86
10 NM MSA. 5100
DIST BY DME MAP! 3.9 4 5 6 6.3 7 B 9 9.2

ALl 13· APCH PATH ' 1.........---1 33 50 1336 5 136B51 400 51 4100 14325 1464 0 14960 15 0001 I 1
THR 17: ElEY 187.

NM
NM
BY DME
FRO M RWY 17
3.5
. 06 7.56
'0
10 5 6
N O TES
1. MAX lAS:
CATEG ORY A I B I C I D IN ITIAL : 2 10KT.
VO RI DME 3350 (1476-5 .0) * 2 . NO CiRCLING
BEYO ND 4 NM W EST
O F RWY 17/ 35 .
CIRCLIN G * N O T AlJTHORISED I 3630 (1 744- 5.0) J . ACFT MA Y BE RADA R
VECTOR ED TO IA F.
ALTERNATE (22 44- 7.0)
AlP Ac st rc llc RWY 17 VO R/ DM E
2 O CT 2 0 0 3 CA NBERRA, A CT (YSCB)
@MIKE RAY 2012

Ilia 535 200
'CATEGO RY
. ~
A I B
:;;
I MAX lAS
INIllAL 210KT.
VO RIDME 3350 NO CIRCLING
BEYON D "NM WEST
OF RWY 17/35 .
CIRCLING * NO T AUTHO' " ::I I 363 0 {l 74 4- 5.0) 3 . AC FT MAY BE RADA R
VECTORED TO IAF.
ALTERNATE (22 4 4-7. 0)
AlP Austro lta RWY 17 VOR/ DME
2 OCT 20 03 CANB ERRA, ACT (YSCB)
The ability to "VISUALIZE" and then apply the limitations and criteria to the
approach architecture is a CRITICAL skill. Airline pilots intuitively construct a
"mental" model of the approach so they can envision the steps required to
successfully and safely accomplish the approach within the confines of the
limitations described. Failure to do this results in a "B USTED CHECK-RIDE" ora
headline in the morning papers. Since many Flight Simmers are going to go on to
careers in aviation; it is a good plan to continually practice on developing and
improving our piloting skill-set.
APPROACH EXERCISE
This is a skeleton "ribbon" diagram of the approach . I have identified each critical
point with a number that corresponds to the previous APPROACH PLATE. Can
you find and identify these items on the "unmarked " approach plate? Answers
correspond to the "marked" approach plate items .
DEFINE MAXIMUM :~----------------------~

MINIMUM ALTITUDE I
INBOUND AIRSPEED I ALLOWED IF APPROACHING :
HOLDING ALLOWED : FROM SOUTH I
PATTERN I1 7400 FT ... (Item 10) _:
210 KT
(Item 2) (Item 5)
VOR-DME AIRPORT
FREQUENCY ELEVATION
1886
116.7 (Item 3)
( Item 11 )
r----------------
MINIMUM ALTITUDE
CROSSING VOR
5000 FT ... (Item 8)
OUTBOUND
VORRADIAL
014 degrees ,..._ _--,
(Item 12 )
: I
: ALLOWED IN TURN :
MISSED APPROACH I___ 4100 FT ... (Item 10) .1I
PROCEDURE
(Item 9)
INBOUND
TRACK VOR DME
350 0 RADIAL BEFORE
170 degrees
(Item 14) STARTING
DESCENT
MISSED APPROACH 7 NM DME
CLIMB PROFILE
RESTRICTION
3600 FT@6NM
(Item 7)
-~~~-~~~- ..... ----
(Item 13)
I MDA (MINIMUM I
DESCENT ALTITUDE) I
I· • • • • , 3350 FT :
I MAP (MISSED I (Item 18) I
I
I APPROACH POINT I ••• .1
RUNWAY THRESHOLD I I
ELEVATION I 3.5 NM from VOR I
I~ ( Item 19) JI
1874 FT ... (Item 16)
CONFUSED YET?
This is a "TYPICA L" non-ILS approa ch plate . I know that many of the simmers have
never seen these documents; however, "real" pilots live and die by these pieces of paper.
Some airplanes are equipped with digital tablet "Electronic Flight bag' (EFB) displays
that have these located in their database. Knowing how to read this information packed
document and extract the useful information takes some practice . So, let us use this as
an example of what to do.
I have selected the RWY 17 VORIDME approach to the Canberra Airport (YSCB ) in
Australia. Well before we Approach the actual airport , we should start looking at this
piece of paper and assim ilating the information . Forthis demonstration, we will take each
item in turn and discuss them .
ITEM 1: The Title of the Approach and the airport .

Italso should contain the four letter ICAO designatorforthe airport.
ITEM 2: Designated HOLDING PATTERN when inbound.

This holding pattern is used when the airplane arrives at the airport , and they desire to
hold for various reasons ; such as not being in position to begin the approach , too fast , too
high , weather minima not available , etc. The parameters are specifically described and
when setting up the CDUlFMC for the approach , this holding pattern "should" be
included in the LEGS PAGE queue.
ITEM 3:Airport ELEVATION is 1886 Feet.

Once the altimeter barometric setting has been set to QNH ; this represents the average
altitude of the airport. Compare with the RWY 17 Threshold ELEV (ITEM 16) which is
1874 Feet.
ITEM 4:Altitude Restriction =ABOVE 4100 Feet.

The 4100 has been UNDERLINED so that means "AT OR ABOVE". If the altitude has a
bar on TOP ; it means "at or BELOW ".
ITEM 5: NOTES.
The important note here is that there is a 210 KT MAXIMUM restriction. We should NOT
start the approach unless we are at 210 Kts or less.
ITEM 6: MINIMUM altitude for the approach.

This is called MINIMUMS and on this particular approach , you are not allowed to
descend below this figure. During a check -ride, you will be admonished or failed for
"BUSTING MINIMUMS".
ITEM 7: ALTITUDE RESTRICTION ON MISSEDAPPROACH .

You MUST BEAT or ABOVE 3600 Feetwhen at6 NM.
ITEM 8: ALTITUDE for starting the approach.

You MUST BEAT or ABOVE 5000 Feet crossing "CB" (which is the VOR).
ITEM 9: MISSEDAPPROACH .
The Missed Approa ch is described in text form. You should place the routing and the
altitude restrictions in the CDUlFMC routing queue after the approach routing.
ITEM 10: MSA (Minimum SectorAltitude) diagram .

This is a 25 mile circle that indicates what the LOWEST altitude allowed for obstacle and
terrain clearance is within the circle sector.
e MIKE RAY 20 12
page 358
ITEM 11: NAV-AID defining the approa ch.

