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PMDG 737ngx Tutorial 2

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PMDG 737NGX

TUTORIAL #2

PMDG737NGX
Tutorial#2

ForSimulatorUseOnly

WrittenbyRyanMaziarzPMDG

Copyright20112012
PMDGSimulations
AllRightsReserved

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PMDG 737NGX

ThismanualwascompiledforuseonlywiththePMDG737NGXsimulationfor
MicrosoftFlightSimulatorX.Theinformationcontainedwithinthismanualisderived
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COPYRIGHT AND LICENSE


The original purchaser of this software is granted a limited license to use
the software in accordance with the End User License Agreement as
agreed to at the time of installation.
Please review the license agreement carefully, as it provides you with
only limited rights. Specifically, you may not sell, resell, trade or barter
this software product/license without the permission of PMDG.
You should also be aware that you may not use this simulation software
for any training, pilot familiarization, recurrent training or operational
awareness training.
This software may not be used to demonstrate the airplane, airplane
systems, operational norms, flows, procedures or other pilot knowledge
application in a classroom or training environment without being
supplemented by the appropriate commercial license.
Please note that this version of the simulation may or may not accurately
represent the actual operation of many different aircraft systems and no
warranty is made to accuracy or correctness.
In all circumstances the aircraft manuals issued by a certified training
center for use with a pilots training course and the manuals located on
the flight deck of an aircraft as well as the operational procedures dictated
by the aircraft manuals supersede any information taken from this product
or the documentation provided with this product.
This simulation may not be used in any public or private display for which
users are charged admission, usage fees or other revenue generating
charges. Nor may the simulation be used in any manner which reflects
poorly on PMDG, PMDG Simulations, Boeing, Boeings employees,
suppliers or customers.

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INTRODUCTION
Welcome to the second tutorial flight for the PMDG 737NGX!
This more advanced tutorial flight picks up where Tutorial #1 left off and
continues your PMDG 737NGX education. Youll go through the
complete Amplified Normal Procedures from a cold and dark state
including the various tests that a real crew performs on the first flight of
the day, youll fly a special noise abatement takeoff and climb procedure
and youll learn about numerous advanced features of the PMDG
737NGXs FMC that you may not know about. Finally youll conduct a
very unusual and picturesque visual approach and landing in
mountainous terrain.
I want to first extend a very special thank you to Panos Lalas, Vangelis
Vaos, Robert S. Randazzo, Giorgio La Pira, Jack Colwill, Johan Ketting
and of course PMDGs beta team for their invaluable assistance in the
creation and editing of this tutorial. Innsbruck is a difficult airport and the
people above demystified it with their considerable experience.
A few prerequisites before we begin:

PREREQUISITES
1. Tutorial #2 builds on concepts introduced in Tutorial #1 and is
written with the assumption that you have flown it and fully
understand everything contained in it. Screenshots are not
shown for every single item this time because it is assumed you
know where the basic things in the cockpit are.
If you have any questions about information or procedures from
Tutorial #1, please post the questions in our forum at
Avsim.com or submit a support ticket and well be happy to
answer them.
2. PMDG expended significant resources to obtain the rights to
include the actual Boeing flight manuals that pilots use in the
real airplane. This tutorial makes extensive use of them. While
we have provided screenshots and explanations for many of the
steps, we want you to get in the habit of using these manuals as
you continue learning the airplane in the future.
3. Tutorial #2 assumes that you have installed the latest service
pack for the PMDG 737NGX, which is SP1c at the time of this
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writing. If you do not have SP1c or later, please download and


install it here:
http://www.precisionmanuals.com/pages/downloads/updates.html
4. A note on navdata the PMDG 737NGX includes the August
2011 AIRAC cycle from Navigraph by default. (aka the 1108
cycle) Many simmers update their navdata each month through
Navigraphs service. The data does change over time and thus
certain aspects of the route in these tutorials can end up
changing in newer data. If youre using a later navdata cycle
you may see differences just use your best judgment, things
do not often change drastically and most terminal procedures
will have a similar name if theyve changed, often moving up
one number or letter in the sequence. (for example, the BXK2
SID becomes the BXK3, things like that) If you see a NAV
DATA OUT OF DATE message on the FMC scratchpad when
you load the airplane, the older 1108 navdata cycle included
with the product is the reason why.
5. Several utilities popular with simmers are optionally used in this
tutorial:
Active Sky 2012 this is a full featured weather program that
provides you with realistic real world weather in the simulator
AS2012 or a similar program is required to have fully accurate
winds aloft and descent forecast predictions for the FMC, which
is described in the addendum.

http://www.hifitechinc.com
FSBuild 2 a flight planning and route export tool. In this
tutorial its used only to place the exact route into AS2012 as an
exported FSX flightplan file.

http://www.fsbuild.com
TOPCAT a performance calculator that will give you accurate
flaps, reduced thrust and assumed temperature settings for the
runway youre taking off from, similar to what a dispatcher at an
airline uses.

http://www.topcatsim.com
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Aerosofts Approaching Innsbruck very nice FSX scenery


product for the Innsbruck area.
http://www.aerosoft.com
6. This tutorial assumes the use of the default PMDG 737NGX
aircraft options configuration if you have changed them,
please reset them to the defaults on the PMDG
SETUP/AIRCRAFT page.

OVERVIEW
Our second tutorial flight has us piloting our winglet equipped 737-800
from EHAM - Amsterdam Schiphol, The Netherlands to LOWI
Innsbruck, Austria, high in the Alps. The route is around an hour and a
half in length and like Tutorial #1 is a common inter-European regional
flight in the real world, especially during the busy winter ski season.
Innsbruck is world-famous for its unique approaches and today well be
flying the most famous and challenging one, known as the LOC/DME
East with the circle to land procedure and visual approach for Runway
8. The last part of this approach is completely handflown no autolands
here!

A NOTE ON WEATHER AND WINDS


This tutorial will not use weather by default because doing so correctly
and realistically requires a weather addon such as Active Sky 2012. If
you do have AS2012 or a similar real world weather program that can
output readable winds aloft data the addendum at the end of this tutorial
explains how to set up AS2012 and the FMC for use with wind
predictions.
If you are going to do this just please be aware that the weather
situation changes dynamically just as it does in real life. The optional
weather related sections are written in a generic form to account for this
but it is quite possible that the departure runway at EHAM will not be
Runway 24 and the arrival runway in Innsbruck will be Runway 26
instead of Runway 8 based on the actual winds.
If this is the case you have two choices either follow the tutorial as
written and accept that you may be violating real life standard operating
procedures for crosswind or tailwind components on landing, or look at
the charts for both EHAM and LOWI and slightly modify the tutorial
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procedures so that you use the correct runways. At EHAM this will likely
just mean selecting a different version of the LUNIX SID thats made for
the new runway. At LOWI this could mean doing a straight in approach
to Runway 26 instead of the circling procedure to Runway 8.
These are the types of situations real pilots find themselves in every day
and adapting to it is something youll get used to as you use real life
weather in the sim.

If you have a weather program and are going to use it to fly


this tutorial start that program now so that it connects to
FSX before we launch the flight. Please read the addendum
(page 0.00.131) first so you know what to expect during the
tutorial.

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A NOTE ON WEIGHTS
This tutorial is written using imperial weight units (pounds) because
theyre what Im used to as an American and theyre what the PMDG
House Livery defaults to. I have however included the metric equivalent
kilograms wherever applicable in parentheses after the imperial units if
youd like to fly with them instead. Note that these equivalents are
approximate and may be very slightly wrong in a perfect technical
sense due to rounding and conversion etc. It does not matter for our
purposes here if youre down to 1 or 2 lbs or kg making a difference,
you have much bigger problems on your flight!
Both Tutorial #1 and #2 would be flown in real life with metric units
imperial units are mostly limited to North American airlines.

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If you would like to use metric units, the option can be


changed in the FMC by pressing MENU, then PMDG
SETUP at LSK 4R, then AIRCRAFT at LSK 1L, then
DISPLAYS at LSK 2L. Press PREV PAGE once to get onto
page 9/9. The option is located at LSK 3L.

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FSX SETUP
Tutorial #2 is designed to pick up literally right where Tutorial #1 left off.
If youve just flown Tutorial #1 and are ready to move on, theres nothing
else you have to do, well start right from the same gate we just parked
at in Amsterdam without leaving the simulator. This is simulating whats
known as a short turn in airline lingo. As a pilot youd likely have
deplaned briefly and grabbed a bite to eat and stretched your legs in the
terminal before preflighting the next leg of the days flying.
Normally, most of the aircrafts systems would be left running for a short
turn, however for the purpose of learning the procedures we did a full
cold and dark shutdown of the aircraft at the end of Tutorial #1. Well
be going through the full preflight procedures this time, just as a crew
would do on the first flight of the day.
LOADING THE SAVED FLIGHT:
If you are starting from the end of Tutorial #1 with FSX still running, skip
this short section on loading the Tutorial #2 saved flight and go straight
to ELECTRICAL POWER UP below.

Start FSX and click Free Flight.

Click the Load button.

Select the flight PMDG 737NGX Tutorial #2 EHAM-LOWI

The sim will load and put you in the cockpit at the same position we left
off from at the end of Tutorial #1.
Note the loading may take a long time and it may appear to hang after
it finishes. If this happens, Alt-Tab to select FSX, then press Alt-Enter
and it should bring it back to life.

ELECTRICAL POWER UP
With the cockpit completely dark our first order of business is to get
power to the airplane.

Open the Flight Crew Operating Manual Volume 1 (FCOM Vol.


1) to page NP.21.1 (page 77 of the pdf version).

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This is the Amplified Normal Procedures section, which explains the


steps not related to actual flying technique that the crew should use
during the course of a flight from startup to shutdown. (Flying
techniques are covered in the Flight Crew Training Manual (FCTM)).
In real life these procedures are broken down into items the captain and
first officer accomplish separately, but since the PMDG 737NGX is (for
now) a single pilot affair, well combine both pilots duties here.
The very first line of the section informs us that the Electrical Power Up
supplementary procedure needs to be completed first.

Go to page SP.6.1 (page 209 of the pdf version) of the FCOM


Vol. 1 and lets get started.

On the right-center part of the lower overhead, flip the


BATTERY switch guard to the closed position with a click of
either mouse button. This turns the switch on as the guard
closes.

Verify that the STANDBY POWER switch just below and to the
right of the BATTERY switch has its guard closed, which puts it
in the AUTO position.

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Verify that the red ALTERNATE FLAPS switch guard on the


upper left of the lower overhead is closed.

Verify that both the L and R WIPER switches at the bottomcenter of the lower overhead are in the PARK position.

Verify that both ELECTRIC HYDRAULIC PUMP switches in the


center of the lower overhead are OFF.

Verify that the LANDING GEAR lever in the center of the main
panel is in the DN position and that the three green lights are
illuminated and the three red ones are extinguished.

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Schiphol tries to minimize use of the APU on the ground for noise
abatement reasons, so well connect the Ground Power and the Air
Conditioning cart for now. Well start the APU later in the preflight
process.

Verify both PACKS are OFF on the pneumatic panel, located on


the right center side of the lower overhead.

This comes from the Ground Conditioned Air Use supplemental


procedure located on page SP.2.2 (page 178 in the PDF). The
reason for this is that the air from the cart enters the plenum
downstream from the pack outlets and if the packs were
supplying air too the higher pressure would cause backflow
through the hose and into the air conditioning carts. See the
description/schematic of the pneumatic system in FCOM Vol. 2
for more information.

Pan down and lower the captains yoke by left clicking it so we


can see the FMC CDU clearly.

Pan down to the captains FMC CDU and press MENU,


followed by FS ACTIONS, then GROUND CONNECTIONS.

Press LSK 2L to connect GROUND POWER and LSK 3L to


connect the AIR CONDITIONING UNIT.

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The page should now look like this:

Press MENU, then the FMC prompt at LSK 1L to get back to


the IDENT page.

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Now move to the electrical sub-panel

Verify that the blue GRD POWER AVAILABLE light in the


center above the GRD POWER switch is illuminated.

Click the GRD POWER switch to ON.


Youll see and hear the cockpit come to life now. When on
battery only the essential systems are powered to conserve
power.
o

Verify that the SOURCE OFF, TRANSFER BUS OFF


and STANDBY PWR OFF lights are all extinguished.

Turn the POSITION lights switch to the STEADY position.

This isnt explicitly stated in the manuals procedures, but these


lights must be on any time the aircraft has electrical power
applied.

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This completes the Electrical Power Up Supplemental Procedure.


Return now to FCOM Vol. 1 page NP.21.1 (page 77 of the pdf version)
and well begin the Amplified Normal Procedures.

PRELIMINARY PREFLIGHT
Now that weve established electrical power to the aircraft, we can
complete the preliminary tasks to ready the cockpit for our flight.
The 737s navigation system relies primarily on two identical Inertial
Reference Systems. These use extremely high precision laser gyros
located in the avionics bay under the cockpit to sense the aircrafts
orientation and motion in 3D space. The FMC uses data from the IRSes
to determine the aircrafts position. This position is further supplemented
by and checked against data from the airplanes integrated GPS
receivers and ground-based VOR radial/DME raw data during the
course of the flight.
In order for all this magic to take place however, we must align the
IRSes. It is extremely important that the aircraft not move in the slightest
during the alignment process.

On the upper overhead panel, rotate both IRS mode selectors


to the NAV position.

Verify that the ON DC lights illuminate and then extinguish


and then verify that the ALIGN lights are illuminated.
The ALIGN lights will begin flashing after 30 seconds
meaning the gyros are aligned but no position has been

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entered we will deal with this in a minute when we enter


our current position into the FMC CDU.
Note that by default weve set the IRS alignment time to be
much faster than it is in real life. The real process takes
around 10 minutes to complete and in the interest of helping
out those impatient simmers out there, we defaulted it to 30
seconds. If youd like the alignment time to be realistic, you
can change this in MENU > PMDG SETUP > OPTIONS >
SIMULATION > IRS OPTIONS. Chose the first option at
LSK 1L, REALISTIC.

Next are a series of miscellaneous checks:

The VOICE RECORDER isnt something that has a tangible


function in Flight Simulator environment so well ignore this line.

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Check the round crew oxygen pressure gauge on the upper


overhead and ensure that its within the allowable range for this
flight. A table for this exists in a supplementary Boeing manual
that is not included with the 737NGX, so you can assume for all
intents and purposes that the pressure is sufficient.

Check the OIL QTY percentage on the lower engine display unit
(DU) that is just forward of the thrust levers. Neither engine
should read RF for refill. It is normal for there to be a
difference between the two engines however.

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Press the MFD SYS button above the upper engine DU. Look at
the lower engine DU and verify that the hydraulic fluid quantity
in both the A and B systems are normal and do not read RF
for refill.

Press the MFD ENG button to get back to the engine display.

On a real aircraft you would now check the maintenance papers for this
particular aircraft like the minimum equipment list (MEL) to see if
anything is currently inoperative or INOP in industry lingo. This isnt
applicable here, so well skip this step.

The FLIGHT DECK ACCESS SYSTEM switch referred to on the


next line is not modeled in a realistic fashion in the PMDG
737NGX. We did this specifically because its a critical security
system on the real aircraft that no one besides real flight crews
need to know how to operate. Ignore this line for now.

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Check for the presence of the crash axe and fire extinguisher,
which can be viewed in their normal storage locations in the
virtual cockpit. The extinguisher is located behind the FOs seat
and the crash axe is located behind the jumpseat near the
cockpit door. The escape ropes and other items are stored in
the closet near the cockpit door and are not visible.

Verify that the PSEU and GPS lights on the upper overhead are
extinguished.

The Proximity Switch Electronic Unit (PSEU) monitors the


position or state of certain components such as the flaps, gear,
spoilers, doors and so on and is involved in items such as
takeoff configuration warnings and the gear position indicator
lights.
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The PMDG 737NGX is not equipped with the GNSS Landing


System (GLS) option, so skip the next two lines in the manual.

Verify the SERVICE INTERPHONE switch on the upper


overhead is OFF.

