XP11 FlyJSim 737-200 Guide PDF

X-PLANE 11 GUIDE
FLYJSIM
BOEING 737-200 BY CHUCK
LAST UPDATED: 24/06/2019
1
TABLE OF CONTENTS
• PART 1 – INTRODUCTION
• PART 2 – COCKPIT LAYOUT
• PART 3 – FLIGHT PLANNING
• PART 4 – START-UP PROCEDURE
• PART 5 – TAXI
• PART 6 – TAKEOFF, CLIMB & CRUISE
• PART 7 – AUTOPILOT
• PART 8 – APPROACH & LANDING
PLATFORM: X-PLANE 11
Special thanks to Paul "Goldwolf" Whittingham for creating the guide icons. 2
The Boeing 737 is a short- to medium-range twinjet narrow-body airliner developed and
manufactured by Boeing Commercial Airplanes in the United States. Originally
developed as a shorter, lower-cost twin-engine airliner derived from the 707 and 727,
737-200
the 737 has developed into a family of ten passenger models with capacities from 85 to
215 passengers. The 737 was originally envisioned in 1964. The initial 737-100 made its
first flight in April 1967, and entered airline service in February 1968 at Lufthansa. Next,
the lengthened 737-200 entered service in April 1968. The 737 is Boeing's only narrow-
body airliner in production, with the 737 Next Generation (-700, -800, and -900ER) and
the re-engined and redesigned 737 MAX variants currently being built.
The original engine nacelles incorporated thrust reversers taken from the 727 outboard
nacelles. They proved to be relatively ineffective and tended to lift the aircraft up off the
runway when deployed. This reduced the downforce on the main wheels thereby
reducing the effectiveness of the wheel brakes. In 1968, an improvement to the thrust
reversal system was introduced. A 48-inch tailpipe extension was added and new,
target-style, thrust reversers were incorporated. The thrust reverser doors were set 35
degrees away from the vertical to allow the exhaust to be deflected inboard and over
the wings and outboard and under the wings. The improvement became standard on all
aircraft after March 1969, and a retrofit was provided for active aircraft. Boeing fixed
the drag issue by introducing new longer nacelle/wing fairings, and improved the airflow
over the flaps and slats.
PART 1 – INTRODUCTION
3
The production line also introduced an improvement to the flap system, allowing
increased use during takeoff and landing. All these changes gave the aircraft a boost to
payload and range, and improved short-field performance. In May 1971, after aircraft
737-200
#135, all improvements, including more powerful engines and a greater fuel capacity,
were incorporated into the 737-200, giving it a 15% increase in payload and range over
the original -200s. This became known as the 737-200 Advanced, which became the
production standard in June 1971.
In 1970, Boeing received only 37 orders. Facing financial difficulties, Boeing considered
closing the 737 production-line and selling the design to Japanese aviation
companies. After the cancellation of the Boeing Supersonic Transport, and scaling back
of 747 production, enough funds were freed up to continue the project. In a bid to
increase sales by offering a variety of options, Boeing offered a 737C (Convertible)
model in both -100 and -200 lengths. This model featured a 134 in × 87 in (340 cm
× 221 cm) freight door just behind the cockpit, and a strengthened floor with rollers,
which allowed for palletized cargo.
A 737QC (Quick Change) version with palletized seating allowed for faster configuration
changes between cargo and passenger flights. With the improved short-field capabilities
of the 737, Boeing offered the option on the -200 of the gravel kit, which enables this
aircraft to operate on remote, unpaved runways. Until retiring its -200 fleet in
2007, Alaska Airlines used this option for some of its combi aircraft rural operations
in Alaska. Northern Canadian operators Air Inuit, Air North, Canadian North, First
Air and Nolinor Aviation still operate the gravel kit aircraft in Northern Canada, where
gravel runways are common.
4
This plane feels old. Hell, even the CIVA (Delco Carousel IV-A) that can be equipped in the cockpit feels like something that no one knows how to use anymore. Researching information on
that plane felt like a history lesson just as much as a lesson on where this myth about the “golden age of aviation” comes from. The 737-200 modelled by FlyJSim is a real gem of intricacies.
The old JT8D-15A engines can frequently enter compressor stalls (various popping sounds followed by loss of power) if the pilot slams the throttle too aggressively. Exceeding engine safety
737-200
limits also causes engines fires, which means that following the procedures of this temperamental jet is not an option.
However, “old” does not necessarily mean “boring”. If you ever step into a 737 NG or 737 MAX’s
cockpit, you will notice that there is a lot of commonality between the early 737 cockpit layout and
its modern derivatives, especially on the overhead panel. You will never get bored, trust me.
There is definitely a lot to do in there during the whole flight. The lack of autothrottle makes the
use and monitoring of the autopilot a full-time job by itself. Landing this bird is relatively easy if
you control your speed properly with the throttle, but practicing your flare is essential if you don’t
want to end up with a burst tyre. The experience is even more interesting since the JT8 engine’s
slow response time forces you to fly “ahead of the aircraft” and leaves little room for error. This is
a pilot’s aircraft; flying it manually is quite enjoyable and mastering it in difficult weather
conditions feels really rewarding. The Sperry SP-77 autopilot is old school and clunky; it gives you
limited functionalities, but I think it’s part of the charm of flying one of these early jets.
Overall, this simulation by FlyJSim is a real trip back through time and is well worth the time spent
learning its aging systems and rustic interfaces.
5
737-200 TUTORIAL STRUCTURE
Before you even step foot in your virtual cockpit, you need to know where you are, where you are going, how you will
get there, what you need to get there. This document is structured like a short tutorial flight.
The flight tutorial is structured as follows:
• Familiarize yourself with the cockpit layout