This BOX with a "shadow" indicates that the approach has been developed around this
radio nav-aid . In this case , it is a VOR with the Identification tone (The Morse Code dit-
dah-d itetc) "CB".
This particular approach can be flown as a "CIRCLING" or "TEARDROP". We will

describe the TEARDROP technique forthis exercise .
ITEM 12: OUTBOUND LEG .

Departing the "FIX", we should descend so as to be at 7 DME on the 014 Degree radial.
ITEM 13: At 7 DME (Distance Measuring Equipment), the approach REQUIRES a left
"STANDARD RATETURN ".
ITEM 14: INBOUND LEG.

You are required to intercept the 350 degree radial inbound. To avoid reverse sensing ,
use the reciprocal heading of 170 degrees.
ITEM 15: MAXIMUM L1MITforaccomplish ing the approach is 10 NM.

This generally accepted for all approaches ... unless specifically designated otherw ise.
ITEM 16: RUNWAY THRESHOLD ELEVATION

(same as ALTITTUDE if QNH is set properly) .
Runway17THR(THRESHOLD)ELEV1874FEET.
ITEM 17: ATIS (AirportTerminal lnformation Service ) FREQUENCY.

Once you are within "range"; generally inside of about 50 NM, you can tune to this
frequency and hear information about the landing airport. In MSFX there is an ATIS that
can be accessed two ways .
FIRST: You can request the ATIS and it will be "read" to you or scrolled across the
monitor display or BOTH .
SECOND WAY: Use the MAP utility (I will describe the techn ique in greater detail a bit
later )
ITEM 18: MDA (Minimum DescentAltitude).

This is the LOWEST altitude you are allowed to descend to during the approach. Once
you acquire RUNWAY VISUAL REFERENCE , then you are allowed to continue the
descent for landing.
ITEM 19: MAP (Missed Approach Point).

If you reach the MAP without acqu iring RUNWAY VISUAL REFERENCE , the approach
is considered over, and you MUST execute a MissedApproach Procedure .
ITEM 20: USE QNH.

This means that in order to fly this approach , you MUST have the "LOCA L AIRPORT"
Field BarometricAltimeter Setting installed into your system. You get that from the latest
broadcast ATIS orthe LOCAL controlling agency (Approach Control orTower usually ).
ITEM 21: START LEFT TURN distance from VOR.

When the airplane gets to at least 7 Miles from the VOR , you are cleared to start your left
turn .
© MIKE RAY 2012

www. UTEM . COM page 359
SETTING UP FOR THE
~oe (NON-'L~) ~'P'Peo~,f.f

There are as many techniques for preparing for the approach and setting up the
radios and the cockp it instruments as there are pilots . Many of the simmers just
'''Iet events happen" to them and generally get so far behind the airplane that even
if it should crash, they wouldn 't even know it. Let me suggest a systematic
approach to this rather complex procedure ... called :
ATIS (Airport Terminal Information System) and

APPROACH CHART. Just about every airport has an ATIS
frequency that if you tune it, you will hear the weather at that airport and/or
a crawler will print out across the display screen. You can also obtain the
AIRPORT WEATHER (and other data) using the MAP utility. We can also
access some of the desired "CHART" information using the MAP utility.
, INSTALL THE APPROACH. Setup the FMC/CDU. Let the airplane

systems do the hard part. If the VOR approach is "LINE SELECTABLE' in
the CDUlFMC , then the EFIS (Electronic Flight Instrument System) is
certified to "fly" the airplane down to 50 FEET above the runway threshold .
RADIOS. Tune the radios and setup the indications on the cockpit
instruments to conform with the type of approach selected, specifically
the VOR in this case.
BRIEF. Of course, if you are sitting there all by yourself and you start
descr ibing out loud what you are going to do during the approach , some
passer-by will likely start talking about you behind your back to her
Girlfriends. However, it is important that you visualize and "go over" in
some meaningful way all the steps you plan to use.
APPROACH CHECKLIST:
If we do everything on the AIRBAG ; when we "do" the checklist , all the
items should be completed and we should be ready for the approach.
However, all the items on the checklist DO NOT ensure that we have
accomplished all the necessary tasks.
GO-AROUND and GET-OFF: Describe the "MISSED

APPROACH" procedure and make certain that you know where the
TERMINAL is and what taxi-ways you plan to use. A common flight
simulation problem is having the AUTO-GEN set so low that the terminal
buildings aren't even visible in the simulation.
A in AIRBAG =AIRPORT INFO
(ATIS and APPROACH PLATE)
using the MAP utility to get AIRPORT INFORMATION
including the ATIS.
From the TOOLBAR across the top of

the MONITOR DISPLAY,
SELECT " WORLD" ,
THEN MAP.
._------1
This will reveal the MAP utility. You then need to
"ZOOM IN" and "SCROLL" so that the destination
airport is in the middle of the screen. If the airport is a~l lIi_-+!!!!i
long distance, use a "ZOOM OUT" and then once it is
near the middle of the screen , then "ZOOM IN".
"MOUSE OVER " the airport graphic and a menu will

be displayed automatically. From the list of locations
on the menu , select the AIRPORT.
Second, there is the section which

will supply the airport weather information or ATIS.
Here is a list of some of the information that is

available:
(E--E"'L-E~;=;T·IO-N<~:1-S-S6......FT)
.. ""'lr--.~~~~~~~
ATIS or LOCAL CONDITIONS:
~-poe"4N"
Wind calm , Clear skies , Temerature 53oF, Dew point 35oF, Altimeter 29.92
If we were to fly the ILS to Runway 35, we would have the information necessary to set
up the CDU/FMC without reference to an APPROACH CHART.
= =
RWY 35, ID ICB, ILS FREQUENCY 109.5, ILS HEADING 345 =
• I
However, if you are flying a NON·ILS (Non Precision) approach ; such I
I as a VOR approach , the MSFX does not have a support utility that will
provide the necessary information to descr ibe the approach. In order I
I to fly an approach other than the ILS , such as an NDB (also called the I
I ADF) or a VOR , we will have to get another source from outside MSFX ; I
I such as an APPROACH CHART. I
I. •••• ••••••• •••• • •••••••••••
@MIKE RAY 2012
I in AIRBAG =INSTALL APPROACH
Since we are specifically talking about the VOR NON-ILS approach in this section , the
word that would describe what we are looking for is "LI NE SELECTABLE".
When you select the DEP ARR page , virtually every approach listed there is "line
selectable" and that "probably" means that the routing and pertinent information
required to fly the approach has already been programmed into the FMC .
In the case of the YSCB VOR 17, we have already demonstrated how to set it up. Here
is a listofthe things we talked about listed here as a quickie review.
Select the DEP ARR page .