Verify that the REVERSER 1 and 2 lights are extinguished and


the two EEC switches under the plastic guards are ON on the
upper overheads engine section.

Verify that the PASSENGER OXYGEN switch guard is closed


and the PASS OXY ON light is extinguished.
Be very careful here not to open the guard and flip the
PASSENGER OXYGEN switch this will deploy the oxygen
masks in the cabin. If you accidentally do that this airplanes not
going anywhere today and neither are you!

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Verify that the three backup LANDING GEAR indicator lights on


the upper overhead are illuminated green.

Verify that the FLIGHT RECORDER switch guard is closed,


which sets the switch underneath to NORMAL.

Circuit breakers and the manual gear extension access door


are not modeled in the PMDG 737NGX, so ignore the next
three lines in the manual.

The ground crew wont be checking the brake wear indicator


pins today so theres no need to set the parking brake while
were still chocked at the gate.

ROUTE OVERVIEW
Lets now review the route before we move on to programming the
FMC.
Our route is:
LUNI1S.EDUPO.UZ738.MISGO.UZ741.GMH.UL603.TESGA.UZ729.
BOMBI.T104.XERUM.UM867.BAVAX.Z106.MANAL.M736.TULSI.TULS3A

This is exactly like the route we used in Tutorial #1 except it has quite a
few more airway segments in the enroute portion.
Well be departing Schiphols Runway 24 via the LUNIX 1S SID, which
ends at a departure gate fix called EDUPO that funnels traffic out of
the terminal area. From there we follow airway UZ741 to the MISGO
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intersection fix, airway UZ741 to the Germinghausen (GMH) VOR,


airway UL603 to the TESGA intersection fix, airway UZ729 to the
BOMBI intersection fix, airway T104 to the XERUM intersection fix,
airway UM867 to the BAVAX intersection fix, airway Z106 to the MANAL
intersection fix and finally airway M736 to the TULSI intersection fix,
which is also the transition point onto the TULSI 3A STAR into
Innsbruck. The TULSI 3A terminates at the Rattenberg NDB (RTT),
which is where well begin the LOC/DME East approach procedure.
Our flightplath crosses The Netherlands, Germany and then into
Austria.
Our alternate on this flight will be EDDM Munich, Germany about 50
nautical miles to the northeast of Innsbruck.
The charts for the SID, STAR, Approach and the special circle to
land procedure are all included at the end of this document.

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FMC PREFLIGHT
Lets continue with the Amplified Normal Procedures. Pan down to the
captains FMC CDU, which should be on the IDENT page.

Verify that the aircraft type, engine thrust rating, and the
NAVDATA cycle and active date range are correct.

Were flying a 737-800WL, we have 26K engines, and the 1108 AIRAC
and its active date range is correct. (again, remember were doing this
for the purpose of the tutorial, if you see a NAV DATA OUT OF DATE
message at any time, just clear it with the CLR key)

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Press LSK 6R to go to the POS INIT page.

Verify that the current date and time at LSK 5L are correct.
Note that the time is shown in zulu (aka GMT).

Type EHAM into the scratchpad and line select it into LSK 2L.
This gives us the coordinates for the airports center at LSK 2R.

Notice the ENTER IRS POSITION message in the scratchpad. We now


need to give the IRSes our current position to align on. There are
several acceptable ways of doing this including using the airports
center coordinates from this page, the airplanes current GPS
coordinates and getting the gates coordinates from the airports charts
and typing them in manually. In this instance well use the GPS position
as its more accurate than using the center of the airport.

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Press the NEXT PAGE button to go to the POS REF page.

Verify that the GPS L and GPS R positions agree and then
press the left side LSK next to either one to copy the
coordinates into the scratchpad.

Press PREV PAGE to go back to the POS INIT page.

Line select the copied coordinates into LSK 5R.


Youll now see the PFD and ND change to show the normal
aligned symbology.

Clear the DUAL FMC OP RESTORED message with the CLR


key. This message is a result of going from battery power to the
full ground power since only one FMC functions while on
battery.

Well now move on to entering and initializing the lateral route.


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Press LSK 6R to go to the RTE page.

EHAM is automatically in the scratchpad due to entering it on


the POS INIT page line select it into the ORIGIN field at LSK
1L.

Type LOWI and insert it into the DEST field at LSK 1R.

Type PMDG738 and insert it into the FLT NO. field at LSK 2R.
The completed RTE page 1 should look like this:

Well now enter the runway and SID since we already know what theyll
be. The procedure in the manual has the enroute portion entry happen
first, which is also perfectly normal. In real life you often dont know
exactly which runway and SID youre going to get until you talk to the
Clearance/Delivery and Ground controllers, so doing it that way allows
you to have most of the route entered and then select the runway and
SID when theyre actually assigned to you.
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Press the DEP ARR button to go to the DEP/ARR INDEX page,


then press LSK 1L for the EHAM DEPARTURES page.

Press NEXT PAGE then PRESS LSK 3R to select Runway 24.

Press NEXT PAGE and then LSK 1L to select the LUNI1S SID.
The page should look like this:

Next well enter the enroute portion of the route.

Press LSK 6R to go to back to the RTE page 1.

Press NEXT PAGE to get to RTE page 2, where we enter


airways.

Enter the first airway, UZ738 into the VIA column at LSK 2L.
Were going to use a cool shortcut now to enter the rest of the
airways.

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When you have a series of connected airways like this, you can
actually just enter the airway names alone sequentially into the
VIA column. The FMC is smart enough to know what the
common waypoint is between each pair and its automatically
entered. This saves a ton of time on routes with a lot of airways
like this one.

Enter UZ741 into the VIA column at LSK 3L below UZ738.


MISGO automatically appears in the row 2 TO column.

Enter the rest of the airways in the VIA column


o
o
o
o
o
o

UL603
UZ729
(press NEXT PAGE to get to a new route entry page)
T104
UM867
Z106
M736

Complete the final segment by typing TULSI and entering it into


the TO column at LSK 4R across from M736.

Now well enter the STAR and approach. Again, in real life this would
probably be done in the air before descent because you often dont
know which STAR, approach, and landing runway ATC will assign you
until you talk to the last center controller and the first approach controller
later in the flight.

Press DEP ARR to get to the DEP/ARR INDEX page, then


press LSK 2R for the LOWI ARRIVALS page.

Press NEXT PAGE and then press LSK 1L to select the


TULS3A STAR.

Press LSK 1R to select the LLZ 26 approach, which is the


navdatas name for the LOC/DME East procedure.

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Press LSK 3R to select the Rattenberg (RTT) transition for the


approach. This links the approach up to the STAR with no route
discontinuity.
The page should look like this when done:

We now need to check the route for accuracy on the LEGS page.

Press the LEGS button.

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As in Tutorial #1, theres a couple small issues with the coding of the
SID procedure in the navdata vs. what the charts indicate. Lets fix that.

Type 220B/ and enter it at LSK 2R the EH008 RNAV fix on


the chart is actually a MAX 220 knots restriction, not a hard
mandatory 220 knots.

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We also want to cross Rattenberg (RTT) at exactly 9500 feet to


decelerate, configure our flaps and gear and prepare for the steep
descent part of the approach.

Press NEXT PAGE until you see page 5/9.

Type 9500 and line select it at LSK 4R across from RTTNB,


replacing the soft 9500 at or above restriction thats there.

Note the navdata often adds NB after waypoint names that


are NDBs in terminal procedures. The NDB is actually called
RTT but the CDU will show it as RTTNB.
Everything else in the route looks good.

Press LSK 6R to ACTIVATE the route, then press the


illuminated EXEC button to execute it.

We now need to initialize the FMCs performance data.

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You may be wondering why we havent set the aircrafts fuel load yet.
The reason is that were going to use the FMC itself as a fuel planner of
sorts to figure out the right amount to load or unload. In real life, airline
dispatchers use very sophisticated software that effectively has the
aircrafts performance data and path solver integrated into the
application. Boeing produces a document called the Flight Planning &
Performance Manual that contains tables upon tables that describe this
data. This data was used in creating the PMDG 737NGX, but we
werent allowed to include the FPPM unfortunately.
For these reasons the most accurate method with an addon like this is
to move the fuel planning to later on in the preflight process so that we
can use the FMCs own predictions to arrive at a value to use.
It is true that in real life youd usually get the fuel values on the dispatch
papers and the aircraft would be fueled prior to preflight, but this is just
the work-around we have to use in the simulation environment to get
accurate predictions. Well get to the fuel planning in a minute.

Press INIT REF to get to the PERF INIT page.

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Enter the Zero Fuel Weight (ZFW) using the shortcut we


learned about in Tutorial #1 click once on LSK 3L to copy the
current value to the scratchpad, then click LSK 3L to enter it. It
should be somewhere around 122.6 or 122.7 lbs. (55.6 or 55.7
kgs)

Since were flying an airplane with aspirated TAT probes, verify


that TO for takeoff appears on the upper engine DU.

For now, enter 5.0 lbs (2.3 kgs) for fuel RESERVES at LSK 4L.
(Well change this in a bit when we figure out the actual fuel
load needed.)

Lets use a slightly higher COST INDEX for this flight than we
used in Tutorial #1 enter 36 at LSK 5L.

Enter our cruise altitude of FL390 at LSK 1R


Notice that the TRIP figure on the left half of the LSK 1L cruise
altitude field says something between FL395 and FL401 this
is the minimum cost altitude for this route at the weight and CI
weve selected. Normally you would want to get as close as you
can to this altitude, which is FL390 in this case for our direction
of flight. Do note however that sometimes ATC will have a
reason for making you file a lower cruise altitude this can and
does happen.

Enter 360/0 into LSK 2R since we have no wind in the


simulator.
If you are using wind, go to the weather addendum at the end of

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this document where this entry is explained in detail.

Leave the temperature fields at 4R and 5R alone.


Again if youre using weather, these entries are explained in the
addendum.

Enter 3000 into the TRANS ALT field at LSK 5R, which is
EHAMs transition altitude.

The completed PERF INIT page should look like this:

Press the illuminated EXEC button to execute the performance


data.
Notice that we now get a USING RSV FUEL message in the
scratchpad this means that wed be below our current 5000lb
(2268kg) reserves limit on arrival to Innsbruck if we took off with
our current fuel load. We would be forced to divert or declare an

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emergency not good!

Clear the USING RSV FUEL message with the CDUs CLR key.

Lets take care of the fuel planning situation now to resolve this.

FUEL PLANNING
First off, if you arent interested in learning this detailed procedure, a
good simple estimate is to take the length of your flight and then add
around 2200 lbs (1000 kg) per 100nm. Then add around 5500 lbs (2500
kg) for reserves.
This flight is around 450 nm, so there are effectively 4.5 100nm legs.

4.5 x 2200 lbs = 9900 lbs


(4.5 x 1000 kg = 4500 kg)

9900 lbs + 5500 lbs = 15400 lbs


(4500 kg + 2500 kg = 7000 kg)

Remember that this is just an estimate and can be significantly wrong


on flights involving a long distance to the alternate.
Lets now continue with the detailed procedure you may want to pause
FSX while we go through these calculations.
Were going to break the fuel calculations up into two basic parts the
main route of the flight from Amsterdam to Innsbruck and then the
potential diversion from Innsbruck to our alternate in Munich, Germany.
The formula for the main route is:
Trip fuel + contingency fuel + taxi fuel + extra
The formula for the alternate diversion route is:
Trip fuel + contingency fuel + holding fuel

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Add the results of these two parts together, round up to the nearest 500
lbs or kg and well have the amount we actually want loaded in the
airplanes tanks.
MAIN ROUTE:
TRIP FUEL:
This is how much fuel we actually need in the air from EHAM to LOWI.
Well get this from the FMC PROGRESS page and a bit of basic
arithmetic.

Press the PROG key to bring up the PROGRESS page.

Were concerned with the 4th and 5th rows here. Line 4 is
telling us our distance to go (DTG), predicted arrival time and
predicted remaining fuel at LOWI. Line 5 shows us our current
total fuel on the right side.
Arriving at accurate predictions for these numbers is one of the
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most complicated programming tasks we have in creating an


addon like the PMDG 737NGX. The FMC in effect simulates the
whole flight mathematically, taking into account the changes in
fuel flow, drag and so on throughout each phase of the route.
Takeoff and climb use more fuel than cruise or descent do the
FMC knows all of this specific to the engine limits for this actual
flight. This is why a simple fuel planner that operates on an
average fuel flow number wont come up with completely
accurate predictions for you.
After my particular run of Tutorial #1s flight, according to the FMC I
arrived shut down at the gate in Amsterdam with 9600 lbs (4354 kg) of
fuel in the tanks.
Your value may differ slightly, but it doesnt really matter. What matters
here is the process were using, not the exact numbers. You can adapt
this process to any flight you do.
Note - the FMC displays fuel quantities in multiples of 1000:
9.6 * 1000 lbs = 9600 lbs
(4.4 * 1000 kg = 4400 kg)
Note 2 the FMCs total fuel number is often overstated by an average
of 200lbs or so versus the true amount displayed on the upper engine
DU fuel gauge. This is a realistic quirk of the real airplane that weve
modeled in the PMDG 737NGX. It is not a concern in these calculations
however because all of the FMC fuel numbers are overstated by the
same factor itll work out the same when we arrive at a total amount to
load.
This small variable difference could make the total at LOWI or at EDDM
off by one or two hundred pounds with respect to the numbers Im using
here. If this is the case, just adapt the new number into the calculations.
The total fuel we load at the end after rounding up should not actually
change due to this.

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Take the total fuel at LSK 5R and subtract from it the predicted
destination fuel at LSK 4R. For my specific flight these numbers
were 9.6 and 3.2 lbs. (4.4 and 1.5 kg)
9600 lbs - 3200lbs = 6400 lbs base trip fuel
(4400 kg 1500 kg = 2900 kg base trip fuel)

There are also a couple trip fuel corrective factors that need to be added
for this particular flight:
Use of flaps with the gear down adds around 132 lbs (60 kg) per minute
more. Well be in this condition for around 5 minutes earlier than normal
as we begin the approach.

132 lbs * 5 = 660 lbs flaps and gear down correction


(60 kg * 5) = 300 kg flaps and gear down correction)

We also need to account for the possibility of doing a go-around and


missed approach. The standard correction added is 286 lbs (130 kg) to
account for a go-around.
Both of these corrective factors come from the FPPM.
So, our final values for trip fuel are:

6400 lbs + 660 lbs + 286 lbs = 7346 lbs trip fuel
(2900 kg + 300 kg + 130 kg = 3330 kg trip fuel

CONTINGENCY FUEL:
This is a legal requirement for airline flights and is defined as 5% of the
trip fuel. This accounts for things like ATC vectoring, being assigned
non-optimal altitudes and so on.

Multiply our trip fuel by 0.05


7346 lbs * 0.05 = 367 lbs contingency fuel
(3330 kg * 0.05 = 167 kg contingency fuel)

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TAXI FUEL:
This is an estimate of the fuel thats going to be used by the APU and by
the engines while taxiing. The standard figures used on almost every
NG flight in real life are 30 minutes APU time and 10 minutes taxi time.
The APU burns around 4 lbs (1.8 kg) per minute. Two engine taxi burns
around 27 lbs (12.2 kg) per minute)

4 lbs * 30 = 120 lbs APU


(1.8 kg * 30 = 54 kg APU)
27 lbs * 10 = 270 lbs taxi
(12 kg * 10 = 122 kg taxi)
120 lbs + 270 lbs = 390 lbs taxi fuel
(54 kg + 122 kg = 176 kg taxi fuel)

EXTRA FUEL:
This is where your decision making as the captain comes into play.
There is no set number for how much extra fuel you need, but for this
route there are several obvious practical concerns we need to account
for.

The LOC/DME East approach thats currently loaded into the


FMC is set up to land on Runway 26, but well be breaking off
from it to circle around and land on Runway 8. This uses extra
fuel. You always want to plan for the worst case scenario as far
as the distance youll need to go in the terminal area the
winds could change and ATC can always assign you an
approach that causes you to have to circle around to the
opposite side of the airport that you planned on.
Well add 1000lbs (454 kg) extra to account for the circling
approach.