• Plan your flight
• Determine the flight route, fuel & cargo loads
• Spawn the aircraft and set it in a Cold & Dark state
• Provide aircraft with power
• Program the CIVA (Delco Carousel IV-A INS system)
• Start–up the aircraft and make it ready for flight
• Taxi
• Takeoff
• Climb and cruise
• Explore autopilot capabilities
• Descend, approach and land
6
737-200 BEST RESOURCES
DISCLAIMER: Do not use this guide for real life flying. I mean it.
FlyJSim’s 737-200 (732) Manual
CIVA Tutorial by TheAlmightySnark (Mudspike)

http://www.mudspike.com/civa-ins-navigation-tutorial/
Virtual Airlines’ 737-200 / -300 / -400 Procedures by Matt Zagoren

http://edusapco-va.weebly.com/uploads/8/9/7/6/8976510/737procedures.pdf
The Boeing 737 Technical Site – Pilot Notes

http://www.b737.org.uk/pilotnotes.htm#Originals
Boeing 737 Sperry SP-77 Autopilot Operation

https://forums.x-plane.org/index.php?/forums/topic/151161-737-sp77-autopilot-info/
FlyJSim 732 Twinjet V3 Pro Tutorial by Simulation Channel Deluxe (Youtube)

https://youtu.be/883IxKYEMHA
FlyJSim Boeing 737-200 Flight by 737NG Captain - Flightdeck2sim (Youtube)

https://youtu.be/a1OfzZ5ncCw
FlyJSim 737-200 VOR Navigation Tutorial Flight by Q8Pilot (Youtube)

https://youtu.be/ZhIs2xBP0BI
7
PART 2 – COCKPIT LAYOUT 737-200
8
Circuit Breakers
9
Circuit Breakers
10
737-200
Nose Wheel Steering Tiller

Used to steer aircraft on the ground
PART 2 – COCKPIT LAYOUT
Map Light Switch

ON / OFF
Map Light Brightness Control
11
Cockpit Utility Light
737-200
Can be rotated
12
Captain’s Instrument Panel
Windshield Air Control Brightness Control Knob Captain’s Instrument Panel Background
737-200
Flood Lights Brightness Control Knob

Foot Air Control
Memory Device Dials for Flight Number

Stabilizer Trim Note: In the real airplane, these dials are rotated to
Aileron Trim Indicator the last three digits of the flight number (i.e. Flight
(Nose Up / Nose Down) 1158) in order to remember it when talking to the
ATC (Air Traffic Controller)
Autopilot Disengage Button
Control Wheel / Yoke
Control Column 13
Autopilot Airspeed Setting Bug
PULL UP and BELOW GLIDE SLOPE Annunciators
Airspeed Indicator (kts / Mach)
737-200
Airspeed Indicator (kts)
Altimeter (ft)
Current Heading
Altimeter Barometric
Setting Knob
Distance from VOR 1
VOR/ADF2 Pointer
Reference Altitude Index (nautical miles)
Setting Knob
Autopilot Airspeed Setting Knob
Lubber Line
Your current heading
Compass RMI (Radio Magnetic Indicator)