Select the airport and arrivals (YSBC ARR»
Select VOR 17
Close up DISCONTINUITIES and make approach routing part of the route.
I~-----
I
-- --- -----------
NOTE: When you do this, you will be selecting the VOR (CB)
--- - I
I
I to the scratch pad. When you attempt to place it, it will be listed I
I on the AMBIGUITY list of potential waypoints. The identifying ~
I description will contai n the FREQU ENCY . Write that down. I
I
----------------- ------------~
Install HOLDING PATTERN with INBOUND heading 014 so as to match the leg
outbound.
Set the FIELD BAROMETRIC Altimeter setting

p---------------------------------------------------
I I
: LET ME EMPHASIZE THIS POINT!!! :
: SET THE BAROMETRIC ALTIMETER :
I I
~----------------------------
Turn BOTH ECU selectors to VOR
-------------------~
R in AIRBAG = INSTALL RADIOS

Tune BOTH of the NAV radios to the proper frequency.
Turn up the Frequency receiver and MONITOR the signal.
Set OUTBOUND Heading on First Officer's COURSE window.

Set INBOUND Heading on the Captain's COURSE window.
© MIKE RAY 2012

page 362 p .. bli.<
hc d by UN IYERSI T Y ,,/ TEMECULA PRESS
B in AIRBAG = BRIEF APPROACH
Descend inbound to CB so as to be at orabove 5100 FEET entering holding.
OnceALT HLD orVNAV PTH established, set in the next altitude, 4300 FEET
Slow to appropriate speed and deploy 15 DEGREES FLAP.
Once prepared to start the approach, when established on the holding leg inbound, select
HOLD and depress the EXIT HOLD key.
Roll HEADING SELECTOR to 014 degrees.
Crossing CB OUTBOUND , initiate descent using the LVL CHG.
Extend the LANDING GEAR and extend FULL FLAPS.

Complete the LANDING CHECKLIST.
Once ALT HLD orVNAV PTH annunciated, set in the next altitude.
Set heading forturn .
At the 7 Mile fix, monitor turn and start airplane descentto 4300 feet.
When captured, set next altitude, MDA3900 FEET.
At the MA17 waypoint, if field not in sight, initiate Go-Around.
Iffield in sight, start descent using the VIS knob to 800 FPM .
At 50 FEET below MDA, de-select AUTO-PILOT and turn offwarning horn.
After landing .. F2 (Reversers) .

F1 ... at 60 Kts.
Taxi to gate, retract spoilers, raise flaps .
A inAIRBAG =
APPROACH DESCENT CHECKLIST
Pressurization LANDALTset
LIGHTS set
Select INIT REF and set Vref
Arm AUTOBRAKES
Arm GROUND SPOILERS
and so forth
G inAIRBAG =
GO-AROUND PROCEDURES review
TOGA
Check GA power on TMA (Thrust ManagementAnnunciator)
ROTATE AIRPLANE to 15 degress NOSE UP
FLAPS 15, when they indicate 15, then
GEAR UP.
CHECK MISSED APPROACH ALTITUDE on the MCP, set if needed.
Check Heading Selected is appropriate, and then
HDGSEL.
LS the MA waypoint to LS1 L
EXEC key
LNAVon
Check airspeed at CMA
LVLCHG .
Retract FLAPS on airspeed .
@MIKE RAY 2012
After having taxiied to the gate, it is time to shut down the airplane. There
are two separate operations to shutting down the airplane.
First, once you arrive at the gate, you use the PARKING CHECKLIST.
After the passengers have deplaned and the crew is preparing to leave the
airplane for the night; they will complete the TERMINATION CHECKLIST.
End of the flight segment.
PARKING CHECKLIST
Parking Brake (As Required)
without attachment to some restraining device ,
such as chocks or tow tractor; even though
See this website: www.b737.org.uk/hydraulics.htm
Start Levers Cutoff
Transponder Standby
Probe Heat Off/Auto
Anti-Ice Off
Start Switches Off
Hydraulic System Set
Unless there is a specific reason (Hurricane?)
Anti-Collision Light Off
Only on IF ENGINES operating or Jet is moving.
Fuel Pumps Off, unless APU On
Flight Directors Off
IRS Selectors Off
Fuel Pumps Off
Emergency Exit Lights Off
Window Heat Off
Packs Off
APU Bleed Off
Lights Off
APU or External Power Off
Battery Switch Off
© MIKE RAY 2012

page 364 p .. bli.<
hc d by UN IYERSI T Y ,,/ TEMECULA PRESS
SECTION: 26
No more training ... this is ''put up or shut up" time . What comes next is a routine check-
ride description. See if you can fly the profile as suggested. This is presented as if an
Instructor were telling you what activity he wanted you to demonstrate, and he was
going to grade your progress. Wheeeee! Are we having fun yet?
o 354 Checkride cartoon

o 356 Instructors Manual
o 357 Check-ride Rules
o 358 Check-ride Flight Plan
o 359 Instructions for Check Person
o 360 Check-ride Evaluation Progress sheet
@MIKE RAY 2012