The LOWI approaches are very challenging and theres a very


real chance you may have to go-around and execute the
missed approach procedure, which involves a high thrust climb

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and circling back to try again.


Well add 573 lbs (260 kg) extra to account for the possibility of
extra go-arounds. This number comes from the FPPM.
Its also quite possible that a hold over RTT may be required if theres
weather at LOWI. To account for this well add 30 minutes of hold fuel.

Holding uses around 84 lbs (38 kg) per minute. (assumes best
hold speed at 1500 feet above ground level)
84 lbs * 30 = 2520 lbs hold fuel
(38 kg * 30 = 1140 kg hold fuel)

Our total extra fuel is thus:

1000 lbs + 573 lbs + 2520 lbs = 4093 lbs extra


(454 kg + 260 kg + 1140 kg = 1854 kg extra)

Our total main route fuel requirement thus is:

7346 lbs + 367 lbs + 390 lbs + 4093 lbs = 12196 lbs main
route fuel
(3330 kg + 167 kg + 176 kg + 1854 kg = 5527 kg main route
fuel)

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ALTERNATE DIVERSION ROUTE:


TRIP FUEL:
This is how much fuel we actually need in the air to fly the missed
approach at LOWI and go directly to EDDM. For this were going to use
a page you may not have seen before ALTERNATE DESTS. Press
INIT REF, then press LSK 6L to get to the INDEX.

Press LSK 3R to get to the ALTERNATE DESTS page.

The ALTN DEST page allows you to plan diversion routes to a


number of airports by inserting their ICAO identifiers. It will tell
you how far the alternate is either direct from your current
position or via the destination missed approach procedure. In
this case were concerned with what the results are if we have
to divert after a go-around and missed approach.

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Type EDDM into the scratchpad and insert it at LSK 1L.

Without any modifications this entry shows that were going to


an alternate (ALTN) of EDDM, via direct (D) from our current
position, theres 358nm distance to go (DTG), our estimated
time of arrival and the estimated fuel burn to get there.
We dont want to know what itll take to go direct from our
current position though, we want to know what itll take to go
from LOWI to EDDM in the event the weather is bad and we
need to go-around and divert.

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Press LSK 1R to go to page 2.


(you can also press NEXT PAGE but the right LSKs act as
shortcuts if you have more than one alternate entered in)

Press LSK 5L to switch to calculating the alternate via the


MISSED APP.
Notice now that all the fields change to reflect values that take
the whole flight to Innsbruck followed by a missed approach and
diversion to Munich into account.

Were going to increase the altitude to FL140 (14000) feet since we


cant actually fly at the optimal altitude of 13622 feet. Wed normally
want to go to the highest altitude without going over the best cost trip
altitude, which for this diversion would be FL120, but in this case were
going to go up to FL140 so that were absolutely ensured terrain
clearance. The highest mountain in the Austrian Alps is about 12500
feet high.
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Enter 14000 into the TRIP ALT field at LSK 1R.

Now we can calculate our alternate trip fuel:

Subtract the predicted fuel at EDDM - 2200 lbs (998 kg) from
the PROG pages predicted fuel at LOWI - 3200 lbs (1451 kg).
3200lbs - 2200lbs = 1000lbs alternate trip fuel
(1451 kg 998 kg = 453 kg alternate trip fuel)

CONTINGENCY FUEL:
This is a legal 5% requirement for the alternate as well.

1000 lbs * 0.05 = 50 lbs contingency fuel


(453 kg * 0.05 = 23 kg contingency fuel)

HOLD FUEL:

Its also a legal requirement that we carry fuel to account for 30


minutes in a holding pattern during the diversion to EDDM.
Holding uses around 84 lbs (38 kg) an hour. This assumes best
hold speed at 1500 feet above ground level.
30 * 84 lbs = 2520lbs hold fuel
(30 * 38 kg = 1140 kg hold fuel)

Our total alternate diversion route fuel requirement thus is:

1000 lbs + 50 lbs + 2520 lbs = 3570 lbs alternate diversion


route fuel
(453 kg + 23 kg + 1140 kg = 1616 lbs alternate diversion
route fuel)

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We can now calculate the total by adding the two parts of the route
together:

12196 lbs + 3570 lbs = 15766 lbs


(5527 kg + 1616 kg = 7143 kg)
Round up to the nearest 100lbs or kg and we have 15800lbs
(7200 kg) total to load.

On the captains CDU, press MENU, then FS ACTIONS, then


FUEL.

Enter 15800 (7200 kg) into the TOTAL LBS field at LSK 1L.

Press INIT REF to return to the PERF INIT page.


Notice that the TRIP optimal altitude has gone down to FL393
or somewhere close to there now as a result of the additional
weight from the fuel.

Enter our true RESERVES figure into the LSK 4L, which is the
total fuel needed for our alternate diversion route. (hold + trip)
This is rounded up to the nearest tenth and represents fuel x
1000lbs.
In my case the number is 3.6 lbs (1.6 kg) but yours may vary
depending on what your exact calculation for the alternate
diversion is.
Note the reserves calculation will be different on ETOPS
flights. What is shown here is only valid for normal non-ETOPS
flights.

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The finished PERF INIT page should now look something like this:

From this point forward, if you get to the point where you see a USING
RSV FUEL scratchpad message during the flight, you MUST legally
divert to Munich or declare an emergency at Innsbruck. The diversion is
obviously preferable in this case - youll have some explaining to do for
the authorities if you declare an emergency!
One final item to talk about relating to fuel planning the PERF INIT
page has a field at LSK 2L called PLAN/FUEL. This effectively allows
you to enter in a different amount of fuel youre planning to actually have
onboard so that we can get even closer values for our takeoff V speeds.
Its normally used (as mentioned in the manual) when refueling hasnt
been completed yet to use the correct weight value for the performance
calculations, but play around with inserting different fuel numbers here
and you can see the effect it has. It changes the gross weight, trip
altitude, and so on.
Congratulations, youve just planned and loaded fuel for this flight using
similar logic real world dispatchers and pilots would use!
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TAKEOFF PERFORMANCE CALCULATION


Well now continue with the final few FMC preflight steps. Calculating
accurate numbers for the takeoff thrust and flap settings involves the
use of a tool called TOPCAT, as mentioned earlier. If you dont have the
tool you can skip to the end of this section and still get the values to use
for this particular flight.

Start TOPCAT.

We first need to add an aircraft that represents our airplane.

Press the Add button on the right side.

Type N738PM in the registration box.

Select Boeing 737-800 in the Type dropdown.

Select PMDG Mixed Class in the Configuration dropdown.


Note this profile is actually for our older FS9 version of the
737NG, TOPCAT does not yet have a dedicated profile for the
PMDG 737NGX. The calculations however are still valid and
correct because they come from the same source. You should
not use TOPCAT to load any payload or fuel load it via the
FMC. Were just using TOPCAT to get the correct thrust
settings.

Check all three boxes under Thrust Policy. This allows us to use
both fixed derates and assumed temperature numbers alone or
in combination with each other.
Our old FS9 version of the 737 didnt have the fixed derate
option and thats why theyre unchecked by default here when
you first select the PMDG Mixed Class profile.

We do not want to select an aircraft.cfg file because we wont


actually be using TOPCAT to load the aircraft.

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If youre using metric weights you can select kilograms in the


Weights dropdown.

Select hectopascal for the pressure unit since were flying in


Europe. You can change this to inHg later if you like for flying in
the US.

The window should now look like this:

Press save and well have our aircraft in the window now.
Select it by clicking on it.

Press the Take-Off button with the red icon at the top of the
screen.

Type EHAM into the Airport field and select Runway 24 from the
Runway dropdown list.

Enter 000/00 in the Wind field.

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Enter +16 into the Temperature field

Enter 1013 into the Pressure field.


You would enter the actual values for the wind, temperature and
pressure if you were using weather.

Enter your expected takeoff GW from the PERF INIT page into
the Take-Off Weight field. This is our predicted takeoff weight
after using the PLAN feature in the FMC. For me, this was
138600 lbs (62868 kg).

The other settings can all be left on their defaults.


The page should now look like this:

Press the Compute button at the lower right side of the window.

The bottom row of the results that appear is the minimum allowed thrust
for this takeoff and this is what well use.
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This should be Flaps 1, a TO2 fixed derate and a 44C assumed


temperature.

Back in the cockpit, press LSK 6R to go to the N1 limit page,


where well begin entering these values in.

Press LSK 4L to select TO-2.

Type 45 and enter it into LSK 1L to enter in the 45 degree C


assumed temperature.

CLB-2 will be automatically selected when you do this.

Press LSK 6R to get to the TAKEOFF REF page.

Press NEXT PAGE


Paradoxically, you make entries to TAKEOFF REF page 2
before page 1.

We need to talk a bit about the departure procedure now. Amsterdam


Schiphol (along with many other airports around the world) uses a
special noise abatement procedure for their departures and climbs.
These are used when there is a populated area that is very close to the
airport on the departure path. This procedure requires us to climb at
V2+20 knots, reduce thrust to the climb setting at 1500 feet, and then
continue at V2+20 until 3000 feet. This allows us to gain altitude quickly
per unit of distance over the ground to lessen the noise effect of our
engines on the residents below. After 3000 feet we can accelerate
normally and retract our flaps.
Setup for this is done on the TAKEOFF REF page 2:

Type 3000 and line select it into the ACCEL HT field at LSK 4L,
replacing the default 1500.
The plane will now climb to 3000 feet before accelerating
normally.

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We dont need to adjust the REDUCTION altitude because its


already set to 1500 feet by default and thats what our
procedure needs.

The EO ACCEL HT (engine out acceleration height) field at LSK


4R needs to be changed to 1000, as is standard at EHAM.

All runways in FSX are (unfortunately) flat, so enter 0 into LSK


2L for the runway slope.

Enter 360/0 in the RW WIND field at LSK 1L, because were not
using wind. (If you are using weather, this is explained in the
addendum at the end of the document)

The other options on this page can be left at their defaults unless youre
flying with weather, in which case youd input the runway conditions and
wind. Yes, this actually does affect the calculations!
The page should now look like this:

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Press PREV PAGE to go back to TAKEOFF REF page 1.

Enter 1 into the FLAPS field at LSK 1L.

Click LSK 3L twice to automatically insert the center of gravity


(CG) percentage and obtain our takeoff trim setting.

Click LSKs 1R, 2R, and 3R to transfer the V speeds to the PFD.
For me they were 144, 145 and 147.

Press the DES button, then LSK 6L to go to the DES


FORECASTS page.

Enter FL040 at LSK 1L this is the EHAM transition level in


case of a return to the airport after takeoff.
If you recall from Tutorial #1, this is usually the airports
transition altitude + 1000 feet. EHAMs is 3000, so add 1000
and we get FL040.

Were now done with the FMC preflight!

Skip ahead to page NP.21.10. (page 86 in the PDF)


The pages between the end of the FMC CDU preflight and the
start of the first officer preflight contain the procedures used in
the physical walkaround inspection of the airplane. This isnt
very practical to do in FSX, but if youd like to try feel free to do
so by using the procedures and a tool such as EZdok Camera
Addon that lets you walk around in first-person view.

COCKPIT PREFLIGHT FLOWS


Were now going to do the rest of the captains and first officers preflight
items. These sequences or flows as theyre called in the industry look
very long when written out like this but they can actually be completed
very quickly once you have the proper positions for all the items
memorized.
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Well do the first officers flow first notice when doing this that it follows
a loose pattern if you divide the lower overhead up into four vertical
strips.
The first few items are on the upper left panel of the lower overhead.

Verify that the FLT CONTROL A and B have their switch guards
closed and thus the switches themselves ON.

Verify that the SPOILER A and B switches below the FLT


CONTROL ones have their switch guards closed as well.

Turn the YAW DAMPER switch ON and verify the light


extinguishes.
Note If youre in the normal captains seat VC view and you
cant see the YAW DAMPER switch due the HGS projector
housing blocking it, you can left click the projector housing to
move it out of the way.

Verify that the STANDBY HYD LOW QUANTITY and LOW


PRESSURE lights are extinguished.

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Verify that the STBY RUD ON light is extinguished.


This light is only present on an RSEP aircraft, which the PMDG
737NGX is. RSEP is the Rudder System Enhancement
Program, which was introduced in 2003 as a redesign of the
system that actuates the rudder. This was done in response to
a history of uncommanded rudder hardover incidents on 737
series aircraft.

Verify that the red ALTERNATE FLAPS switch guard is closed


and that the white position switch to the right of it is OFF.

Verify that the FEEL DIFF PRESS, SPEED TRIM FAIL, MACH
TRIM FAIL and the AUTO SLAT FAIL lights are all
extinguished.

Move directly down the left side of the overhead to the NAVIGATION
and DISPLAYS panel for the next few items.

Verify that the VHF NAV, IRS TRANSFER and FMC


TRANSFER switches are all in NORMAL.

Verify that the SOURCE selector is in AUTO and the CONTROL


PANEL switch is in NORMAL.

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Now move down the left side of the overhead again to the FUEL panel.

Verify that the ENG VALVE CLOSED and SPAR VALVE


CLOSED lights are illuminated.

Verify that the FILTER BYPASS lights are extinguished.

Verify that the CROSSFEED selector is closed and the VALVE


OPEN light is extinguished.

Verify that all six FUEL PUMP switches are off and the center
tank LOW PRESSURE lights are extinguished and the main
tank LOW PRESSURE lights are illuminated.

INTENTIONALLY LEFT BLANK

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Now lets move to the electrical panel immediately to the right of the fuel
panel:

Verify that the BATTERY switch guard is closed.

Verify that the CAB/UTIL and IFE/PASS SEAT switches to the


left of the battery switch are ON.

Verify that the STANDBY PWR OFF light is extinguished and


the STANDBY PWR OFF, BAT DISCHARGE, TR UNIT and
ELEC lights are all extinguished.

Verify that the red generator drive DISCONNECT switches are


closed and that the DRIVE lights are illuminated
Note *never* deliberately turn the drive DISCONNECT
switches off unless instructed to by the QRH during a failure
situation. Disconnecting the generator drives is an action that
can only be repaired by maintenance crews on the ground. It
physically disconnects them inside the engine.

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Move down to the generator control part of the electrical panel:

Verify that the BUS TRANS switch has its guard closed, putting
it in AUTO, and that the TRANSFER BUS OFF, SOURCE OFF
and GEN OFF BUS lights are illuminated.

Well now test the engine and APU fire detection and warning system in
preparation for starting the APU this is a two part process that is done
down on the pedestal just behind the thrust levers.

These tests only need to be run on the first flight of the day.
Note - in real life it is extremely important to notify the ground personnel
around the airplane before you run these tests. A loud APU fire alarm
rings on the exterior of the aircraft during the test and the ground crew
are trained to pull an external fire extinguisher lever located in the main
landing gear bay when they hear this alarm unless theyve been told in
advance that a test is in progress. If this lever is pulled, the APU will be
destroyed by the extinguisher process and your time as a pilot at your
airline will probably come to an end.

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Verify that both white OVHT DET switches are in the NORMAL
position.

Verify that the 1, APU, and 2 FIRE handles on the pedestal just
behind the thrust levers are in their IN (not pulled) position.

Left click the TEST switch and hold it in the FAULT/INOP


position.
While continuing to hold down the left mouse button, move the
mouse off of the switch and then let go of the button. The switch
will maintain its held position, allowing you to pan the view and
click other switches.

Verify the following items:


o

The amber MASTER CAUTION lights and OVHT/DET


annunciator messages are illuminated on both the
captains and first officers glareshields.

The FAULT and APU DET INOP lights both illuminate


to the right of the engine #1 fire handle.

Left click the TEST switch to spring it back to the center


position.

Now right click the same TEST switch and hold it in the
OVHT/FIRE position.
As before, move the mouse off of the switch while holding it

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down and then release it.

Verify the following items:


o

The aural fire warning bell sounds.

The red lights inside the pedestal 1, APU and 2 FIRE


handles are illuminated.

The WHEEL WELL light is illuminated.

The red master FIRE WARN light, amber MASTER


CAUTION light the OVHT/DET annunciator message
are illuminated on both the captains and first officers
glareshields.