Heading
VOR/ADF1 Selector Course Selected Select Bug
VOR/ADF1 Pointer
VOR/ADF2 Selector
Heading Select Knob 14
Course Setter Knob HSI (Horizontal Situation indicator)
Instrument Comparator Lights
Illuminated when flight instrument being compared (pilot vs first officer)
737-200
have exceeded established tolerances. Push to dim lights.

• MON PWR: Monitor Power, 115 volt AC power loss to comparator unit
• HDG: Heading (HSI)
• PITCH: Pitch (ADI)
• ROLL: Roll (ADI)
• GS: Glide Slope deviation from No. 1 & No. 2 VHF navigation unit
• LOC: Localizer Slope deviation from No. 1 & No. 2 VHF navigation unit
• ALT: Altitude (Altimeter)
Pitch Indicator
Bank Angle Indicator
Glide Slope Flag

ADI (Attitude
Director Indicator)
ADI Test Knob
Slip Indicator
NOTE:
Localizer Flag The Instrument Comparator is basically what preceded what we know
today as EFIS (Electronic Flight Instrument System). Early “Classic” Boeing
727s and Boeing 737s had traditional (electromechanical) displays, which
are equipped with synchro mechanisms that transmit the pitch, roll, and
heading shown on the captain and first officer's instruments to an
instrument comparator. The comparator warns of excessive differences
between the Captain and First Officer displays. Even a fault as
far downstream as a jam in, say, the roll mechanism of an ADI triggers a
comparator warning, the instrument comparator thus provides both
15
comparator monitoring and display monitoring.
Radio Altimeter
Radio Altimeter
737-200
Test Switch
(x100 ft) Standby ADI (used as
Altimeter (ft) backup)
Radio Altimeter
Reference Index
Barometric Pressure Setting & Knob Standby ADI Caging
Left (101.3): kPa Knob
Right (29.92): inches of Hg/Mercury
Altimeter Barometric Setting
Vertical Speed Indicator

(x1000 ft/min)
DME (Distance Measuring

Equipment) Distance (nm) Clock
Used for NAV Radio 2 16
APD (Approach Progress Display) for Marker Beacon
Autopilot (A/P) and Flight Director (F/D) Sensitivity Switch
• GO AROUND (High/Low Sensitivity)
737-200
• ALT HLD (Hold)

• HDG
• NAV/LOC (VOR)
• GLIDE SLOPE Master Lights Test & Dimming Switch
• GPS
Note: Amber means ARMED, Green Means GPS/NAV Selector Switch
CAPTURED. Selects input to navigation system.
• “GPS” is used for a third-party FMC (Flight Management
Computer) or CIVA (Delco Carousel IV-A).
• “NAV” is used for VORs set up on the NAV radio-navigation radios.
Autopilot Disengage
Annunciator Marker Beacon Light: Airways
Marker
MDA (Mean Decision
Altitude) Annunciator Marker Beacon Light: Middle
Marker
Altitude Alert Annunciator Marker Beacon Light: Outer

Amber means that the airplane is within the Marker

range of 1000 to 375 feet of the selected altitude
17
Speed Brake Test Engine 2 Instruments
Switches 1, 2 & 3 (Right Engine)
737-200
Engine 1 Instruments
(Left Engine) Engine model used (JT8D-15A).
Central Fuselage Tank Fuel Quantity Engine Pressure Ratio Reference Bug
Indicator (x1000 lbs)
Engine Pressure Ratio (used as thrust reference)
Stabilizer Out Of Trim Light Engine Pressure Ratio

Reference Bug Setting Knob
Engine N1 Tachometer
Engine fan, low-pressure compressor and
Speed Brake Do Not Arm Light
low-pressure turbine rotor speed (%)
EXH/EGT (Exhaust Gas Temperature)

