PMDG 737ngx Tutorial 2
PMDG 737ngx Tutorial 2
PMDG 737ngx Tutorial 2
PMDG 737NGX
TUTORIAL #2
PMDG737NGX
Tutorial#2
ForSimulatorUseOnly
WrittenbyRyanMaziarzPMDG
Copyright20112012
PMDGSimulations
AllRightsReserved
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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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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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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!
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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.
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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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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.
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.
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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 both the L and R WIPER switches at the bottomcenter of the lower overhead are in the PARK position.
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.
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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.
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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.
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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.
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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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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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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.
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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.
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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 NEXT PAGE and then LSK 1L to select the LUNI1S SID.
The page should look like this:
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.
UL603
UZ729
(press NEXT PAGE to get to a new route entry page)
T104
UM867
Z106
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.
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We now need to check the route for accuracy on the LEGS page.
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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.
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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.
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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.
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Enter 3000 into the TRANS ALT field at LSK 5R, which is
EHAMs transition altitude.
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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.
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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.
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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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.
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.
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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)
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.
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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)
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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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.
HOLD FUEL:
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We can now calculate the total by adding the two parts of the route
together:
Enter 15800 (7200 kg) into the TOTAL LBS field at LSK 1L.
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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Start TOPCAT.
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.
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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.
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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).
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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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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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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Click LSKs 1R, 2R, and 3R to transfer the V speeds to the PFD.
For me they were 144, 145 and 147.
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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.
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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.
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Now move down the left side of the overhead again to the FUEL panel.
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.
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Now lets move to the electrical panel immediately to the right of the fuel
panel:
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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.
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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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.
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.
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generators.
o
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.
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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.
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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.
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For our purposes AUTO is fine for the three zone temperature
controls CONT CAB, FWD CAB and AFT CAB.
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Move now to the main pneumatic panel on the left center of the lower
overhead panel.
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.
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Verify that the AUTO FAIL and OFF SCHED DESCENT lights
are both extinguished.
Move to the strip of exterior lighting and engine start controls along the
front edge of the lower overhead.
Verify that both RUNWAY TURNOFF lights and the TAXI light
are OFF.
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Verify that the LOGO light is OFF. (youd turn this on if it was
nighttime)
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
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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.
Move to the center of the pedestal directly behind the engine and APU
fire handles we now need to test the cargo fire system.
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As we will not be using any ATC for this flight, we dont need to
worry about setting up the VHF communication radios.
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.
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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.
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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
Set the left navaid pointer switch to VOR 1 and the right one to
VOR 2.
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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.
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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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.
Verify that only the TCAS off flag is shown on the ND.
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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 the ISFD altimeter is in HPA mode and set to 1013. (or
actual pressure if using weather)
Set both selectors on the analog standby RMI below the ISFD
to ADF.
Verify that the SPEED BRAKE level is in its DOWN detent and
verify the following:
o
Verify the flap lever matches the indicated flaps. (up in our case
right now)
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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).
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 ENTER.
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.
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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.
Click the MCP AUTOTHROTTLE ARM switch into the ARM (up)
position.
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.
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 .
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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 the aileron and rudder trim settings on the pedestal
are both 0.
PUSHBACK PROCEDURE
The PMDG 737NGX contains an integrated pushback feature that well
now use for our pushback from the gate.
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shallow turn during the push that well end up out in the grass if we use
90.
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Were now finally ready to start the engines and get on our way!
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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
Turn the probe heat switches at the right top of the lower
overhead on.
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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.
Turn the TAXI light ON on the front right part of the lower
overhead.
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.
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Verify that the brakes are released and align the airplane with
the runway centerline.
TAKEOFF PROCEDURE
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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.
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.
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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.
Set the LANDING GEAR lever to the middle OFF position after
retraction is complete.
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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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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.
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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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Wait until TESGA is visible on the 80nm ND range and then proceed to
the next section.
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TUTORIAL #2
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.
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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.
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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.
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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.
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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.
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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
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)
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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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TUTORIAL #2
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.
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TUTORIAL #2
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.
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TUTORIAL #2
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.
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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TUTORIAL #2
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.
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.
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TUTORIAL #2
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TUTORIAL #2
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TUTORIAL #2
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.
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PMDG 737NGX
TUTORIAL #2
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
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.
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PMDG 737NGX
TUTORIAL #2
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).
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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.
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PMDG 737NGX
TUTORIAL #2
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
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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TUTORIAL #2
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.
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TUTORIAL #2
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.
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TUTORIAL #2
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.
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:
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PMDG 737NGX
TUTORIAL #2
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.
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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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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PMDG 737NGX
TUTORIAL #2
Press LSK 6L for RETURN and then press LSK 4L for DOORS.
Press NEXT page and then LSK 1L and 2L to open both cargo
doors.
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TUTORIAL #2
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.
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.
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PMDG 737NGX
TUTORIAL #2
Set all four WINDOW HEAT switches at the top of the forward
overhead panel to OFF.
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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.
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TUTORIAL #2
PMDG 737NGX
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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TUTORIAL #2
Start FSBuild 2.
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PMDG 737NGX
TUTORIAL #2
Enter FL390 into the white Cruise: box below the blue FLIGHT
PLAN box.
FSBuild 2 should now look like this:
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.
Select the EHAM-LOWI.PLN file from the next window and click
Open or press Enter.
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TUTORIAL #2
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.
Press the blue Add Waypoint button and type GMH into the ID
box and press OK.
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TUTORIAL #2
Click the blue Refresh Plan button at the bottom of the window
to take the new waypoints into account.
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PMDG 737NGX
TUTORIAL #2
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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:
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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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.
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.
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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.
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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PMDG 737NGX
TUTORIAL #2
For the next one lets use RTT at close to 10000 feet since its the end
of the main descent.
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PMDG 737NGX
TUTORIAL #2
FL230 237/35
10000 294/10
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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.
The DES FORECASTS page should look like this when everythings
done:
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PMDG 737NGX
TUTORIAL #2
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.
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AMGOD
AD 2.EHAM-SID-24
SCHIPHOL RWY 24
STANDARD DEPARTURE CHART-INSTRUMENT
AIP NETHERLANDS
07 APR 11
KONOM
30
KEKIX
23.6 SPY
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
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
PAM
ARNEM 2S
4.2 SPL
QD
1.2
23
19.0 PAM
1.2
EH066
52
10
285
3.4
EH085 239
4.0 SPL
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
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
121.500
243.000
General Emergency
in Amsterdam FIR
122.200
Departure Information
CHANGE : SPIJKERBOOR SID alternative coding with radius to fix (RF) turn added, editorial.
ROTTERDAM / RTM
110.4 / CH.41 X
515825N 0042851E
02
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
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
BEDUM
GODOS
53
AGISU
KONOM
(U)Y
N8
(U)
LA
ELS FI
P5
Schiphol
Schiphol
Schiphol
Schiphol
Schiphol
Tower
Tower
Tower
Delivery
Start-up
LUTOM
119.225
118.100
118.275
121.975
121.650
ATIS
7 E
10 MAR 11
Ground Control
Ground Control
Ground Control
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
51
FIR
TWR
FIR
RDAM
MF
AMSTE
BRUSS
DA
ER
EN
ST
NG
AM
852
V33
(U)N
72
TOTNA
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