Push the red master FIRE WARN light on the captains


glareshield and verify the following:
o

The master FIRE WARN lights on both glareshields


extinguish.

The aural fire warning bell has stopped.

Verify that the 1, APU, 2, ENG 1 OVERHEAT, ENG 2


OVERHEAT and WHEEL WELL lights all stay
illuminated.

Well now test the engine and APU fire extinguisher system.

Left click the EXTINGUISHER TEST switch to the far right side
of the fire handles and hold it in the 1 position. Verify that three
green lights illuminate below the switch.

Right click and repeat the test in position 2.

Its now time to start the APU as were nearing our pushback time. The
APU is a small jet engine that is mounted in the tail cone and it serves

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to provide both electrical power and pneumatic bleed air for air
conditioning and turning the engine cores during the start process.

Turn the left FWD fuel pump on while using the APU. This
ensures that pressurized fuel is always flowing to the turbine.
The FWD pump is chosen because it is easier and less costly to
repair than the AFT pump is. The AFT ones are in the wing
structure and hard for maintenance to get to.

Left click twice on the APU switch at the bottom left-center of


the lower overhead to begin the start sequence.

The start sequence takes about 30 seconds to complete.


Monitor the APU EGT temperature on the round gauge it
should initially spike up to around 800 degrees and then settle
back down to around 400.
The LOW OIL PRESSURE light will illuminate during the initial
EGT rise this is normal.
As soon as the blue and white APU GEN OFF BUS light on the
lower overhead electrical panel illuminates, the APU is ready for
use.

Left click both APU generator switches.


This transfers electrical power from ground power to the APU

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generators.
o

Verify that the SOURCE OFF and TRANSFER BUS OFF


lights are extinguished.

Back to the central lower overhead.

The PMDG 737NGX doesnt have a lavatory SMOKE light, so


ignore this line.

Verify both EQUIPMENT COOLING switches are in NORM and


that the OFF lights are extinguished.

Close the EMER EXIT LIGHTS switch guard, which places the
switch into the ARMED position.
o

Verify that the NOT ARMED light to the left of the switch
extinguishes.

Click the FASTEN BELTS switch once to put it in AUTO or twice


to set it to ON if you want manual control. Whichever one you
use is at your discretion.

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The PMDG 737NGX doesnt have a NO SMOKING switch but


rather a CHIME switch for signaling the cabin crew. Smoking
onboard commercial aircraft is generally banned worldwide and
many aircraft no longer have the switch.

Move to the top of the lower overhead and turn on all four
WINDOW HEAT switches. Verify that the OVERHEAT lights are
extinguished and the ON lights are illuminated.

Note in areas with high outside temperatures such as Phoenix


or Las Vegas in the summer, the Middle East and similar
environments you may actually see the OVERHEAT lights on
and the ON lights extinguished. In these instances it doesnt
indicate a failure and its actually fine to continue.
As an aside, watch the AC AMPS readout on the electrical
system voltage panel to the left of the window heat switches as
you move them between on and off. The reading realistically
changes depending on how many window heat switches are on.
In fact, every electrically powered item on the aircraft affects the
numbers on this panel just as it does on the real airplane.

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Verify that the WING ANTI-ICE switch is off and that the L and
R VALVE OPEN lights above the switch are extinguished.

Verify that both ENGINE ANTI-ICE switches are off and that the
COWL ANTI-ICE and COWL VALVE OPEN lights above the
switches are extinguished.

Verify that the ENG 1 and ENG 2 hydraulic pump switches are
ON and that the ELEC 1 and ELEC 2 hydraulic pump switches
are OFF.

Move to the AIR TEMP panel at the upper right of the lower overhead.

Set the AIR TEMP source selector as needed to see the


temperature in the various zones of the aircraft.

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Verify that the TRIM AIR switch is ON.

Verify that the ZONE TEMP lights are extinguished.

For our purposes AUTO is fine for the three zone temperature
controls CONT CAB, FWD CAB and AFT CAB.

We now need to disconnect the ground power and air conditioning.

On the Captains FMC CDU, press MENU, FS ACTIONS,


GROUND CONNECTIONS.

Press LSK 2L and 4L to remove the GROUND POWER and


AIR CONDITIONING UNIT.

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Move now to the main pneumatic panel on the left center of the lower
overhead panel.

Verify that both the L and R RECIRC FAN switches are in


AUTO.

Set both the L and R PACK switches to AUTO.


We can do this now that the ground air is disconnected and
theres no danger of backflow anymore. Youll hear the rushing
air sound increase slightly.

Verify that the ISOLATION VALVE is OPEN.

Verify that the engine 1, APU and engine 2 BLEEDS are all on
and that the DUAL BLEED light above the L RECIRC FAN
switch is illuminated.

Verify that the PACK TRIP OFF, WING-BODY OVERHEAT and


BLEED TRIP OFF lights are all extinguished.
Note similar to the WINDOW HEAT warnings, the WINGBODY overheat light can illuminate without a failure in high
temperature area of the world.

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Move down to the pressurization panel immediately below the


pneumatic panel.

Verify that the AUTO FAIL and OFF SCHED DESCENT lights
are both extinguished.

Set the FLT ALT to our planned cruise altitude 39000.

Set the LAND ALT to the destination elevation rounded up to


the nearest 50 feet. Innsbruck Runway 8 is 1906 feet, so well
set this to 1950.

Move to the strip of exterior lighting and engine start controls along the
front edge of the lower overhead.

Verify that both the RETRACTABLE and FIXED LANDING


LIGHTS are OFF. (Use the right click shortcut on the gang-bar)

Verify that both RUNWAY TURNOFF lights and the TAXI light
are OFF.

Move the ignition switch to the IGN R position.


The position of this switch is alternated by the crew on each

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flight so that the igniters wear evenly.

The PMDG 737NGX does not have the automatic ignition


option, so verify that both engine start switches are in the OFF
position.

Verify that the LOGO light is OFF. (youd turn this on if it was
nighttime)

Verify the POSITION light is in the STEADY position.

Verify the red ANTI-COLLISION light is OFF.

Verify that the WING light and WHEEL WELL light switches are
OFF. (again at night youd want these ON)

Were going to ignore the next few sections in the FCOM Vol. 1 because
theyre specific to the controls on the first officers side of the airplane
and arent really applicable to a flight being flown by a single pilot sitting
in the captains seat.
Move to page NP.21.21. (page 97 in the PDF) and pan to the central
main instrument panel.

Move the AUTO BRAKE selector to the RTO (rejected take off)
position.
o

Verify that the AUTO BRAKE DISARM light illuminates


and then extinguishes.

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Verify that the ANTISKID INOP light is extinguished.

Verify that the N1 SET and SPD REF knobs to the left of the
AUTO BRAKE switch are both in AUTO.

Move the FUEL FLOW switch to RESET with a right click and
then release the mouse button, allowing it to spring back to
RATE.

Scan both engine DUs and make sure the existing conditions
are shown accurately and that there are no exceedances.

As the PMDG 737NGX were flying is equipped with the Fail


Operational Autoland option, press the C/R (cancel/recall) MFD
button located above the upper engine DU and verify that no
autoland status advisory messages are shown on the upper
engine DU.

Move to the center of the pedestal directly behind the engine and APU
fire handles we now need to test the cargo fire system.

Push the TEST switch and verify the following:


o

The aural fire warning bell sounds.

The master FIRE WARN lights/switches on the


glareshield are illuminated.

Push the master FIRE WARN light/switch on the captains


glareshield and verify the following.

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The master FIRE WARN lights/switches on the


glareshield are extinguished.

The aural fire warning bell no longer sounds.

The FWD, AFT, DETECTOR FAULT, EXTINGUISHER,


and DISCH lights all stay illuminated.

Push the TEST switch to exit the test mode.

Well now set the radios on the pedestal.

As we will not be using any ATC for this flight, we dont need to
worry about setting up the VHF communication radios.

The navigation radios should be set so that we have anything needed


for the SID plus ILS frequencies for possible return runways set in the
standby fields.
We technically do not need any navaids tuned for this departure
because its an RNAV SID that uses the FMCs own position information
as the primary navigation source. It is however always a good idea to
have a raw data sanity check from the ground based navaids available
in a case where the SID overlays a navaid based procedure like this
one does.

Tune the Schiphol VOR (SPL), 108.40 in NAV 1s active field.

Tune the Pampus VOR (PAM), 117.80 in NAV 2s active field.

Tune the Schiphol NDB (NV), 332.0 into the ADFs active field.
We will use these for reference on the ND and RMI (radio
magnetic indicator) during the departure.

Tune NAV 1s standby field to the ILS frequency for EHAM


Runway 27, 111.55.

Tune NAV 2s standby field to the ILS frequency for EHAM


Runway 18C, 109.50.

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These are the two most likely runways wed use if we had to
return to the airport. Runway 24 is used for takeoffs only and
does not have an ILS approach.

Set the transponder to 2200, just as we did in Tutorial #1.


o

Though its not part of the Amplified Normal


Procedures, if youd like to see the TCAS test, press
and hold on the small button on top of the TCAS mode
selector and then drag the mouse off of it and release,
exactly like what we did in the fire tests. Pan the view to
the ND and youll see the test happen followed by an
aural confirmation.

The radios should now look like this:

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Verify that the STABILIZER TRIM override switch at the rear


right of the pedestal has its guard closed.

The remaining items involving adjusting the seat, rudder pedals and
seatbelt/harness are not applicable to the simulator environment and
well skip them.
This concludes the first officers preflight flow. Well now move on to the
captains flow, which starts on the main panel.

Move the LIGHTS switch above the right side of the captains
ND to the TEST position.
o

Look around the cockpit and verify all lights working as


expected.

Move the LIGHTS switch back to the center BRT position.

Now move up to the captains EFIS control panel on the glareshield.

Set the MINS selector to the BARO position. (right)

Set it to 989 feet, which is our engine out acceleration height.


(this accounts for EHAMs Runway 24 being -11 feet MSL) This
will give us a visual representation of that altitude along the
speedtape.

We dont need the FPV or METERS switches today, so well


ignore these items.

Verify that the BARO selector is set to HPA.


o

Set the local altimeter setting if youre flying without


weather, its the standard pressure of 1013. You can
press the B key as a shortcut to set this to whatever the
pressure actually is in the sim at the time if you are
using.

Set the left navaid pointer switch to VOR 1 and the right one to
VOR 2.

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This enables a virtual RMI on the ND that shows us radial and


DME information for both VORs. Youll see the SPL and PAM
VOR names and DME information in the lower corners of the
ND in green. The two VORs are also drawn geographically on
the map with radial lines corresponding to their respective MCP
COURSE settings.

Verify the ND is in MAP mode.

Verify the ND range is 10nm.

Press the TFC button so that we have TCAS traffic displayed.

Move over to the Mode Control Panel (MCP) next.

Set the captains side (VOR 1) course to 106.

Set the first officers side (VOR 2) course to 225.


These are the VOR radials that will serve as a check for us
during the departure procedure.

Turn on the captains flight director (FD), followed by the first


officers.
o

Verify that the Captains FD is selected as master via


the green MA light above the switch.

Verify the bank angle selector is in the 25 degree position (one


click to the left of fully right).
Note that this only applies in HDG SEL mode.

Verify that the autopilot DISENGAGE bar is UP.

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Pan the view down and to the left from the captains seat until you can
see the crew oxygen system.

Press the test flap on the left side of the oxygen system.

Verify that you hear air flowing and see a yellow X shape
appear in the rubber flow indicator above the flap.

Push the red circular EMERGENCY/TEST selector in the center


of the oxygen system, near the hose, then push and hold on the
test flap again.

Verify that you hear air flowing and see a yellow X shape
appear in the rubber flow indicator above the flap.

Verify that the chronometer to the left of the PFD shows the
same time as the FMC IDENT page. In the PMDG 737NGX
they shouldnt ever be different as the chronometer is slaved to
the FMC, but this can be an issue on older NGs where the two

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clocks are separate.

Verify that the NOSE WHEEL STEERING switch below the


clock has its guard closed.

Verify the MAIN PANEL DISPLAY UNITS selector and the


LOWER DISPLAY UNIT selector at both in NORM.

The PMDG 737NGX doesnt have the TAKEOFF CONFIG or


CABIN ALTITUDE lights, so well skip those items.

Right click the A/P, A/T, FMC disengage light TEST switch on
the main panel above the ND and hold it in the 1 position.
o

Left click the disengage light test switch and hold it in the 2
position.
o

Verify that all three lights, A/P, A/T and FMC are
illuminated in amber.

Verify that the A/P and A/T lights are illuminated in red
and the FMC light is illuminated in amber.

Verify that the STAB OUT OF TRIM light below the disengage
light test switch is extinguished.

Now look at the PFD and ND.

Verify that only the TCAS off flag is shown on the ND.

Verify the following on the PFD:


o
o
o
o

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Roll FMA mode is blank
Pitch FMA mode is blank
AFDS status is FD

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Since our aircraft today has an Integrated Standby Flight Display (ISFD)
instead of analog gauges, well use that section instead of the analog
one.

Verify that the approach mode display is blank with no CDIs


showing.

Verify the ISFD altimeter is in HPA mode and set to 1013. (or
actual pressure if using weather)

Verify that indications are correct and no flags or error


messages are show.

Set both selectors on the analog standby RMI below the ISFD
to ADF.

Move down to the pedestal.

Verify that the SPEED BRAKE level is in its DOWN detent and
verify the following:
o

The SPEED BRAKE ARMED, SPEED BRAKE DO NOT


ARM and SPEEDBRAKES EXTENDED lights are all
extinguished.

Verify the reverse thrust levers are down and stowed.

Verify the main thrust levers are closed. (press F1 to ensure


theyre fully back at the stops)

Verify the flap lever matches the indicated flaps. (up in our case
right now)

Set the parking brake by clicking the lever on the pedestal.

Go back to the CDU GROUND OPTIONS page and remove the


CHOCKS.

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Set the CDU back to the TAKEOFF REF page 1.

Verify that the engine start levers are in CUTOFF (down).

Verify the STABILIZER TRIM cutout switches on the left side


below the flap lever are in NORMAL.

Well now set up the HGS for takeoff according to the HUD Preflight
supplementary procedure on page SP.10.5 (page 227 in the PDF
version).

Lower the HGS combiner by clicking on the hidden clickspot on


the left support post.

Runway 27 is the most likely return runway for us, so well enter
the data for it into the HGS controller on the pedestal.
o

Press the RWY button and enter 11329 for the runway
length.

Press RWY again and leave the altitude at 0.


The runways actual elevation is -12 feet below sea
level but the controller will not accept negative altitude
numbers.

Press ENTER.

Verify that the GS is set to -3.00 degrees.

Verify that PRI mode is active.

Press the CLR key to blank out the HGS display for taxiing.

The radios and the seat and rudder pedal adjustments were already
discussed during the first officer flows.

Run the PREFLIGHT CHECKLIST located on page NC.1 of the


QRH. (page 25 of the pdf version)

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BEFORE START PROCEDURE


The passengers are all on board, the cabin crew is closing the doors
and were almost ready to push and start the engines. A few more
things need to be accomplished first though.

Verify that the flight deck door is closed and the switch on the
back of the pedestal is in the AUTO position.

On a real life flight, the crew would check the performance data
and make any necessary adjustments based on last minute
weight changes. Since we know for sure what were heading
out with though, well skip this since we already did it earlier.

Verify that the N1 limit bugs on the upper engine DU are


correct. In our case they should be around 87.4-87.6%.

Click the MCP AUTOTHROTTLE ARM switch into the ARM (up)
position.

Enter V2 into the MCP SPEED window it should be 147-149


or so. (look on the TAKEOFF REF page)

Arm the LNAV and VNAV modes by pressing their respective


MCP buttons.

Enter our initial heading into the MCP HEADING window, which
will be the runway heading of 239. You can get this from
TAKEOFF REF page 2 in the LSK 2L RW SLOPE/HDG field.

Set the initial climb altitude in the MCP ALTITUDE window,


which at EHAM is FL060. (6000) This is also our altitude
restriction at IVLUT on the SID.