Indication (x100 deg C)
Speed Brake Armed Light
Fuel Quantity Test Button

Engine N2 Tachometer
Engine high-pressure compressor and
high-pressure turbine rotor speed (%)
Left Wing Tank Fuel Quantity
Indicator (x1000 lbs) Fuel Flow Indicator (x1000 lbs/hour)
Right Wing Tank Fuel Quantity

Indicator (x1000 lbs) 18
Engine Vibration Sensor Pickup Point Selector (Turbine/Inlet)
Yaw Damper Test Switch
Engine Oil Quantity Test Button
737-200
Yaw Damper Indicator

Indicates yaw damper movement of rudder due to yaw
damper input on the ground, in the air and during test. Pilot
rudder pedal inputs are not indicated.
Engine 1 Start Valve Open Light

Engine Vibration Test Button Total Air Temperature
Engine 1 Reverser Unlocked Light Indicator (deg C)
Engine 1 Low Oil Pressure Light
Engine 1 Oil Filter Bypass Light
Oil Pressure Indicator

(Engine 1 Oil Tank, in psi)
Oil Temperature Indicator

(Engine 1 Oil Tank, in deg C)
Oil Quantity Indicator

(Engine 1 Oil Tank)
19
Left/Right Trailing Edge Flaps
737-200
Position Indicator (deg)
Landing Gear Annunciator
Green: Down and Locked
Red: In transition or Unsafe
Landing Gear Lever

UP / OFF / DOWN
Leading Edge Flaps

Extended Light
Leading Edge Flaps In Transition Light Outboard Wheels Anti-Skid

System Inoperative Light
Inboard Wheels Anti-Skid

System Inoperative Light Landing Gear Limits (Indicated Airspeed)
EXTEND: 270 kts, Mach 0.82
Inboard Wheels Anti-Skid RETRACT: 235 kts
EXTENDED: 320 kts, Mach 0.82
System Control Switch
Outboard Wheels Anti-Skid Flaps Limits (Indicated Airspeed)

System Control Switch 1 deg – 230 kts
2 deg – 230 kts
Auto-Brake Selector Switch 5 deg – 225 kts
OFF: Disarmed 10 deg – 210 kts
MIN: Minimum Braking 15 deg – 195 kts
MED: Medium Braking 25 deg – 190 kts
MAX: Maximum Braking 30 deg – 185 kts
40 deg – 170 kts
Autobrake System Disarm Light
Illuminates when a malfunction exists NOTE: Alternate Flaps Extension Speed: 210 kts
in the automatic braking system 20
737-200
Hydraulic Systems A & B

Brake Pressure (x1000 psi)
Hydraulic System B Low

Quantity Light
Hydraulic Systems A & B
Pressure (x1000 psi)
Hydraulic Fluid System A
Quantity (US Gal)
21
737-200
Windshield Air Control
First Officer’s Instrument Panel Foot Air Control

Brightness Control Knob
Ground Proximity Warning

System Flap/Gear Inhibit Switch
Ground Proximity Warning

System Test Button 22
737-200
Glareshield Panel MCP (Mode Control Panel)

Autopilot controls 23
737-200 Magnetic Compass
Autopilot Course 2 Selected Indicator & Setting Knob
Autopilot Selected Heading Indicator & Setting Knob
Flight Director (Autopilot)

Mode Selector
GA: Go-Around
Flight Director
OFF: Autopilot Off

HDG: Heading (Autopilot) Altitude
VOR/LOC: VOR Navigation/Localizer Hold Switch
Master Caution Warning Light AUTO APP: Automatic Approach
MAN APP: Manual Approach
Master Fire Warning Light
Master Recall Panel (“six pack”)

System faults annunciations are displayed
on this panel. They tell you where to look Flight Director (Autopilot)
for the problem. Pitch Command Knob 24
737-200
Autopilot Roll Mode Selector Autopilot Pitch Mode Selector

• MAN: Manual Mode, or Control Wheel Steering. ALT • IAS : Aircraft pitch varies to maintain the bug speed
HOLD, HDG SEL or HDG OFF modes are selectable. indicated on the Captain’s speed indicator by climbing or
• VOR LOC: VOR Navigation / Localizer Mode. Used to descending and engage Altitude select
automatically intercept selected radio course. • OFF: Pitch Attitude Hold or Glide Slope engaged.
• AUTO APP: Automatic Approach. Used to • ALT HOLD: Aircraft varies pitch & airspeed to maintain a
automatically capture ILS localizer and glide slope. constant altitude. Pitch reference is to pressure altitude.
• MAN G/S: Manual Glide Slope.
Autopilot Elevator (Pitch) Master Caution Warning Light