Flight Simming is all about creating a reality based environment that as closely as
possible replicates what it is like to fly real airplanes ... and attempting to create the
incredibly complex and varied environment and situations in which these marvelous
aircraft replications operate. For example , if we were attempting to fly a combat
simulation, we would desire a specific operating time period and world situation
replicating the activities that would present themselves for those military airplanes during
that scenario. In the same way, we would expect an airliner simulation would develop
scenarios that were developed around an operating environment that fits that of an
operational airline. This document attempted to familiarize the sim-pilot with the
requirements and environment used in operating in the role that the airliner was intended
to use. In this training syllabus we will be directing our training towards the idea that the
student is interested in operating the Boeing 737NG as much like they do in the airlines as
is possible. This SYLLABUS is divided into SECTIONS and then into MODULES that are
designed to be flown like a "real" airliner, and the TUTORIAL FLIGHT was constructed to
demonstrate how to fly a flight profile that is built around a real situation.
REALITY EXCEPTION: What I had in mind was a training tool-set that is as much
like the Airlines as possible .... this will assume that we will "simulate" using a simulation.
This means that we will eliminate the details that are not essent ial because most routine
activities are largely redundant and of minimum value to the overall training. If you desire,
of course, once we have demonstrated these events, you may combine them with other
related activit ies such as: Weather, Traffic,ATC , etc..
In the Airlines , they have an Eight Simulato r Period training module. Each "HOP" or
training session lasts four hours ... so that a complete training cycle encompasses 32
hours of simulator time. That is exclusive of other training and classroom time , of course.
SIM ONE ... is usually a "FAM HOP" orfamiliarization period. This is where the student is
familiarized with all the protocols of training and airplane systems and operat ional
necessities. Some actual training may take place , depending on the student pilot's
experience level.
SIM TWO through SIM SIX ... these is the actual training sessions that cover all the
"Normal" operations, Irregularities, and Emergencies . The students progress is noted
and if the proficiency level is acceptable , then they will progress.
SIM SEVEN: This is "practice Check Ride" where the students Instructor evaluated
whether or not the student is prepared for the final "Check-Ride". If successful , the
student is scheduled for the "Final Check ride". If not, it is at this point that further training
may be recommended.
SIM EIGHT: This is a "NO HELP or TRAINING " allowed ... pilot on their own check-ride.
Failure to satisfactorily complete this activity will result in a meeting with the Training
Center Adm inistration where the student's suitability for continuance in the program is
evaluated. Generally, additional training and a subsequent second "Check-Ride" is the
result; however, if the second check-ride is not successful a board of inquiry is convened
that will evaluate the suitability for the student to continue in the program.
© MIKE RAY 2012

page 366 p .. bli.<
hcd hy UN IYERSI T Y ,,/ TEMECULA PRESS
For the professional airline pilot that actually passes all the check-rides successfully
... the dreaded scenario continues to haunt him. In the "old days" the hated check-
ride was required to be revisited every 6 months. It was expected that the pilot
would remain proficient enough to be able to operate to 81M EIGHT standards at
any time. These intermediate checks are called "PROFICIENCY" checks .
The very tho ught creates "[ear and loathing" ill

the hearts of pilots every....here!
L \ \<- E' .s"'t~ E FURTI'JE

A N IMA L- fl E E;S c A P E S
T~
H IS l.J'\1R. . • . II?
-n-tUMB FE f' E:AT E:DL.:{
TJ1POU6 rl P IL.-E'$ C F
~ e l.. l. a-Of2. N 7 "i-S
CA r. DS . " TO PO ,RE:
tfJVep. Fl-T M ANU A LS'
\ft'AI <ED IN Y~ l.L.OuJ
. , . To ~p. E' Ai
rJpUf2.-S' c:'F B 0f-I i'lG-
VI DeO .. .W SW Oy
r*" I S PfZ.I'J E: \'l .
A nd th ere is the ubiquitous g uilt-s-al ....ays over-shado wing every activity-s-

dema ndin g tha t pleasure be denied ill order to d ....ell all endless mi nutia e.
N o matt er how ready, no matter how prepared, th e Af ter the successful completion of the check and saf e
night before combat is al w ays a 101lg olle. f or another year . . . our hero refl ects.
@MIKE RAY 2012

INSTRUCTORS
MANUAL
Challenge and scope of the material
Pundits who know about such things are predicting that the number of airline pilots
required to service the expected future growth in available airline cockpits will reach and
exceed the capability of the current training community. What that just said was that we
are running out of trained airline pilots. So, the quest ion is, where are we going to get
these motivated and capable pilot candidates that will populate the cockpits of the future.
One very real and logical source will be FLIGHT SIMMERS. The training and
enhancement of skill potential in this area has yet to be understood and realized. It is my
hope that you (The Flight Sim Instructor) will take seriously the challenge to mold and
motivate your "students" to become proficient in developing their skill-set assoc iated with
flight employment potential.
r·-~--·-'------·-··----'--·_----··"·----'--·_----""'''''·· ~-''·----·-
It is my belief that such programs as MSFX and P3D (and others) have
the capability of producing in the aviation student that basic
understanding of what and how the operation of an airliner is all about.
I will go further , I think that a properly motivated instructor can lead a
person who knows virtually nothing about flying , to a level where they
can pass successfully an airline-style check-ride at a major airline.
--._....._._,-.... ......-.-.,_..-,._-.......-_.I_...-,-_--.....__.•
-~ -- _
SECTIONS - MODULES - TUTORIAL FLIGHT - CHECKRIDE

First, there are the SECTIONS that have divided the scope ofthe task into 16 Sections .
Second , each section is further divided into specific MODULES that are relevant to the
section material.
A representative TUTORIAL FLIGHT is presented that will allow the student to place the
information into an appropriate context.
Once the student has completed the whole SYLLABUS, it is hoped that they will be able
to perform the task offlying the CHECK-RIDE MISSION.
There are PROGRESS SHEETS included for you to record the progress and make
recommendations as howto EVALUATE the training.
REGARDING THE USE OF THE CHECKRIDE MISSION

No check-ride goes exactly as planned , so the instructor must use their discretion
in guiding the student to complete the items listed on the check-ride goal sheet.
The profiles included in the check-ride mission are not intended to restrain the
INSTRUCTOR. The material should be viewed as being totally flexible. Anything
in the context or content of the flight profiles that detracts from a clear
understanding of the process or fundamentals should be altered. None of the
flight profiles in this document are free from deviation , adding to, or taking away
any of the material. If you can enhance the presentation, do it!
What is presented is only a suggestion for a flight profile.
© MIKE RAY 2012

page 368 p .. bli.<
hc d hy UN IYERSI T Y ,,/ TEMECULA PR ESS
MEET THE CHECK SIMMER PERSON
The very word strikes fear even among Flight Simmers ... well , I exaggerate for effect ...
but there is always the nagging suspic ion that if you were to be placed under the
microscope of check-ride scrutiny that you wouldn't be able to perform. Even what
seemed like relatively simple tasks when you were flying alone ... become major
obstacles when you are forced to prove that you can 'do it error free" and in short order
without reference to any printed material .
Now that you have competed the whole SYLLABUS , it is time to see just how much of
the material you have managed to stuff into the unused portion of your brain. It is time for
the "CHECKRIDE".
- • • •• •1'"• ••••• • • • • • .·.I"".I ~I· ••·•••• • • -

I
I
Here are the basic CHECKRIDE RU LES :
I
1. No outside reference materials except for the I
MSFXand associated utilities.
2. The airplane is to be operated in "real time" ;

that is, there are to be no time where the "P" key
is used to stop the motion of the flight because you
are confused or lose situational awareness. You are to
"FLY IT" out of the situation , land short, or do what you think a
"real" aircrew might do.
Exceptions, of course, are for the moments when the
MSFX itself pauses the sim, such as when you use
the MAP mode.
3. Comply with fundamental FAR (Federal