At this point the captain does a short briefing discussing the taxi, takeoff
and departure procedures.

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TAKEOFF/DEPARTURE BREIFING:
Well be taxiing to Runway 24 via taxiways A and E1. It is a very short
taxi.
Takeoff will be with the mandatory noise abatement procedures - takeoff
thrust until 1500 feet AGL, climb thrust until 3000 feet AGL, then
acceleration and flap retraction above 3000 AGL. If we lose an engine
well climb to 1000 feet AGL before accelerating. Our initial cleared
altitude is FL060.
Well climb via the LUNIX 1S departure in LNAV and VNAV following
the procedures RNAV waypoints until EDUPO and then via airways as
filed.

Verify that the exterior doors and flight deck windows are
closed.

In real life wed now obtain our start and hydraulic pressurization
clearances from the ramp controller, but since were not flying with ATC,
well assume we have them.

On the lower overhead, turn all AFT and FWD main fuel pumps
ON.
Leave the two center pumps OFF because we have no fuel in
the center tank .

Turn the ELEC 1 and 2 hydraulic pumps on.


o

Verify that the electric pump LOW PRESSURE lights


have extinguished.

Verify that the brake pressure is a minimum of 2800 psi.

Verify that the hydraulic system A and B pressures are


a minimum of 2800 psi on the lower DU SYS page.
One may be slightly off, this is normal and is a quirk of

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the real life airplane.


o

Press ENG to get back to the engine page.

Turn the red ANTI COLLISION beacon switch ON. This light
should always be on when the hydraulics are pressurized or the
aircraft is moving or about to move in any way.

Set the takeoff trim. It should be around 5.03 in our case. The
value should be present at line 3 on the captains CDU.
o

Verify that this trim value is in the green band.


As with Tutorial #1 its not important that this setting on
the trim scale is 100% exactly what the FMC says, it
just needs to be close to that value.

Verify that the aileron and rudder trim settings on the pedestal
are both 0.

Run the BEFORE START CHECKLIST located on page NC.1


of the QRH. (page 25 in the pdf version)

PUSHBACK PROCEDURE
The PMDG 737NGX contains an integrated pushback feature that well
now use for our pushback from the gate.

On the captains CDU, press MENU, then FS ACTIONS, then


PUSHBACK.

This feature is a wrapper around the default FSX pushback system.


Creating a custom pushback engine is outside the realm of what we do
and there are multiple addons such as Aerosofts Airport Enhancement
Services that already do it very well.
For this reason, the numbers were going to have to use to get a decent
pushback out of this gate are a bit odd. In real life the turn angle would
be a lot closer to 90 degrees, but the FSX system produces such a
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shallow turn during the push that well end up out in the grass if we use
90.

Set the STRAIGHT LENGTH at LSK 1L to 0.

Set the DEGREES at LSK 4L to 30.

The page should look like this:

Press the START prompt at LSK 5L.


Youll now hear a series of voice conversations between
yourself and the ground crew that comprise the pushback
procedure. Youll need to release and then set the parking
brake, so listen for those instructions.
*IMPORTANT* when the ground crew asks you to release
and set the parking brake, you need to actually click the parking
brake handle on the pedestal. If you use your joystick brakes
button it will disarm the AUTO BRAKE RTO mode.

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When the pushback is completed, select the TAKEOFF REF


page 1 on the captains CDU and select the LEGS page on the
first officers CDU.

Were now finally ready to start the engines and get on our way!

ENGINE START PROCEDURE


You can actually begin the engine start sequence while pushback is
ongoing but for the purpose of making everything clear in this tutorial,
weve waited for the push to finish first.

Press the ENG MFD button to bring up the secondary engine


indications on the upper engine DU.

Turn the air conditioning PACK switches on the lower overhead


pneumatic panel OFF.
This is done because the APU cant generate enough bleed
pressure to rotate the engines to the speed they need to be at
to start if the packs are on and siphoning air away.

Press F1 on your keyboard to ensure that the thrust levers are


fully closed in the event that your joysticks throttle is slightly off
calibration. (most are)

Engine #2 on the right side is started first followed by engine #1 on the


left side. The reasons for this are twofold. First the APU uses fuel from
the left main tank and creates a slight imbalance between the left and
right tanks. Starting the right engine first helps use some fuel from the
right tank to account for the imbalance. Second, waiting to start engine
#1 means that theoretically a last second passenger could be boarded
through the forward entry door while the right engine is starting up or
running.

Move the engine #2 start selector into the GND position.


o

Verify N2 RPM increasing.

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When N1 rotation is observed and N2 reaches 25%, click the


engine #2 start lever into the IDLE (up) position to give fuel to
the engine.

At around 56% N2, verify that the engine start switch moves to
OFF when the starter cuts out. There is an audible click when
this happens

Monitor the engines parameters as it accelerates to idle.

Repeat the process to start the #1 engine.

BEFORE TAXI PROCEDURE


Now that the engines are running and stabilized, we need to reconfigure
a few items.

On the lower overhead electrical panel, turn the GENERATOR


1 and 2 switches to ON.
This transfers electrical power from the APU generators to the
engine driven generators.

Turn the probe heat switches at the right top of the lower
overhead on.

We wont need wing or engine anti-ice today (unless youre


using weather and you do), so well leave these off.

Place both PACK switches back in AUTO.

Place the ISOLATION VALVE switch in AUTO.

Turn the APU BLEED switch off.

Turn the APU start switch OFF.

Place the engine start switches in the CONT. position.

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Verify both engine start levers are in IDLE (up).

Set takeoff flaps in our case this is Flaps 1.

Check the motion/travel of the flight controls you can use the
SYS MFD button to show the flight control position on the lower
engine DU to do this.
The PMDG House Livery is equipped with this option, however
not every airline livery is. In that case youll just be relying on
the feel and range of motion in the yoke and pedals.
You want to move the yoke in all directions through its full range
of travel. The same applies to the rudder pedals.

Press the SYS button again to blank out the lower engine DU.

Set the transponder on the pedestal to ALT since EHAM has


ground radar and can track our position while taxiing.

Press the MASTER CAUTION switch on the glareshield and


verify that any annunciations that were present clear. (Youll
have to raise and lower the HGS to do this sim environment
limitation)

Turn the TAXI light ON on the front right part of the lower
overhead.

Run the BEFORE TAXI CHECKLIST located on page NC.2 of


the QRH. (page 26 of the pdf version)

Release the parking brake. Again, make sure you click the
handle instead of using your FS brakes joystick button
command.

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We can now begin our taxi to Runway 24 follow the short red path
indicated on the image below.

While taxiing, use the rudder to steer. Unfortunately FSX limitations


prevent us from realistically simulating the way the nosewheel steering
tiller operates separately from the rudder. Both are linked in the sim at
all times.
Use a small amount of thrust to taxi the airplane should move
reasonably well under idle thrust. The surface coefficient of friction in
FSX is unfortunately higher than it is in real life and this causes the
plane to slow at idle. We did everything we could to mitigate this and in
most cases idle will work fine, but on some longer taxi routes, you may
need to periodically give it some thrust to maintain speed.
Watch for the joystick throttles lower end not returning to full idle during
taxi press F1 on your keyboard (or better yet bind a button on the
throttle to F1 in the FSX settings) to correct an idle thrust setting thats
too high due to this issue.

BEFORE TAKEOFF PROCEDURE

As you enter the runway, set the POSITION lights switch to


STROBE & STEADY.

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Verify that the brakes are released and align the airplane with
the runway centerline.

Set the transponder to TA/RA.

Press CLR on the HGS to display the PRI symbology through


the combiner glass.

TAKEOFF PROCEDURE

Turn the LANDING lights ON with a left click on the gang-bar.

Smoothly advance the thrust levers until N1 is around 40% and


allow the engines to stabilize.

Press the TO/GA switch. (Remember the hidden clickspot for


this is below the captains MCP COURSE knob)
As the autothrottle brings the engines up, push your physical
throttle all the way forward to avoid any issues with the pots
returning you to idle when the A/T mode goes to ARM and
disconnects the servos.
Note if you see a yellow master caution that lights but then
clears quickly as you bring the thrust up for takeoff, this is most
likely another quirk of the real plane weve modeled. Sometimes
the latching system for the overwing emergency exit doors will
fail to fully catch right away during takeoff. As long as the
caution clears, youre fine and can continue the takeoff. If it
remains illuminated then you should abort the takeoff prior to
V1.

Verify that the engines are stable at the takeoff N1 limit.

At VR, rotate smoothly at around 2-3 degrees per second


toward an initial target of 15 degrees nose up.
Use the HGSs takeoff guidance symbology - the dashed line is
your TOGA pitch target. If you rotate too quickly youll see a

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small solid line with two open circles on the ends (not shown in
the screenshot, but you can see it in the FCOM Vol. 2s list of
HGS symbols) this is the tailstrike limit. Under no
circumstances should you rotate past this line on a normal
takeoff.

Upon observing a positive rate of climb, move the LANDING


GEAR handle to UP.

Follow the flight director guidance cue on the HGS to maintain


V2+20.
This is a small circle or donut you want to maneuver the
aircraft so that this circle is inside the flight path vectors larger
circle.

At 400 feet, press CMD A to engage the autopilot.

Remember the sanity checks on the FMC position using the actual
ground based VOR and NDB navaids that we set up during preflight?
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Were coming up on our first one right away the EH005 RNAV fix is
collocated at right around the SPL VORs 4 DME reading while on the
Runway 24 heading. Looking at the SPL DME readout on the lower left
of the ND confirms this when the airplane starts the left turn toward
EH008.

If you look out the left window right now youll see some of those
neighborhoods were trying to avoid bothering with our engines right
now.
When we reach 3000 feet, the aircraft will pitch over and accelerate.

Raise the HGS combiner by clicking on the left window support.

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Press the STD button on the captains EFIS control panel to set
the pressure to standard, were now flying flight levels.

Select 20nm on the ND range knob.

Passing the 1 marker on the speed tape, select FLAPS UP.

Set the AUTO BRAKES switch to OFF

Set the LANDING GEAR lever to the middle OFF position after
retraction is complete.

Set both engine start switches on the lower overhead to OFF.

Were above our engine out acceleration height with no engine


failure present, so press the RST (reset) switch on the EFIS
MINS knob to remove the 989 foot BARO height from the PFD.

Select the LEGS page on the captains CDU for easier


reference and for any potential editing later. Select the PROG
page on the first officers CDU for monitoring.

Run the AFTER TAKEOFF CHECKLIST located on page NC.2


of the QRH. (page 26 of the pdf version)

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Shortly after passing EH008, the aircraft levels out at FL060 to meet the
restriction at IVLUT.
Notice the green 225 degree radial line coming off of the PAM VOR.
This combined with the reading from the ADF is our second sanity
check on the departure. We should be starting our turn toward IVLUT
after crossing the PAM R-225 and well join the course line defined by
the 253 bearing to the Schiphol (NV) NDB, which we can see on the
standby RMI. Both of these match up as we pass them, so we know the
FMCs position is correct.

After passing EH026, lets demonstrate the other feature of the ALT
INTV button that was talked about but not used in Tutorial #1.
What would normally happen here even if we rolled the MCP ALTITUDE
up to a higher level is that the plane would remain level in VNAV PTH
until it passed IVLUT, at which point it would automatically resume the
climb.
Now, pretend traffic is light and ATC just gave us a climb clearance that
eliminates the restriction at IVLUT.
Precision 738, climb and maintain flight level 230.
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Roll the MCP ALTITUDE window up to 23000.

Press the ALT INTV button while watching the LEGS page
carefully.
The FL060 altitude restriction at IVLUT is automatically
removed because we are not in VNAV ALT mode when we
pressed the button. The climb resumes instantly and new
predictions appear on the LEGS page.
Be very careful with this function as every press of it when not
in VNAV ALT deletes the next restriction along the route for the
current phase of flight (climb or descent). You could seriously
mess up your route if you pressed it a bunch of times and had a
lot of restrictions get removed accidentally.

Passing 10,000 feet turn off the landing lights with a right click
on the gang-bar.

As we approach IVLUT we have our last check of the RNAV procedure


using the ground based navaids. IVLUT should lie along the PAM R106. We can easily see that this is the case on the ND the green line
goes dead through the center of IVLUTs star icon.

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We can now turn off both ND navaid pointers on the EFIS


control panel since there are no further checks we can make
with them.

After IVLUT, increase the map range to whatever you prefer.

If you want to remove the green VOR lines from the ND to


declutter the ND display, simply find frequencies on both NAV
radios for which there is no active VOR in range. Try 108.50
and 117.85.

At a few thousand feet below FL230, roll the MCP ALTITUDE


window up to FL390 (39000) to simulate ATC giving us our final
altitude climb clearance. There is no need to press ALT INTV
because we are not restricted and are not in VNAV ALT. The
climb will automatically continue up to FL390 now.

Once were into our high cruise climb phase and the air is
smooth (if using weather), turn OFF the FASTEN BELTS sign
so the passengers can move around the cabin.

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ADVANCED FMC ROUTE MODIFICATIONS


After passing the MISGO intersection fix lets pretend ATC gives us a
small shortcut in our route, allowing us to bypass the Germinghausen
(GMH) VOR and go direct to TESGA intersection. This is commonly
called cutting the corner in ATC to pilot lingo.
Precision 738, direct TESGA when able

Press LSK 2L to copy TESGA into the scratchpad.

Now press LSK 1L to enter TESGA over top of the currently


active waypoint. This is the procedure for setting up a direct to.

Verify the modification on the LEGS page and on the ND. If


something were to appear, youd be able to revert the
modification by using the ERASE prompt at LSK 6L.

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Press the illuminated EXEC key to execute the modification.


The plane will immediately begin a turn direct to TESGA.

Wait until TESGA is visible on the 80nm ND range and then proceed to
the next section.

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There are several other route modification features that are somewhat
commonly used. You should know how to do these if youre planning to
fly on VATSIM or IVAO with live human ATC.
Lets try creating an along-track waypoint. This would be used if ATC
gave you a command to cross a certain mileage before or after a
waypoint at a certain altitude.

Press LSK 1L to copy TESGA to the scratchpad.

Type /-20 after it - the full entry looks like TESGA/-20

Press LSK 1L to enter the new waypoint.


TES01 is created this waypoint is 20nm before TESGA along
our current flightpath. The negative sign makes it before to
place one after TESGA, the syntax would be TESGA/20. You
can see the new waypoint on the ND as well.

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This waypoint functions like any other, you can assign it a


speed and altitude restriction on the right side of the CDU and
so on.
If we wanted to actually insert this waypoint, wed press the
illuminated EXEC button, but theres no reason to do this right
now since its just a teaching example.

Press LSK 6L to ERASE the modification, cancelling it.

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We can also create whats known as a place bearing distance


waypoint. These have numerous frequent uses in IFR flying.

Press LSK 1L to copy TESGA into the scratchpad.

Type 270/20 after it - the full entry looks like TESGA270/20

Press LSK 1L to insert the new waypoint.


We now have a TES01 waypoint that is located on the 270
degree bearing from TESGA at 20nm. A discontinuity is
automatically inserted when creating this type of waypoint. The
new waypoint also appears on the ND. Notice that putting it into
LSK 1L would send us direct to it as well.

Again, press LSK 6L to ERASE this modification since we dont


actually want to do this.

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We can also create a bearing bearing waypoint defined by the


crossing point of two bearings. Many terminal procedures use this type
of nomenclature to define fixes.

Type TESGA270/BOMBI300 into the scratchpad.

Line select it to LSK 1L to enter it.


We now have a TES01 waypoint that is at the location defined
by the point where the TESGA 270 degree bearing and the
BOMBI 300 degree bearing meet.

Press LSK 6L to ERASE.

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In instances such as weather avoidance it may be necessary to offset


your route of flight to the left or right of the planned route. This is easy to
do with the PMDG 737NGX FMC.

Press INIT REF, then LSK 6L for INDEX.

Press LSK 6L again for the OFFSET page.

Enter L10 into LSK 2L for a 10nm offset to the left of our course.
(for right youd type R10)
Notice the dashed white line on the ND showing the parallel
course.