Aviation Regulations) rules . Failure to operate the
airplane with regard for the established ATC or
FAA standard restrictions will count against you.
For example, Airspeed should never get above
250 Kts below 10,000 FEET.
4. The INSTRUCTOR or CHECK SIMMER will act

as controller and issue appropriate commands for the
completion of the CHECKRIDE flight profile ; however,
in the absence of another person , you are required to
act as your own controller and complete the profile .
• ~ .I •• '~ ••••• ~.L •• ~I.~I_. I.~• .,• .••,• • I ._I~.I . • • ~••••• ~••~ I• •I" A'I
@MIKE RAY 2012

"'Eek ,
suggested FLIGHT PLAN
for intermediate level students
This flight plan was devised to follow the training material in the manual. It is up to the
CHECK-SIMMER to create their own set of activities that they feel would give them
the appropriate degree of difficulty for any specific student.
For example, for an AB INITIO student, that whole ride could include a simple take-off
... climb ... descend ... land scenario. For a more accomplished simmer, you could add
additional approaches and landings or intermediate irregularity challenges. Included in
the INSTRUCTORS TOOLSET is a "BLA NK BLOCK" for you to create your own set
of grading obstacles and activities .
CHECK-RIDE MISSION BRIEF

You are a BRAND NEW Captain and have been assigned to fly a routine
flight segment from Sydney Kingsford International airport to the Melbourne
International airport. It is a DAYTIME, NO WEATHER operation.
We will be using the PMDG 737NGX - 800 or other suitable comparatively

complex 737NG.
Using the tools in the MSFX program ONLY. Construct a flight plan from
Sydney, Australia to Melbourne , Australia.
Here is your assigned ATC routing:

Sydney DEENA SID then RIVET, then Y59 to DOSEL, then plan STAR
ARBE1A.16 for the ILS 16 runway at Melbourne.
Plan for MISSED APPROACH to waypoint EPP and install the
appropriate HOLDING.
Use a fuel load of PLANNED BURN + 40% or greater.
Use a planned CRUISE ALTITUDE of Flight Level 220.

Use QNH for AUSTRALIA of 10,000 FEET.
Start on Runway 16R at Sydney.
OR
COLD-DARK Alternate is to:

Start airplane at GATE 58.
NOTE: Instructor should change the parameters as they see fit. For
example , if the student is capable, add weather or other additional factors for
them to assess and address. Alter this selection anyway you feel appropriate.
You are the KING , you are the CHECK SIMMER!!!
© MIKE RAY 2012

page 370 p .. bli.<hcdhy UN IYERSI T Y ,,/ TEMECULA PRESS
CHECK PERSON instructions:

Have the student start the engines , push-back , and setup the CDUlFMC
for the trip.
Have them taxi out, and Take-off. After they are airborne:
Give them a vector to a downstream fix on their route so they can create
an LNAV path to another waypoint in the FMC (page .
Then have them modify the climb so that they have to use MAX RATE
or MAX ANGLE (page 208).
Once they are level at FL 220, have them , perform an FMC RADIO
UPDATING (page 218) .
Climb to MAX ALT using the VNAV (page 206).
At maximum altitude, simulate an EXPLOSIVE DECOMPRESSION.

START CLOCK. Notice when the student reaches the altitude
milestones.
Have student perform a EMERGENCY DESCENT to 10,000 feet.
Divert to YSCB (Canberra).
Fly the RWY 17 VOR approach.
Execute MISSED APPROACH.
Proceed to YMML (Melborne) and create a VIRTUAL WAYPOINT at 30

miles off the end of the runway.
Setup and fly a CAT ilia AUTOLAND. If they are unable to connect the
second autopilot , have them change to a CAT I approach and manually
land the airplane.
Stop the airplane on the runway.
This would be the end of the checkride.
@MIKE RAY 2012

CHECK-RIDE EVALUATION
PROGRESS-SHEET
STUDENTS NAME: I
z
<i:
~ c::
I-
0 W
c::
e MIKE RAY 20 12
PROGRESS-SHEET
STUDENTS NAME :
'too /
tot?o ",
C MIKE RAY 2012

WWWUTEM.COM
PROGRESS-SHEET
STUDENTS NAME: I
z w
«lI: ~5 o
Z
I- I-W W
~
0
W xli: lI:
lI: wu WW
U.Cl
lli~
-1 +1
© MIKE RAY 2012

p .. bli.<hcdhy UN IYERSI T Y ,,/ TEMECULA PRESS
SECTION: 27
Here is that section of the book where I put all the stuff that didn't quite fit anywhere
else. Also, I have included a list of CHECKLISTS here.
o 363 Check lists

POWER UP CHECKLIST
BATTERY SWITCH ON, 27 volts
APU PNEUMATIC BLEED SWITCH OFF
ELECTRIC HYDRAULIC PUMPS BOTH OFF
AFT #1 FUEL PUMP ON
EXTERIOR POSITION LIGHTS ON
WEATHER RADAR OFF
LANDING GEAR LEVER DOWN
SPEED BRAKE LEVER DOWN
FLAP LEVER MATCH
ENGINE FUEL LEVERS CUT-OFF
PARKING BRAKES SET
FIRE DETECTION PANEL CHECK
COMMUNICATION RADIOS TRANSMIT OFF
TRANSPONDER STBY
AFTER APU START CHECKLIST
APU START
APU ELECTRICAL POWER SWITCH BOTH ON
EXT PWR SWITCH OFF
IRU POWER SWITCHES BOTH on NAV
ELECTRIC HYDRAULIC SWITCHES A and B BOTH ON
APU PNEUMATIC BLEED SWITCH ON
PNEUMATIC ISOLATION VALVE OPEN
ANTI-COLLISION LIGHTS ONl'OF..f
NOTE: The ANTI-COLLISION light is only on during
engine operations or when aircraft is moving .
© MIKE RAY 2012

p .. bli.<
hcd hy UN IYERSI T Y ,,/ TEMECULA PRESS
All the "CHECKLISTS" added together in one place
CUMULATIVE
ELT ARM
LE DEVICES TEST
IRS NAV
SERVICE INTPHN ON
PMC LIGHTS OUT
CREW 02 ON, LIGHT OUT
FLIGHT DATA REC LIGHT OUT
STALL WARNING TEST PUSH
PSEU LIGHT OUT
AUX LANDING GEAR LIGHTS 3 GREEN
FLIGHT CONTROL COMPUTERS ARM
YAW DAMPER OFF
ALT FLAPS SWITCH GUARD CLOSED, Switch OFF
DISPLAY CONTROLS ON
FUEL TEMP GAUGE CHECK
FILTER BYPASS LIGHT OFF
FUEL PUMPS ON, LOW PRESS LIGHTS OUT
ELEC PANEL CHECK
BATTERY SWITCH ON
GALLEY POWER ON
IDG CLOSED
GROUND POWER SWITCH ON or OFF
APU ON EGT INDICATING, LIGHTS OUT
GENERATOR SELECTOR IF OPERATING , APU ON
CAPT WINDSHIELD WIPERS PARK/OFF
EQUIP COOLING NORMAL
EMERGENCY EXIT LIGHTS ARMED
PASSENGER SIGNS ON (or AUTO)
F/O WINDSHIELD WIPERS PARK/OFF
EXTERNAL LIGHTS SET AS REQUIRED
APU START CONTROL SWITCH RUN (or OFF)
ENGINE START SWITCHES OFF
WET COMPASS CHECK HEADING
WINDOW HEAT ALL ON
PROBE HEAT OFF
ENGINE/WING ANTI-ICE OFF
HYDRAULIC SYSTEM A and BON
COCKPIT VOICE RECORDER TEST
PRESSURIZATION INDICATORS CHECK
@MIKE RAY 2012

WWW:UTEM .C OM
COCKPIT PREPARATION CHECKLIST continued
AIR CONDITIONING PANEL SET
BAROMETRIC PRESSURE SETTING SET
VOR/ADF AS REQUIRED
MODE SELECTOR MAP
CTR CTROFF
RANGE AS REQUIRED
TRAFFIC SWITCH SET
MAP SWITCH SET
BOTH FLIGHT DIRECTORS ON
AUTO·THROTTLE OFF
COURSE INDICATOR SET
lAS/MACH SET V2+20
HEADING RUNWAY HEADING
ALTITUDE CLEARED ALTITUDE
BANK ANGLE 25 degrees
AUTO·PILOTS DISENGAGED
CLOCK SET
NOSEWHEEL STEERING NORM
DISPLAY SELECT SET
PFD CHECK
ND CHECK
STANDBY INSTRUMENTS CHECK
ENGINE DISPLAY SET
AUTOBRAKE SELECTOR RTO
ANTI-SKID LIGHT EXTINGUISHED
ENFGINE INSTRUMENTS CHECKED
SPEED·BRAKE DOWN/DETENT
REVERSERS DOWN
PARKING BRAKE SET, LIGHT ON
STABILIZER TRIM CUTOFF NORMAL
WHEEL WELL FIRE WARNING TEST
COMM RADIOS SET
NAV RADIOS SET
AUDIO CONTROL PANEL SET
ADF RADIO SET
RUDDER and AILERON SET TO ZERO
FMC/CDU INITIALIZATION
© MIKE RAY 2012

p .. bli.<hcdhy UN IYERSI T Y ,,/ TEMECULA PRESS
1 IRS SELECTORS , NAV
2 YAW DAMPER ON
3 FUEL PUMPS , ALL ON
4 GALLEY POWER , ON
5 EMERGENCY EXIT LIGHTS ARMED
6 PASSENGER SIGNS ON
7 WINDOW HEAT ON
8 HYDRAULICS NORMAL (ALL ON)
9 AIR CONDITIONING PACKS OFF, BLEEDS ON
10 PRESSURIZATION SET
11 ANTI-COLLISION LIGHT , ON
12 AUTO-PILOTS DISENGAGED
13 FUEL ON BOARD , CLEARED Lbs
14 FMC I CDU CHECKED
15 SPEED-BRAKE DOWN in DETENT
16 PARKING BRAKE , SET ON
17 STAB TRIM CUTOUT SWITCHES NORMAL
18 WHEEL WELL FIRE WARNING CHECKED
19 RUDDER and AILERON TRIM SET
20 DOORS and WINDOWS CLOSED
AFTER START CHECKLIST

ENGINE GENERATORS ON
HYDRAULIC SWITCHES NORMAL
ENGINE PROBE HEAT ON
ANTI-ICE (IF REQUIRED) IF REQUIRED
AIR CONDITIONING PACKS on , TEMP set
PRESSURIZATION ,SET FLT ALT, AUTO
APU OFF (Unless required)
@MIKE RAY 2012

WWW: UTEM .COM
AFTER TAKE-OFF CHECKLIST
ENG BLEEDS ON
PACKS AUTO
GEAR OFF, LIGHTS OUT
FLAPS UP
AUTO BRAKE OFF
BEFORE TAKEOFF CHECKLIST

PRESSURIZATION SET
ECU SET
MCP SET
FLAPS SET (_) Indicate L)
AUTOBRAKE RTO
EXTERNAL LIGHTS SET
YAW DAMPER ON
PROBE HEAT ON
TRIM SET
CABIN NOTIFICATION COMPLETE
TRANSPONDER TAIRA
WARNING LIGHTS RECALL , CHECK
© MIKE RAY 2012

p ..bli.<hcdhy UN IYERS ITY ,,/ TEMECULA PRESS
APPROACH-DESCENT CHECKLIST
BEFORE STARTING DESCENT
ITEM 1. PRESSURIZATION SET for destination airport

ITEM 2. ENGINE IGNITION CONT (Continuous)
ITEM 3. LOWERALTITUDE SET
PASSING 18,000 FEET
ITEM 4. EXTERNAL LIGHTS SET

ITEM 5. ALTIMETERS set passing QNE
ITEM 6. SEAT BELT SIGN ON
ITEM 7. RADIOS TUNED and TFR ACTIVE

ITEM 8. APPROACH SPEED (Vref) SELECT
ITEM 9. AUTO -BRAKE ARM
ITEM 10. AUTO -SPOILER ARM
@MIKE RAY 2012

WWW: UTEM .COM
LANDING CHECKLIST
APPCH REF CDU PAGE VREF SET
RADIOS TUNED , CRS SET
AUTO-SPOILER ARMED
AUTO-BRAKE ARMED
GEAR DOWN , 3 GREEN
FLAPS FINAL LANDING SET
REF SPEED SET
AFTER LANDING CHECKLIST