Right now weve told it to offset the entire route. However we


can be more specific than this and define the offset as
happening between two waypoints.
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Set the ND to 80nm range.

Enter TESGA into the START WAYPOINT field at LSK 3L and


enter ELMOX into the END WAYPOINT field at LSK 4L.
Notice now that the white line on the ND only goes between
TESGA and ELMOX.

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Go to the LEGS page.


Notice here that we have an OFFSET indication on the left side
of the page for both BOMBI and HAREM, the two waypoints
between TESGA and ELMOX that were flying an offset on.

These waypoints fully take into account their new offset nature
and you can perform all the same normal waypoint
modifications to them while still maintaining that offset state.
The programming math involved in making this feature as
robust as the real thing was one of the most difficult and time
consuming parts of the PMDG 737NGX FMCs development.

Once again, press LSK 6L to ERASE the modification.

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Lets now take a look at some useful things you can do with the FIX
page.
The FIX page allows you to set up to 6 reference positions that are
drawn on the ND in map mode. They can be anything VORs, NDBs,
airspace fixes, airport ICAO identifiers, runways, ILS identifiers and so
on. You can then use the pages lines to draw radial bearings and
distance rings using those points. This is extremely useful for drawing a
graphical depiction of complex radial and DME procedures in a SID,
STAR or approach. Well use it when we get to Innsbruck in fact.

Press the CDU FIX button.

Enter TESGA into LSK 1L.

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A few things happen immediately.


o

You see your current radial and distance to/from the


FIX on the CDUs line 1.

TESGA now shows up on the ND as a blue triangle with


a green circle around it. The TESGA name is also now
in blue.

Type 270 and insert it into LSK 2L.


This draws the 270 degree radial on the ND, extending out to
infinity from TESGA.

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Type /20 and insert it at LSK 3L.


This creates a 20nm dashed green ring around TESGA on the
ND.

You also get some useful information on line 3. The new data
that appears tells you the exact radial youll be on when you
intersect the 20nm ring, how far (distance to go DTG) you
have until you reach it, what time in zulu/GMT youll get there,
and what altitude youre predicted to be at.
This same info will also show for a radial entry if the radial
crosses the aircrafts current flight path.

Enter the Taunus VOR (TAU) into LSK 1L.

Set the ND to 40nm.

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Press the ABM (abeam) prompt at LSK 5L.


Notice we now have the radial and distance from the FIX to the
point where well be directly abeam (perpendicular) to it on our
current route of flight. We also have the time well arrive at the
point, the distance to go and the predicated altitude, just like the
radial and ring entries.
On the ND, we can now see a green dashed line drawn from
the FIX to our flightpath, showing us where the abeam point is.

Press LSK 5L.


This copies the abeam point in place bearing distance format to
the scratchpad. We could then insert it into the LEGS page to
make an actual flightplan waypoint out of it.

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Delete the waypoint identifier in the scratchpad with the CLR


key and then press DEL and line select it to LSK 1L, clearing
the FIX.

Go back to the LEGS page.

At around 35nm from TESGA we have around 25 minutes to go before


reaching our top of descent point. We need to start planning for the
descent and approach very soon given the complexity of the procedure.
If youre interested in sightseeing though, at around 5 miles from BOMBI
we pass EDDF - Frankfurt am Main Airport off to the right and just below
us. This is Germanys largest airport and one of the top three busiest in
all of Europe along with EGLL London Heathrow and LFPG ParisCharles de Gaulle.

DESCENT & APPROACH DISCUSSION


Innsbruck is located in a narrow valley that runs east to west between
two very high mountain ranges along the river Inn. There is very little
room for error once we commence the approach.
The descent from cruise up until just before the start of the approach is
actually very easy we have a 9500 foot crossing restriction at
Rattenberg NDB (RTTNB) already set in the FMC. VNAV will get us
there without a problem.
We need to add the Flaps 15 maneuvering speed restriction to the
OEV18 waypoint however. This is the point where well commence the
steep descent on the approach and we need to be at Flaps 15 with the
gear down just before it starts to avoid overspeeding. Adding this
restriction to the LEGS page causes VNAV to slow us down in time prior
to reaching OEV18.
Note normally at Innsbruck a 737-800 will use Flaps 30 with gear
down at OEV18, but due to our relatively light gross weight and lack of
weather in the sim, we can use Flaps 15 and save some fuel. If youre
using weather, I recommend use of Flaps 30 instead.
If you recall from Tutorial #1, our Flaps 15 maneuvering speed is
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defined as VREF 40 + 20 knots. We can use this to determine exactly


what speed restriction to set at OEV18.

Press the CDU PROG button and look at the currently predicted
fuel at LOWI. For me its 8900 lbs (4037 kg).

Add this value to the airplanes ZFW (for me its 122600 lbs or
55610 kg):
122600 lbs + 8900 lbs = 131500 lbs
(55610 kg + 4037 kg = 59647 kg

Press INIT REF on the captains CDU to get to the APPROACH


REF page.

Enter 131.5 lbs (59.6 kg) into the GW field at LSK 1L.
This is a calculator essentially, when you change the GW, itll
update all the V speeds and such to be accurate at the
assumed weight.
The Flaps 40 V speed at this weight is 135 for me.
135 + 20 = 155.

Go back to the LEGS page and press NEXT PAGE twice, you
should see OEV18. For me its currently at row 6.

Type 155/ and enter it at LSK 6R (or whichever right side key
OEV18 is currently at for you)

Press the illuminated EXEC button to accept the route


modification.

Press LEGS again to get back to page 1.


The VNAV predictions now recalculate and we get a new T/D
point. If you use PLAN mode or zoom out, you can see that
theres a DECEL circle near RTTNB now. Fortunately this is a

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flat 9500 foot segment from RTTNB all the way to OEV18, so
we shouldnt have any trouble slowing down provided we
extend the flaps promptly as soon as we reach each
maneuvering speed.
The approach charts that help you visualize the following
approach narrative are located at the end of this document:
APPROACH EXPLANATION/BREIFING:
The first part of the approach, the LOC/DME EAST procedure, consists
of following an offset localizer DME (OEV) and a steep 3.8 degree
glideslope down the valley. We will fly this in LNAV and VNAV while
monitoring the raw data signals to sanity check the FMC and autopilot in
a very similar way to how we checked ourselves on the departure.
We start at Rattenberg NDB (RTT) at 9500 feet and fly a 210 degree
heading until intercepting the localizer at 21 DME. As we just accounted
for, well be at Flaps 15 and gear down before the glideslope intercept.
High drag is very important on this approach due the steep angle and
because of a unique wind condition called the Fhn that occurs on the
downward side of mountain ridges like those that surround Innsbruck.
This wind combined with the steep descent rate mandate the use of
flaps and gear much earlier than normal.
Once we reach the ABSAM (AB) NDB, which is located at 6.3 DME
along the localizer, we will break off to the left on a 230 degree heading
visually using HDG SEL mode.
Upon reaching the mouth of a small north-south valley directly ahead
(also collocated with the Innsbruck (INN) NDB), well turn right
downwind on a 264 heading. At this point we are at 3700 feet MSL and
were just a few hundred feet above the terrain on the ridge below us. It
is common and normal to get EGPWS warnings on this part of the
procedure due to the abnormal proximity to the terrain compared to
most standard approaches. Well select landing flaps on this leg.
At 3.5 DME from OEV / 14.1 DME from OEJ (the missed approach
localizer), well lower the HGS, disengage the autopilot and autothrottle
and begin a steep descending turn to the right toward the runway. This
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is technically a right base leg, but youll be in the turn the entire way. Be
careful not to descend too far until youve cleared the edge of the ridge
were flying over!
You should see the runway as you roll out of the turn if you did the
turn tight enough, youll be more or less aligned with the runway and will
have an easy manual landing. If youve overshot it by some, just turn
back to the right and line up. The HGS flight path vector can really help
with this.
In the event we have to do a missed approach, well perform a max
gradient climb while tracking the 067 degree course of the OEJ
localizer, which is located northeast of the airport. Passing over OEJ,
well continue tracking the localizers 065 backcourse to 9500 feet, then
turn direct RTT and hold. (Note this procedure actually comes from the
LOC/DME WEST chart, which is not included here)
If youre not there yet, wait until were about 10 miles or so from the Top
of Descent (T/D) point and then continue on. T/D should be located just
prior to the XERUM intersection fix.

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DESCENT
Just before we reach our T/D point, well use a trick that helps lessen
the uncomfortable negative g acceleration forces on the passengers
that can result from immediately going into the full rate descent.

Pull your physical joystick throttle back to idle.

Roll the MCP ALTITUDE window down to 9500.

On the captains CDU, press the DES button to bring up our


DESCENT page.

At around 5 miles or so from T/D, press the DES NOW button at


LSK 6R and then press the illuminated EXEC light.

DES NOW mode starts the plane down at a shallow 1000FPM


until it intercepts the VNAV path. Going from 0 to 1000FPM is
far less noticeable to the passengers than quickly going from 0
to 3000FPM is. DES NOW is also what you would press if ATC
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gave you a descent clearance prior to your T/D. (assuming they


dont need a particular rate of descent)
Watch the path deviation indicator itll initially climb, but then
once you pass the T/D point, itll start converging again as you
approach the path. After a few miles the plane will intercept the
normal path.
Another variant of this technique is to go to V/S mode and very
slowly roll the wheel up, gradually increasing the descent rate
by 100FPM per click. Once on the VNAV path, reengage VNAV
mode. If done right, this technique results in a nearly
imperceptible onset of the descent.

Once established in the normal VNAV PTH descent with ARM


showing in the thrust mode field, press F1 to make sure your
throttles are at true idle.

Lets now start configuring the systems for the approach.

Press INIT REF on the captains CDU, which will take us to the
APPROACH REF page.

As we did earlier, type 131.5 lbs (59.6 kg) into LSK 1L to reflect
our actual landing weight.

Press LSK 3R twice to input the flaps 40 VREF. It should be


around 135 +/- 1 knot or so depending on your exact weight.

Press the DES button, then LSK 6L to get to the DES


FORECASTS page.

Enter FL120 for the transition level at LSK 1L.


LOWIs transition altitude is 11000 feet, so add 1000 and we get
FL120.

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Verify the MINS knob is still set to BARO and dial in 3700 feet,
which is the minimum descent altitude for the Runway 8 circling
procedure.

Now move to the radios.

Tune NAV 1s active field to the OEV localizer frequency,


111.10.

Tune NAV 1s standby field to the OEJ localizer frequency,


109.70.

Tune NAV 2s active field to the OEJ localizer frequency,


109.70.

Tune NAV 2s standby field to the OEV localizer frequency,


111.10.

Tune the ADFs active frequency to Rattenberg (RTT) NDB,


303.0.

Tune the ADFs standby frequency to Absam (AB) NDB, 313.0.

While were here, set the HGS to VMC mode for use in the
approach by clicking the MODE button twice.
VMC mode eliminates all navigation data and FD guidance in
favor of a simplified interface designed for visual approaches.

Just for the sake of being thorough, set the elevation (1906) and
runway length (6562) into the HGS control panel as well.

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The radio panel should now look like this:

Note in real life where you have two crew members this radio and ND
setup would likely be different, but for the single pilot simming
experience, this setup will work best in the event we have to do a
missed approach. We need to be able to see both localizers plus the
NDBs all from the captains seat and this is the best way to do that.

On the captains EFIS panel, turn on both VOR radio (localizer


in this case) pointers and DME information.

Press the TERR button at the lower right of the captains EFIS
panel to display the terrain on the ND.

Go back to the CDU and lets set up the FIX page with some helpful
radial drawings on the ND.

Press the FIX button.


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Press LSK 1L on the SEL DESIRED AB page to select


the proper location. Notice that it says INNSBRUCKABSAM and has the 313.0 frequency shown.

Type 230 into LSK 2L to show the 230 degree radial


coming off the NDB, this will help us guide our turn onto
the visual leg at the NDB.

Press NEXT PAGE.


o

Type INN and enter it intl LSK 1L.


This is the Innsbruck NDB at the mouth of the
north/south valley and will serve as another reference
point.

On the SEL DESIRED INN page, select the LSK 1L


option.

Type 264 into LSK 2L to show the 264 degree radial


line off the NDB for our downwind leg.

Press NEXT PAGE


o

Type OEV and enter it at LSK 1L.

On the SEL DESIRED OEV page, select the LSK 1L


option.

Type /3.5 into LSK 2L to draw a 3.5nm ring around the


localizer.

Press NEXT PAGE


o

Type OEJ and enter it at LSK 1L.


This is the localizer DME to the northeast of the airport
that is used in the missed approach procedure.

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On the SEL DESIRED OEJ page, select the LSK 2L


option.

Type 247 and enter it at LSK 2L. (reciprocal of the 067


radial TO OEJ)

Type 065 and enter it at LSK 3L


These last two lines set up the two course lines needed
for the missed approach procedure. We need two
entries to show both sides of the course that is used.

Press NEXT PAGE


o

Type RTT and enter it at LSK 1L.


This is so we have RTT as a reference point during the
missed procedure as we need to hold there as the final
step in it.

We should now have the following FIX drawings set up:

Absam (AB) NDB with a 230 degree radial.


Innsbruck (INN) NDB with a 264 degree radial.
OEV localizer with a 3.5nm ring.
OEJ localizer with 247 degree and 065 degree radials.
RTT NDB, position only.

Return the captains CDU to the LEGS page.

Set the captains side MCP COURSE to 254 (OEV localizer)


and the first officers MCP COURSE to 067 (OEJ localizer for
the missed approach)

Just a few more items now and we be ready.

Select AUTO BRAKES 2 on the main panel.

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Weve already briefed the approach during cruise.

Run the DESCENT CHECKLIST located on page NC.3 of the


QRH. (page 27 of the pdf version)

As we turn toward the mountains at BAVAX, you should begin to see


terrain contours appear on the ND. The PMDG 737NGX features an
extremely sophisticated EGPWS (Enhanced Ground Proximity Warning
System) simulation. Since we are still more than 2000 feet above any
terrain feature, the system is in whats known as peaks mode. The
numbers at the lower left of the ND are the highest and lowest terrain
features currently displayed on the map in feet * 100 above mean sea
level. So for example 080 is 8000 feet.
Once we get low enough on the approach, you will begin to see red,
yellow and green bands indicating the terrain altitude relative to your
own.
When in the band mode:
Green terrain is between 2000 feet below and 500 feet below the
airplane. (250 feet with gear down)
Amber terrain is within 500 feet below and 2000 feet above the airplane.
Red terrain is more than 2000 feet above the airplane.

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Turn ON the FASTEN BELTS switch on the lower overhead


prior to crossing over the mountains its likely to get bumpy
and we want everyone seated by this point.

At around 9nm from MANAL at FL190 or so youll start to pick


up the RTT NDB on the ADF.
Notice the needle realistically swinging and wandering on the
RMI. This was custom programmed based on the real life
behavior and physics of these kinds of radio signals.

Set the ND range as required during the approach. 20nm and


10nm are good values for the initial approach and then you can
switch to 5nm if need be during the later sections.

Passing our transition level of FL120, press the STD button on


the BARO knob to switch to flying altitudes instead of flight
levels.

The plane will level out at 10000 feet to slow to 240 knots
somewhere between TULSI and RTTNB.

Passing 10000 feet, turn on the landing lights with a left click of
the gang-bar.

Run the APPROACH CHECKLIST located on page NC.3 of the


QRH. (page 27 of the pdf version)

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THE APPROACH
First off, this is a very challenging approach, even more so in a single
pilot simulated environment. You very well may not get it right the first
time (I certainly didnt). In the event that this happens, weve included a
number of saved flights that will restore the sim to various points in the
flight these are:

Before Pushback
Before Takeoff
Before Top of Descent
Before Approach
Before Visual Approach
End of flight, fully shut down in Innsbruck

Access these from the FSX Load menu and youll be able to start over if
something doesnt go quite right.
Now

After passing RTT, flip the ADF transfer switch, selecting


Absam (AB) NDB on 313.0.