APU ON, (IF REQUIRED)
PROBE HEAT OFF
ANTI ICE AS REQUIRED
START SWITCHES OFF
EXTERIOR LIGHTS SET
PRESSURIZATION GROUND
AUTOBRAKE CHECK OFF
SPOILER HANDLE DOWN, DETENT
FLAPS UP
RADAR OFF
TRANSPONDER OFF
© MIKE RAY 2012

p ..bli.<hcdhy UN IYERS ITY ,,/ TEMECULA PRESS
PARKING CHECKLIST
PARKING BRAKE (A S REQUIRED)
without attachmen t to some restraining device,
such as chocks or tow tractor; even though
See this website: www.b73 7.org.uk/hydraulics.htm
START LEVERS CUTOFF
TRANSPONDER STANDBY
PROBE HEAT OFF
ANTI-ICE OFF
START SWITCHES OFF
HYDRAULIC SYSTEM SET
Unless there is a specific reason (HIGH WINDS ?)
ANTI·COLLISION LIGHT OFF
Onl y on IF ENGINES operating or Jet is moving.
FUEL PUMPS OFF, UNLESS APU ON
FLIGHT DIRECTORS OFF
IRU SELECTORS OFF
FUEL PUMPS OFF
EMERGENCY EXIT LIGHTS OFF
WINDOW HEAT OFF
PACKS OFF
APU BLEED OFF
LIGHTS OFF
APU or EXTERNAL POWER OFF
BATTERY SWITCH OFF
@MIKE RAY 2012

WWW: UTEM .COM
SECTION: 28
Here is the place where you can look over a few of the things that Captain
Mike has on his website and in the web-store.
I
WANf
If!
@MIKE RAY 2012

A STORY OF FLYING AND LOVE SET IN THE
DESPERATE DAYS OF WORLD WAR TWO
"SHAMROCK MUSTANG"
by Mike Ray
This novel is a result of a challenge issued to me by my daughter. We joined with a
host of others potentia l novelists who each pledged to write a 50,000 word novel in
one month. It is called "National Nove l Writing Month (nanowrimo.org). This is the
result ofthat effort.
Review ofthe story: Jack was born to be a pilot, and that was how Ja ck hadfelt since
he was a boy. And when he actually did becam e a real pilot, he never thought he could
love anyth ing more thanflying his P-
51 ... that is, until he met Maggie.
Join with Jack, Maggie, andHans as
we follow the vortex of airborne
action that jinds them caught up in
theirfa scinating struggle to survive.
They are three y oung p eople caught
up in the firestorm that was World
War Two and who see m destined to
meet in a surprising way. While
experiencing the exci ting drama of
the air-war, each had their own story
to tell and th eir own sp ecial
perspective. The book tells a tale
that takes the reader on a journey
through the backdrop of the airwar
in World War Two and has a sto ry to
tell on several interesting levels.
Mike Ray brings his background as

a life long pilot into the narrative,
and provides a leve l of reality that
adds to the overallfeel ofthe story.
"SHAMROCK MUSTANG"
by Mik e Ray
6" X 9" paperback
ISBN 978148114101 7
Retail price $19.95
Available for purchase

www.Amazon .com
www.utem.com
Pub lished by
University of Tem ecula Press
www.utem.com
NOW GET ALL THIS STUFF AND MUCH MUCH MORE COLLECTED IN A
BEAUTIFUL FULL COLOR BOOK!
a unique
document
by
Captain
Mike Ray
Visit C
checkou~~lIr1~~~
PAGE and the "D DOWNLOAD" page.
www.utem.com
All these articles are available in two great volumes ... FULL COLOR 8 X 10 inches
C,f,fEC,/( 011., WWWUTEM.COM

These are collections of articles that were all
written by Captain Mike Ray and were mostly
published in the "Computer Pilot" magazine.
While you can purchase these articles
individually on Captain Mike's website; you
can have the whole collection in two books.
Airliner Training and Checkride Survival Guides
PUT TOGETHER by Captain MIKE RAY
••----------------- A 6X9 inch, Black and White
•I , paperback with perfect binding.
--------------------
: ~'
------------~
... A coil bound version with that terrific .
•1 C r' -
lay-flat capability we all love. • ~
••--------------------
>
.>" A PDF version that allows you to
load the document into your e-book
• reader for a full color display.
1 --
,,,
,
_ Captain
~ Mike Ray's
~! ~ . great
! ~ collection of
~! books are available in the
!if most functional and useable
> formats . Different formats
will mmet the needs of
different users. The less
expensive "paperback", the
Durable coil bound , lay flat
version, and the
~§!;;=:il!!!!l. ever
popular
pdf
edition . All
are available
in black and
white ... and some
are available in full co r printing.
Come on over and visit:
www.utem.com
A BIG BOOK FOR THE
747-
Captain Mike Ray has flown the 747-400 all over the world. He has placed some of his
wealth of information in a volume that takes the reader behind the scenes to reveal just
how the airline pilots "do it." His book has been used by thousands of airline pilot from all
over the world to pass their check-rides. And if you become familiar with the information
inside this entertaining 300 plus page manual, you will be able to pass the check-ride too.
Covers all the

necessary areas to
make you a real 747-
400 "pro."
Emergencies, SOPs ,
profiles, set-up and
"cold dark " airplane
material. It is all in
there . Even if you don't
take that check-ride,
you will find the witty
and sometimes
humorous treatment for
rr
a really complicated PILOT HANDBOOK
and boring subject ...
well, entertaining.
This is a real MUST

HAVE for those flying
the "glass jumbo. "
SIMULATOR
AN D
CHECKRIDE
)lIIm llAY
CAP'rAll\" VAL
r
I
---------_ .... ------------
You can find all these books at my website: www.utem.com.
---- I
I
I
A lot of bookstores around the world carry them as well as I
I
Amazon.com on the internet. _ I
I .
I
-------------_ .. I
CAPTAIN MIKE'S
767
Simmers seldom own and fly just one airplane, but have a whole stable of fabulous
airplanes. In order to enhance your flight simming experience , I recommend that
you pick up Captain Mike Ray's 757/767 Pilot Handbook. He has written well over
300 pages of everything you need to pass a check-ride at any airline in the world.
The more detail the
dedicated sim pilot is,
the more they should
get all the manuals in
this series. While they
are not written
specifically for simming,
because of the nature of
the material, the level of
realism that they project
lends itself to the
phenomenal realism in
the sim programs of
today. Because you
bought this particular
add -on sim program
places you in an elite PILOT HANDBOOK
group of individuals.
SIMULATOR
Ai'\D
CHECKRIDE
1)Il()ClmIJRI~S
MIKII RAY
CAV'I'.U " u..u
I
I
----_._"_.._......... _~ _ ..._......... .
You can find all these books at my website :
_~
I
I
I www.utem.com. I
I A lot of bookstores around the world carry I
II them as well as Amazon.com on the internet. ~I
I I
TWO GREAT BOOKSl
AI
~~ "THE UNOFFICIAL AIRBUS
A320 SERIES ... MANUAL"
U
Written for the
PROFESSIONAL AIRLINE PILOT
In the world of airline training and check, there
are two separate domains. To the airline pilot,
these are very familiar and go by the names of
"ORAL EXAM" and "SIM-RIDE". This beautiful
and profusely illustrated book covers both sets of
information in one complete training toolset. The
document blends the fusion of the these two
different modalities into one coherent unit. Captain
Mike Ray's unique style and ability to convey
••••• complex information in a simple manner is a
~
~ii~ , concePt that makes learning a new airplane and
preparing for the recurrent check-ride or initial
check-out far easier and more intuitive.
Every Airbus A320 pilot (or wanna-be) will
benefit from reading this book. It is definitive and
covers virtually every system and check-ride
situation either directly or obliquely ... allow ing
the aviator access to the operational subtleties
that will maRe tHecheck-ride go smoothly.
"SIM-FLYING THE AIRBUS

A300 SERIES FLIGHT SIMULATlONS"
Specifically written for the
FLIGHT SIMMER
This simmers introductory guide to the flying the Airbus is an
condensed course for those simmers new-to-the-Airbus simulation
world. Using a "Level One-Level Two technique ", Captain Mike Ray
gently guides the reader through a constantly increasing tempo of
understanding the airplane and how it operates, and brings even the
most unprepared initiates to the point where they can take-off, fly to a
destination, and land ... consistently. An absolute MUST HAVE for the
new Airbus simmer.
HIGHLY
RECOMMENDED ...
TRE&
FLYIN G THE ...
~. , '.±J
T LO&Y
FLIGHT
SlMULATORS
For the dedicated Boeing 737 "GUPPY" lover,

there isn't a greater collection available. You will
find everything you will need to either "PASS
YOUR AIRLINE CHECKRIDE' or fly your
"FLIGHT SIMULATION LIKE THE PROSt
Mike Ray was a Guppy Captain over at a major

airlines for a few years and hundreds of hours ...
and he has opened up his brain and poured the
contents into these volumes ... you will know just
about everything he knows about his beloved 737.
In these books you will find not only how to fly the
airplane on a "regular" city-pair line segment , but
how to handle a whole bunch of emergencies and
irregularities.
Profusely illustrated with every kind of graphic
representation that helps to make the learning SIMULATOR
AND
easier ... and more entertaining. All this is CHECKRfOE
presented from a pilot's eye view and in a 1'1I0CliJIUllt;S
humorous and well documented manner.
So, come on over to Captain Mike's webs ite ...

enjoy his blogs and artwork ... and then go to the
store and fill URwith bunches of his stuff.
These books
"Flying the Boeing 700 Series Flight Simulators" ,
"737 Pilot handbook", and
"737NG Training Syllabus"
and other neat books by Captain Mike Ray
are available at:
www.amazon.com
www.utem.com.
and other internet FLIGHT SIM stores.
All material © MIKERAY 20 13 www .utem.com
No training syllabus is complete without a set of COCKPIT PANEL POSTERS!
... and Captain Mike has drawn up some really nice sets for you to use; Go to
www.utem.com for the link that will take to the ZAZZLE STORE where they
are available .
~~s~l
! 'l1-'r.f1.' ~1
\~:~.~~

Training Syllabus: Compatible With

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Training Syllabus: Compatible With

Uploaded by

Copyright:

Available Formats

TRAINING SYLLABUS

PU'I' 'rocm'l'lllm IlY

If you are using a .pdf reader, or viewing this on a

Select VIEW from the toolbar

Select VIEW from the toolbar

Here is what my take on what all this

You can FIND Mike Ray at:

(Probably) PRINTED IN THE UNITED STATES of AMERICA

THIS EDITION PRINTED 2016

Captain Corey Fergusen was greatly instrumental in helping me out with

Roger Curtiss: My semi-official proof reader, gave some assistance during

... as you read through this somewhat disjointed and

"737 Cockpit Companion" by Bill Bulfer

Purchase online at www.firstnethou .com/fmcman or www.fmcgu ide.com

"FMC User's Guide - B 737" by Bill Bulfer

Purchase online at www.firstnethou .com/fmcman or www.fmcgu ide.com

"The Boeing Technical Guide" by Chris Brady

Purchase online at www.b737 .org .uk

"Boeing 737: Management Reference Guide" by Pat Boone

Purchase online at www.b737mrg.net

15 SECTION 1: INTRO STUFF

24 SECTION 2: COMPUTER STUFF

46 SECTION 3: BIG "5"

67 SECTION 5: CDUIFMC (LEVEL ONE)

78 SECTION 6: COCKPIT SETUP (LEVEL ONE)

82 SECTION 7: FLYING THE LEVEL ONE TRIP

98 SECTION 9: FLIGHT PLANNING

117 SECTION 10: COLD-DARK OPTION

135 SECTION 11: COCKPIT PREPARATION

176 SECTION 12: LOADING THE CDUIFMC

e MIKE RAY 2012

197 SECTION 13: PUSHBACKIENGINE STARTffAXI

211 SECTION 14: PRE-TAKEOFF

222 SECTION 15: TAKEOFF

241 SECTION 16: CLIMB PHASE

255 SECTION 17: CRUISE PHASE

265 SECTION 18: BEFORE DESCENT

287 SECTION 19: DESCENT

299 SECTION 20: ILS CAT III APPROACH

e MIKE RAY 2012

308 SECTION 21: EMERGENCY DESCENT

317 SECTION 22: DIVERSION

331 SECTION 23: VOR NON-ILS APPROACH

342 SECTION 24: SLAM DUNK

353 SECTION 25: APPROACH PLATE REVIEW

@ MIKE RAY 2012

365 SECTION 26: CHECKRIDE

375 SECTION 27: APPENDIX

372 SECTION 28: Other stuff by Captain Mike

~fff~/( '7 01171

@MIKE RAY 2012

MODULES IN THIS SECTION

o 16 Scope of the Material

SCOPE OF THE MATERIAL

THE BOOK LAYOUT:

The material will be based on using the

AND ... PROTOCOLS

Unfortunately, there are some "unrealistic" airplane simulations out in the

STEP 2: LS4R ... Select PMDG SETUP>

STEP 3: LS2L ... Select <OPTIONS

STEP 4: LS1 L ... <PFD/ND

Here is the protocol used for the PFD/ND

@MIKE RAY 2012