When we reach the DECEL circle just after RTTNB, get ready to
monitor the airspeed very carefully. The plane will first slow to
Flaps Up maneuvering speed, at which point you should lower
Flaps 1, then Flaps 5 at the Flaps 1 maneuvering speed and so
on according to the standard 1, 5, 15, landing flaps (40 in this
case) schedule. Drop the landing gear when selecting Flaps 15.
You should reach 155 knots just prior to OEV18.

Just before OEV18, lower the MCP ALTITUDE window to 3700


feet, which is the minimum descent altitude (MDA) for the
circling procedure.

Monitor the airspeed and the LOC and GS deviation as we


descend. Well likely be slightly to the left of the localizer course
this has to do with magnetic variation issues and navdata
location in FSX and is not a major problem. The main thing is
just to make sure theres no gross error in agreement between

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the FMC and the actual LOC signal.

Flip the first officers ND mode control to APP (approach). This


is set for the missed approach procedure and will allow us to
easily follow the 067 course to the OEJ LOC/DME station in the
event we go missed.

As we approach 6.3DME and the ABSAM NDB (AB), set the


MCP HEADING window to 230 to preparing for the left turn turn.

Just before passing AB, press HDG SEL. Pressing it just slightly
beforehand accounts for the turn radius and should put us right
on the 230 degree radial outbound from it.

We level out at 3700 feet about halfway to the Innsbruck NBD (INN).

Press DEP ARR and select the LOWI ARRIVALS page.


o

Select Runway 08, which clears out the LOC/DME


EAST procedure. Were doing this because we dont
want the missed approach procedure for runway 26 to
be in the FMC in the event of a go-around. This isnt
entirely realistic, but the Navigraph navdata does not
contain a procedure for the circle to lands missed
approach.

Press LSK 3L to copy RW08 and then press LSK 1L to


enter a direct to. Then enter the extended runway
centerline course, 079 into the LSK 6R DIR INTC field.
This sets up a magenta line to infinity along the
runways centerline on the ND that can be used for
situational awareness during the turn to final.

Engage LVL CHG by pushing the MCP button to continue down


to 3700 feet. Make sure the MCP SPEED window is set to 155
when it opens. (When we did the above MCP steps, it changed
the VNAV path and we cant use it any longer)

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At around 1 mile before INN, turn right with the MCP HEADING
knob to 264. (Use the inner ring of the 5nm ND range setting to
judge this.)
Youll likely start hearing EGPWS terrain warnings and seeing
solid amber squares on the ND now. Provided you start the turn
early enough (do not wait until overhead INN), there shouldnt
be a problem. This is a visual approach though and if youve
overshot it and things dont look right, feel free to turn further to
the right to get back on the correct path over the ground.
Ideally you want to be toward the left edge of the green terrain
strip on the ND.

It should be noted though that the terrain display is not to be


used as a primary navigation aid, this is only for situational
awareness and reference.
This will look VERY close to the side of the mountain to the left.
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We need to be this close though to give ourselves enough room


to do the 180 degree turn to final. In real life it is not unusual to
see people outside some of the buildings on this ridge waving at
us - were that close.
With weather enabled it is extremely important to watch for the
Fhn wind in this area as it can easily blow you off course and
make it so you dont have enough room to the right to make the
turn at the end of valley.

Once established on the correct downwind path, select Flaps 40


and reduce the MCP SPEED window to our VREF + 5, which
should be 140 or so.

Set both engine start selectors on the lower overhead to CONT.

Arm the ground auto-spoilers with the clickspot or by pressing


Shift-/

Run the LANDING CHECKLIST located on page NC.3 of the


QRH. (page 27 of the pdf version)

Carefully monitor the DME on the ND and watch for the dashed
green 3.5 DME circle around OEV. A bit prior to reaching
3.5DME OEV / 14.1 DME OEJ do the following:
o

Lower the HGS.

Disconnect the autopilot and autothrottle.

Turn off both flight director switches.

Set the missed approach altitude (9500) in the MCP


ALTITUDE window.

At 3.5 DME OEV, begin a descending steep turn to the right to line up
with Runway 8. Use around 30 degrees of bank (the last tic mark on the
HGS bank scale). Pay careful attention to thrust during this maneuver,
its very easy to speed up after you start descending you need to
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reduce thrust as you start descending. Your current airspeed is located


to the left and just below the flight path vector.
Again, be very careful not to descend too far too early, there is a ridge
about 800 feet below you until you get out far enough into the valley. In
real life the first officer assists with this, but here we are on our own.

Hopefully if youve done the turn correctly, youll roll out and see
the runway straight ahead. From here its a normal landing.

Come over the threshold with the power still on and begin
reducing it around the 50 foot GPWS callout. Flare gently and
land.

Press F1 and then press and hold F2 quickly to engage the


thrust reversers. Well plan to exit the runway to the right at
taxiway B, which is actually the only one available. If we pass it
well have to turn around at the 26 end of the runway and
backtaxi.

Brake manually below 80 knots, which will disengage the


autobrakes.
Note that due to an issue with FSX, you will need to tap the
brakes several times or press and hold them to get the
autobrakes to disengage.

Turn off to the right at Taxiway B and hold.

Raise the HGS by clicking on the left cockpit window support.

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AFTER LANDING

Place the SPD BRK lever in its DOWN position, which stows the
spoilers.

Start the APU by left clicking twice on the switch at the front of
the overhead.

Set the overhead PROBE HEAT switches to off.

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Note that you will get a master caution for ANTI-ICE when doing
this. This is normal and you can clear it by pushing on the
master caution button.

Turn off the LANDING LIGHTS, turn on the TAXI LIGHT, and
set the POSITION lights switch to STEADY.

Set the engine start selectors from CONT to off.

Set the AUTOBRAKES knob to OFF.

Select FLAPS UP.

Set the TRANSPONDER mode to standby LOWI is not


equipped with ground radar.

LOWI is a very small airport and does not have gates or a complicated
taxiway structure. Simply taxi to the right and park anywhere near the
terminal. Park with the nose facing the terminal building.
Now that were parked, its time to perform the Shutdown Procedure
which starts at FCOM Vol. 1 page NP.21.82 (page 158 of the PDF
version)
SHUTDOWN PROCEDURE:

Set the parking brake either by clicking the handle on the


pedestal.

Set both APU generator bus switches to on.

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Verify that the GEN OFF BUS lights for the engine driven
generators are lit and the APU GEN OFF BUS light is
extinguished the plane is now receiving its electrical power
solely from the APU generators.

On the pedestal view, move both engine start levers below the
throttles to the cutoff position (down) by left clicking them.

This is the action that actually shuts down the engines.

Turn the fasten seat belts switch on the overhead off.

Turn the red anti-collision beacon and the taxi light switches off.

Turn all FUEL PUMP switches except for the left forward one
off. (APU usage)

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Leave the engine hydraulic pump switches ON and set the


electric demand pump switches to off.

Set the pneumatic panel isolation valve to open and set the
APU bleed air switch to on.

Turn the TERR mode, TFC mode and both NAV pointers OFF
on the EFIS control panel.

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Press MENU, FS ACTIONS, and then GROUND


CONNECTIONS. Set the CHOCKS with LSK 1L.

Disengage the PARKING BRAKE by clicking the lever since


were now held in place by the chocks.

Press LSK 6L for RETURN and then press LSK 4L for DOORS.

Open the L ENTRY FWD door by pressing LSK 1L.

Press NEXT page and then LSK 1L and 2L to open both cargo
doors.

Press PREV PAGE.

After the entry door is open, extend the airstairs by pressing


LSK 4L. This is a very cool animation, be sure to go out to spot
view to watch it.

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As with Tutorial #1, at this point some time would pass at the end of a
real flight - the passengers are being deplaned, the catering and
cleaning crews are beginning to perform their jobs and so on. Were
going to pretend that some amount of time for those activities has
passed and proceed with the final Shutdown Procedure items after our
passengers have left the airplane.

Move the APU switch to the off position.


The APU shutdown process will take approximately 60 seconds
to begin.

Turn the left FWD fuel pump off.

Perform the SHUTDOWN checklist, which is located on page


NC.3 of the QRH (page 27 of the PDF version)

This completes the shutdown and well now move on to the Secure
Procedure, which is performed before the crew leaves the aircraft.
SECURE PROCEDURE:
The Secure Procedures purpose is to get the airplane into a condition
ready for servicing by the ground crews, but without completely
powering it down we of course will be completely powering it down,
but the Secure Checklist has to be done first.

Rotate both IRS mode selectors on the rear overhead to OFF.

This powers down the inertial reference systems laser gyros.


They will now lose alignment and well need to fully realign them
during our preflight for Tutorial Flight #2.
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Set the EMERGENCY EXIT LIGHTS SWITCH in the center of


the forward overhead to OFF. This disarms the cabin exit
lighting since theres no longer any chance of a passenger
evacuation.

Set all four WINDOW HEAT switches at the top of the forward
overhead panel to OFF.

Set both PACK switches on the pneumatic panel to OFF.

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Perform the SECURE checklist, located on page NC.4 of the


QRH (page 28 of the PDF version). As with the SHUTDOWN
checklist, were just checking the items weve already
performed as part of the procedure here.

ELECTRICAL POWER DOWN:


The final step that will actually put the aircraft into a cold & dark state is
the Electrical Power Down procedure, which is located in FCOM 1s
Supplemental Procedures section on page SP.6.4 (page 212 of the PDF
version).

Verify that both the APU and GRD POWER switches are OFF.

Ensure that at least 2 minutes has elapsed since the APU was turned
off during the Shutdown Procedure before continuing.

Set the overhead BATTERY switch to OFF.

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THE END!
Welcome to Innsbruck and congratulations on completing a very
challenging flight. If you can do this flight you can do almost anything in
the PMDG 737NGX.
Youre officially promoted to Captain!

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ADDENDUM WEATHER/WINDS ALOFT USE


This addendum shows you how to use ActiveSky 2012 or a similar
weather addon to create winds aloft and temperature data that well
input into the FMC so that it can take into account the weathers effect
on our flight.
PRELIMINARY WEATHER SETUP:
This section explains how to set up Active Sky 2012 for this flight. Im
showing the procedure for AS2012 because its what I personally use
other weather addons including earlier versions of AS should have
similar functions.
The first step involves the use of a flight planner and route export tool
called FSBuild 2. This is not critical, but it allows us to easily export an
FSX flightplan containing our exact route waypoints, which we can then
import into AS2012 for weather interpolation processing. If you dont
have FSBuild 2, skip this subsection and go to the next one, which
shows an alternate method that only requires AS2012 itself.
I am using the latest available version 2.4.0.18 with Navigraphs 1108
navdata cycle loaded into it to match the NGXs.

Start FSBuild 2.

Type EHAM into the yellow DEPARTURE box.

Type LOWI into the yellow DESTINATION box.

Type EDDM (Munich, Germany) into the white ALT (alternate)


box.

Now copy our route using Ctrl+C:


LUNI1S.EDUPO.UZ738.MISGO.UZ741.GMH.UL603.TESGA.UZ729.BOMBI.
T104.XERUM.UM867.BAVAX.Z106.MANAL.M736.TULSI.TULS3A

Be careful here, you may need to copy both lines separately


due to the formatting.

Paste the route using Ctrl+V into FSBuild 2s blue FLIGHT


PLAN box.

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Enter FL390 into the white Cruise: box below the blue FLIGHT
PLAN box.
FSBuild 2 should now look like this:

Select FSX (xml) in the Export to menu at the top of the


application.
Note - Make sure you have selected your FSX root folder in
FSBuild 2s Options or it wont know where on your PC to
export to.

Click the BUILD button below the blue FLIGHT PLAN box.

You now have an FSX flightplan with this route sitting in your My
Documents/Flight Simulator X files folder called EHAM-LOWI.pln that
we can load into AS2012 for processing.

Pull up the AS2012 window and click the blue Flight Plan button
on the left side.

Click the green Enter Plan button at the top.

Click the blue Import button at the bottom.

Select the EHAM-LOWI.PLN file from the next window and click
Open or press Enter.

Type EDDM into the Alternate ID box.

Type 460 into the Cruise Speed box.

Type 2500 into the Climb Rate box.

Type 2000 into the Descent Rate box.

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The window should look like this:

Click the green Process button.

Cancel out of the graphics install dialog.

AS2012 is now set to correctly interpolate FSX weather stations along


our exact route of flight and we now have some extremely useful wind
information on this screen that we can use to give the FMC predictions.
If you do not have FSBuild 2 to create an FSX flight plan file to import,
heres another way, however it will be less accurate.
Starting from the AS2012 main window:

Click the blue Flight Plan button on the left side.

Type EHAM into the Departure ID box.

Type LOWI into the Destination ID box.

Type EDDM into the Alternate ID box.

Type FL390 into the Cruise Altitude box.

Type 460 into the Cruise Speed box.

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Type 2500 into the Climb Rate box.

Type 2000 into the Descent Rate box.

Verify that the Direct/GPS Routing Type is selected.

The window should look like this:

Click the green process button.

Cancel out of the graphics install dialog.

We now have a direct flight plan between EHAM and LOWI loaded into
AS2012. We can now make it a bit better by adding waypoints to it.
AS2012 only allows you to add VORs or NDBs directly however, which
is why this will be slightly less accurate than the method using the
flightplan file from FSBuild 2.

Click on the line that says DEST LOWI to select it.

Press the blue Add Waypoint button and type GMH into the ID
box and press OK.

Repeat these last two steps to add the following three


waypoints DKB, WLD and RTT.

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The plan part of the window should look like this:

Click the blue Refresh Plan button at the bottom of the window
to take the new waypoints into account.

We now have a pretty good approximation of the flightplan entered into


AS2012 using the two VORs and one NDB that are part of the route.
The rest of the routes waypoints are intersection fixes and cannot be
entered directly in AS2012s interface.
CRUISE WIND ENTRY:
Once a flightplan is loaded and processed, AS2012 gives us a wealth of
information on the flightplan screen. Of particular importance however is
the bottom line of the top window pane, which shows us the average
wind direction, speed and air temperature along our route at our cruise
altitude.
Note uncheck the box that says Show Surface Wind Information for
Dep, Dest and Alt (vs. Aloft) in this case we actually do want the aloft
average without any surface information.
In my case, the values are wind 312 at 31 knots and a temperature of
-54.2C.
During the initial FMC PERF INIT setup phrase prior to calculating fuel
load, we can make entries based on these values that will cause the
FMC to take them into account and show the effect on our fuel burn.
There is a simplified but less accurate way and a more complicated but
also more accurate way to enter the wind predictions.
ForSimulatorUseOnly

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20FEB12SP1c

0.00.136

PMDG 737NGX

TUTORIAL #2

The Simple Way:


Because the 737 generally flies short to medium range routes, it is often
sufficient to just enter the winds aloft average for the whole route.
You do this on the PERF INIT page at LSK 3R. When I put my current
wind average of 312/31 into it, the fuel prediction at LOWI goes from 3.2
to 3.4, which indicates that Ive got a tailwind component and Im going
to burn about 200 lbs (90.7 kg) less fuel than I would in a no-wind
situation.
Do the simple way first even if youre planning to do the complex way.
The Complex Way:

Press the LEGS button, then press LSK 6R to go to the RTE


DATA pages. This is a list of the waypoints in the route and
their corresponding winds aloft predictions.

Press NEXT PAGE twice until page 3/9 is shown.

20FEB12SP1c

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PMDG 737NGX

0.00.137
TUTORIAL #2

The FMC only allows direct wind entries for cruise waypoints
in our case the first waypoint considered cruise is the
Germinghausen (GMH) VOR on page 3 and the last one is
Dinkelsbuhl (DKB) VOR on page 4. The rest of the waypoints
on the 9 pages are climb or descent waypoints. The FMC does
not account for climb wind and it takes descent wind into
account in a different way that well get to shortly.
We can insert a winds aloft prediction specific to each cruise waypoint in
our flight and this will make the prediction as accurate as it can be. This
is more important to do on longer flights where a significant error versus
the average could result in a fuel problem.

Pull AS2012 back up and scroll the bottom pane down a bit until
you see data that looks like this:

This is a chart of the winds aloft and temperatures from 6000


feet all the way up to FL490. Were interested in the bottom
entry in the third column for all of these, which is for our cruise
altitude of FL390. If your cruise altitude is between two of these
columns, then take an average of the two to get that waypoints
value.

Scroll down until you see GMH through DKB. For me the values
are:
o
o
o
o
o
o

GMH 319/33
TESGA 308/30
BOMBI 307/30
HAREM 299/27
ELMOX 299/27
DKB 289/27

Enter these values into the RTE DATA page with the right side
LSKs. Notice that every waypoint below the one you just

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20FEB12SP1c

0.00.138

PMDG 737NGX

TUTORIAL #2

entered inherits the wind data from above. This is useful when
you have a string of waypoints that all have the same or very
similar winds. In actual real life practice, the pilots will not enter
a wind change unless it is +/- 10 degrees or +/- 10 knots from
the value that preceded it in the list.

Press the illuminated EXEC button to commit the wind entries.

When I check the PROG page after doing this, it now shows 3.3
instead of 3.4 with the complex method vs. the simple one. Small
difference, but a difference nonetheless. Multiply this out by many
hours on a long haul flight in a 777 and you could have a real
problem if youd just used the simple way with the average.
CRUISE TEMPERATURE ISA DEVIATION:
ISA stands for International Standard Atmosphere and is defined as a
pressure of 1013.25 hPa (29.92 inHg) and a temperature of +15C
(+59F) at sea level. This is where the standard altimeter setting we use
above transition altitude actually comes from.
The ISA deviation is how far away the actual temperature is on either
side of the expected standard temperature for the altitude were flying
at.
Theres a simplified formula for calculating what the ISA temperature is
for the altitudes that airliners normally fly at this is not 100% exact, but
its close enough for aviation purposes.

15C - (first two digits of the altitude x 2)


So for our cruise altitude of FL390 its:
15C - (39 / 2) = 15C 78 = -63C
Wed be done here if our cruise altitude was below FL360, but
above FL360 a phenomenon known as the tropopause limits
ISA temp to -58.5C. The tropopause is a thermal boundary later
between the troposphere and the stratosphere.

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PMDG 737NGX

0.00.139
TUTORIAL #2

Thus the ISA deviation is the actual air temperature minus the
ISA temperature for that altitude:
-54.2C - (-58.5C) = +4.3C ISA deviation
Theres only one place in the FMC to enter this for cruise, so go back to
the PERF INIT page.

Enter the actual average temperature (-54) into LSK 4L. The
FMC does the calculation and we see that the ISA deviation in
the 3R field changes from 0 to 3C.
As I said before, the way of estimating that I used to show you
how this actually works is not exact. The FMC has the exact
calculation built into it and that along with the rounding up to -54
results in it being +3C instead of +4.3C. Again, this makes a
very small difference and its not important on the 737 to have it
100% exact. You can see this by entering really high numbers
like 30 or 40 and seeing how the fuel burn changes very little.

DESCENT WIND ENTRY:


The FMC allows for the entry of descent wind predictions for three
different altitudes of the pilots choosing on the DES FORECASTS
page. Ideally you want to split these up so you have predictions spacing
out the range between Top of Descent and where youd start
maneuvering or getting vectored for the approach where it no longer
matters. In our case this is going to be between FL390 and 9500 feet
where we start the approach.
These entries are often not done until prior to Top of Descent in cruise
the primary purpose here since descent is usually at idle thrust is not
fuel burn related, but instead to give VNAV the corrections it needs to
stay on path instead of getting high or low due to the winds. Failure to
enter these descent wind forecasts is a primary cause of VNAV
appearing to get off the path.
To figure out which altitudes to use, we can look at the predictions on
the LEGS page to match up winds aloft forecasts to our waypoints.

Press LEGS and then NEXT PAGE until you see the start of the
descent, which should be between DKB and XERUM. On the
ground this is page 4/9.

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20FEB12SP1c

0.00.140

PMDG 737NGX

TUTORIAL #2

It wouldnt make sense to use FL390 as one of our three altitudes


because we already have a prediction for that altitude at DKB, which is
just before our T/D. We cross BURAM at around FL351 (on my run at
least) this is a good first choice.

The winds aloft in AS2012 for BURAM show 280/29 at FL390


and 262/34 at FL340. Lets average these to get something we
can actually input for FL350.
(280 + 262) / 2 = 271
(29 + 34) / 2 = 31.5 (round up to 32)
FL350 271/32 will be our first entry.

BAVAX at close to FL230 looks like another good choice.

The AS2012 predictions for BAVAX show 239/39 at FL240 and


234@30 at FL180.
(239 + 234) / 2 = 236.5 (round to 237)
(39 + 30) / 2 = 34.5 (round to 35)
FL230 237/35 will be our second entry.

For the next one lets use RTT at close to 10000 feet since its the end
of the main descent.

The AS2012 predictions for RTT show 274/12 at FL120 and


314/08 at 9000 feet.
(274 + 314) / 2 = 294
(12 + 8) / 2 = 10
10000 feet 294/10 will be our third entry.

20FEB12SP1c

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ForSimulatorUseOnly

0.00.141

PMDG 737NGX

TUTORIAL #2

Now we can actually get these values into the FMC:

Press the DES button, then LSK 6L to go to the DES


FORECASTS page.

Type FL350 and enter it at LSK 3L.

Type 271/32 and enter it at LSK 3R.

Repeat the process for:


o

FL230 237/35

10000 294/10

DESCENT ISA DEVIATION:


The LSK 2R field, ISA DEV/QNH, is the final entry we need to make on
the DES FORECASTS page.
In real life, this field should be the ISA deviation on the ground at the
destination airport. Because of limitations in the FSX weather system
ForSimulatorUseOnly

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20FEB12SP1c

0.00.142

PMDG 737NGX

TUTORIAL #2

however, it works best if you input the FL180 ISA deviation. The FSX
weather engine does a bunch of sudden shifts in pressure and
temperature as you descent instead of a smooth continuum like it is in
the real world. Thus FL180 serves as sort of a midpoint for the whole
descent.
Looking at the LEGS page again, we pass FL180 somewhere between
BAVAX and MANAL. Lets average the FL180 temperatures for both
BAVAX and MANAL to come up with something thats probably very
close.

In this case the averaging is easy both waypoints are -32C in


AS2012s data. Thats our value for the actual temperature.

The temperature at FL180 on an ISA day should be:


15C (18 * 2) = 15C 36 = -21C

The deviation thus is:


-32C - (-21C) = -11C ISA deviation

Looking in AS2012, the current QNH at LOWI is 1029 hPA.

Enter -11/1029 into LSK 2L.

The DES FORECASTS page should look like this when everythings
done:

20FEB12SP1c

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ForSimulatorUseOnly

0.00.143

PMDG 737NGX

TUTORIAL #2

The TAI ON/OFF field at LSK 1R is for entering a range of altitudes


where you expect to have the thermal anti-ice system on. Doing this
increases the engine thrust and the FMC will use this range to
recalculate a new idle for constructing its path segments. This does
work, try it sometime!

Press the illuminated EXEC button to execute the DES


FORECASTS entries.

From this point, youd move on to the fuel planning section and use the
new fuel burn values on the PROG and ALTERNATE DESTS pages to
do your fuel planning.
TAKEOFF WIND:
The one other wind related entry is at LSK 1L of the TAKEOFF REF
page 2, the RW WIND field. This is simply the wind as it is expected
right at takeoff.
For this you would want to check the Show Surface Wind Information
for Dep, Dest and Alt (vs. Aloft) box on the AS2012 page, which will
cause it to show the surface wind at EHAM. Wed unchecked it earlier to
get the accurate winds aloft average.

In my case this is 200/8, so Id enter that into LSK 1L and thatd


be it.

Happy windy flying!

ForSimulatorUseOnly

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20FEB12SP1c

AMGOD

AD 2.EHAM-SID-24

SCHIPHOL RWY 24
STANDARD DEPARTURE CHART-INSTRUMENT

AIP NETHERLANDS

07 APR 11

KONOM

30

FOR CONTINUATION OF THE ROUTES


see AD 2.EHAM-SID-OVERVIEW

KEKIX
23.6 SPY

TRANSITION ALTITUDE 3000 ft AMSL

BERGI
46.8 RTM 355.5

ANDIK
19.4 SPY 052.6
25.2 PAM 015.9
FL 060

FL 060

52
40
N

BERGI 1S
Y

SP

05

ANDIK 1S

PAM

016

RTM 356

SPIJKERBOOR / SPY
113.3 / CH.80 X
523225N 0045114E

52
30

SPIJKERBOOR 2K

SP

See EHAM AD 2.22


paragraph 1.5.2
specific remark 6.

Y2
SP

22

11

EH065

EH008

NV

EH009
3000 ft AMSL

M
PA

23

PA

6
22

L /CH - 388.5
521314N 0043327E

15

252

EH039
EH026

NYKER
17.3 PAM 111.9

18.0 18.5
SPL SPL

MAX 220 KT IAS


EH051

PAM

ARNEM 2S

4.2 SPL

QD

1.2

23

EH005 (SEE SID DESCRIPTION)

19.0 PAM

1.2

EH066

52
10

285

3.4

EH085 239

MAX 220 KT IAS

4.0 SPL

MAX 220 KT IAS

THR 24

THR 24

EH001

EH049

22

03

15

.5

0 0
33 H 33
RC

QD

EH086

PAMPUS / PAM
117.8 / CH.125 X
522005N 0050532E

05

NOT TO SCALE

EH067

SCHIPHOL / SPL
108.4 / CH.21 X / ATIS
521956N 0044500E

EH057
EH028

PA

52
20

Y2
11

SPIJKERBOOR 2K [SPY2KZ]
alternative coding with
radius to fix (RF) turn.

095

12
IVLUT
5
19.4 SPL 106.5
FL 060

074V 074
N
QDR

LUNIX 1S

LUNIX
32.9 SPL 114.5

EH050

VALKO 1S
VALKO
48.9 PAM 252.4
FL 060

L /NV - 332
520905N 0044553E

L
SP

SPL 179

15
1

LOPIK 1S

LEKKO 1S

52
00
N

PA
M
DISTANCES IN NM
ALTITUDES IN FEET
DIRECTIONS ARE MAGNETIC
DME SPY 23 NM
23 SPY 304
VOR SPY RADIAL 304
AVERAGE VAR 1 W (2005)
SID
SID ATC DISCRETION
VOR RADIAL
BEARING

Air Traffic Control the Netherlands

430

WOODY
62.0 PAM 206.9

440

THR24
EH001
EH005
EH008
EH009
EH026
EH028
EH039
EH049
EH050
EH051
EH057
EH065
EH066
EH067
EH085
EH086

161
165

420

410E

LOPIK
27.9 SPL 150.6
FL 060

SPY

207

LEKKO
24.5 SPL 179.4
FL 060

450

521816N
521631N
521626N
521230N
521325N
521017N
522128N
520937N
521721N
520919N
521438N
522216N
521637N
521626N
521905N
521754N
521815N

0044639E
0044204E
0044151E
0044600E
0043316E
0045211E
0042516E
0044526E
0043645E
0045505E
0043904E
0044127E
0044220E
0044024E
0043824E
0044101E
0044110E

LUTOM
79.4 SPY 165.3
500

TWR

APP
(TAR)

ATIS

CAUTION
VFR-flights without ATC clearance
permitted.

TOTNA
510

520E

119.225
118.100

Schiphol
Schiphol Tower

Primary

121.975

Schiphol Delivery

Clearance delivery

121.650

Schiphol Start-up

Start-up Control

121.700
121.800

Schiphol Ground
Schiphol Ground

Ground Control
Ground Control

119.050
121.200

Schiphol Approach / Departure


Schiphol Approach / Departure

121.500
243.000

General Emergency
in Amsterdam FIR

122.200

Departure Information

AIRAC AMDT 04/11

CHANGE : SPIJKERBOOR SID alternative coding with radius to fix (RF) turn added, editorial.

ROTTERDAM / RTM
110.4 / CH.41 X
515825N 0042851E

02

OUTLINE SID CHARTS


SEE AD 2.EHAM-SID-04 up to and incl. -SID-SUP-36L
KEKIX
SPIJKERBOOR / SPY
113.3 / CH.80 X
523225N 0045114E

FIR

FIR

ON

DA

ND

ER
ST

DENAG

52

VALKO
0

98
(U)L

DENAG
VALKO

LARAS
LEKKO
WOODY

LOPIK
OGINA
ROVEN

LUNIX

112

12

9
99

)P

(U

LANGEN FIR

ELPAT
34.0 PAM

5
13

RENDI
37.8 SPL

(U)L620

ARNEM
39.0 PAM

FIR

SONEB

(U)

T1

96

(U

GORLO

LOPIK

LEKKO

EDUPO
IVLUT
LUNIX

980

(U)L

LARAS

V33

(U)L980

76

RIMBU

PAM

IVLUT

AM

LO

GORLO

BREMEN

ARNEM
ELPAT
NYKER

NYKER

(U)P20

(U)P

PAMPUS / PAM
117.8 / CH.125 X
522005N 0050532E

SCHIPHOL / SPL
108.4 / CH.21 X / ATIS
521956N 0044500E

REFSO

Z7
EDUPO
38
45.5 SPL

TEBRO

NAPRO

SCHIPHOL
STANDARD DEPARTURE CHART - INSTRUMENT

ANDIK
BETUS
NOPSU
SPIJKERBOOR
TORGA

ANDIK

AMGOD
BERGI

FIR

02

BERGI

XAMAN

87

)N

(U

)L6

PEVAD

(U

AMGOD

IR

02

(U

(U)P20

EELDE / EEL
112.4 / CH.71X
530950N 0064000E

GRONY

)L6

BREMEN F

(U

(U)L60

SUPUR

RINIS

87

08

(U)Z733

)L6

AMSTERDAM

KOLAG

174

)N

(U

DOBAK
5

)Z7

MIMVA

SOMPO

(U)N12

5
(U)M10

(U

TRANSITION ALTITUDE : 3000 ft AMSL


Below FL 100 : MAX 250 KT IAS

EHD 41E
FL 055
MSL

AIP NETHERLANDS

EHD 41A-C
FL 480
MSL

87

)N

(U

03

EHD 41D
FL 055
MSL

70

UZ

UP6

Gunfiring up to
48000 ft AMSL
(U)P

Air Traffic Control the Netherlands

BEDUM

GODOS

53

AGISU

KONOM

Detailed information concerning ATS-ROUTES and WPTs


see ENR 3, 4 and 6.
For ATS-ROUTE restrictions see AD 2.22 paragraph 1.5.3.

(U)Y

N8
(U)

LA

ELS FI

P5

Schiphol
Schiphol
Schiphol
Schiphol
Schiphol

Tower
Tower
Tower
Delivery
Start-up

121.700 Schiphol Ground


121.800 Schiphol Ground
121.900 Schiphol Ground
SOPVI

LUTOM

119.225
118.100
118.275
121.975
121.650

ATIS

122.200 Departure Information

121.500 General Emergency

7 E

10 MAR 11

Ground Control
Ground Control
Ground Control

119.050 Schiphol Approach / Departure


121.200 Schiphol Approach / Departure

N
2 E

Clearance Delivery
Start-up Control

APP
(TAR)

OSGOS

CHANGE : ATS RTEs north of ANDIK, BOLGA SID renamed TORGA and GRONY SID renamed NOPSU, editorial.

Primary

AD 2.EHAM-SID-OVERVIEW

IR

WOODY

P57

AIRAC AMDT 03/10

51

AVERAGE VAR 1W (2005)


DISTANCES IN NM
ALTITUDES IN FEET
DIRECTIONS ARE MAGNETIC
DME SPY 23 NM
23 SPY 304
VOR SPY RADIAL 304
SID ROUTE
SID ROUTE AS DESCRIBED
ATS ROUTE
CDR

FIR

TWR

FIR

RDAM

MF

EINDHOVEN / EHN - 397


512804N 0052342E

AMSTE

BRUSS

DA

ER

EN

ST

NG

AM

852

V33

(U)N

72

TOTNA

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