Channel Engage Switch
Master Fire Warning Light
Autopilot Roll Sub-Mode (Heading) Selector

• HDG OFF: Autopilot maintains any bank attitude Master Recall Panel (“six pack”)
within limits (available in Roll MAN Mode only) System faults annunciations are displayed
• HDG SEL: Maintains the heading selected for the Autopilot Aileron (Roll) on this panel. They tell you where to look
captains Horizontal Situation Indicator (HIS) Channel Engage Switch for the problem. 25
26
27
28
CENTRAL PEDESTAL
29
737-200
Weather Radar Gain Control

Autopilot Altitude Select
Indicator (ft) & Setting Knob
Weather Radar Range Selector (nm)
TCAS (Traffic Collision

Avoidance System) Button
TCAS Message Button

Weather Radar Screen

Brightness Control
Weather Radar Tilt Control

(deg)
Weather Mode Switch
OFF
TEST: Test Mode Weather Radar Screen
WX: Weather Returns
MAP: Ground Mapping Mode 30
CIVA Mode Selector Knob READY NAV Light
OFF Illuminates in green when unit is aligned and ready for use
737-200
STBY: Standby Mode
ALIGN: INS Alignment Mode BAT INS
NAV: Navigation Mode Illuminated when unit has shutdown whilst operating on battery
ATT: Attitude Mode (Emergency)
HOLD Key Delco Carousel IV-A Inertial

Freezes data displayed in screens Navigation System (CIVA INS) Panel
RE-MOTE Key
Only used for X-Plane Flight Plans
Display Window (Shown: Coordinates)
Waypoint Selector Rotary
Waypoint Selected WARN Warning Light

0 = CURRENT POSITION
Illuminates in red when error is detected
BAT Warning Light

Illuminates once in ALIGN mode and when the INS is

operating on the battery
ALERT Warning Light

Illuminates 2 minutes before a waypoint is reached and
ground speed is over 250 kts
CIVA Data Selector Switch INSERT Key

• TK/GS: Ground Track/Ground Speed General button used to confirm input in display windows
• HDG/DA: Current heading (relative to true north) / Drift Angle
relative to wind
• XTK/TKE: Cross Track Error (tenth of nautical mile) / Track Angle FROM-TO Display
Error Shows what leg the aircraft is flying on (shown: between
• POS: Current position coordinates of aircraft waypoint 0 (current position) and waypoint 1)
• WAYPT: Coordinates of selected waypoint
• DIS/TIME: Distance (tenth of nautical mile) and time (minutes) to WY PT CHG (Waypoint Change) Key
selected waypoint Allows to either directly navigate to any waypoint or intercept a leg
• WIND: Wind direction (deg relative to true north) and speed (kts)
• DSRTK/STS: Desired Track Angle to selected waypoint / Status AUTO/MAN Switch 31
codes of INS Selects either automatic or manual leg switching
737-200
ADF-1 Radio Navigation Panel
32
Thrust Reverser Lever
737-200
Can only be deployed if

Speed Brake Switch throttle is at IDLE.
(“Spoiler”)
FWD: Retracted
AFT: Deployed
Throttles
Stabilizer Trim Wheel Engine Start Levers

UP: IDLE (opens fuel shutoff valve and
energizes ignition system)
DOWN: CUTOFF (closes fuel shutoff valve
and de-energizes ignition system)
Stabilizer Trim Indicator
33
Flap Lever
737-200
Left clicking and dragging it AFT (deploys

flaps), while right clicking and dragging it
moves it FORWARD (retracts flaps)
Throttle Flight Detent
34
737-200
Stabilizer Trim Autopilot Cutout Switch

UP: Normal Operation
DOWN: Cutout
Stabilizer Trim Main Electrical Cutout

UP: Normal Operation
DOWN: Cutout
Stabilizer Trim Light

Parking Brake Lever Parking Brake Light Illuminates when Stabilizer is
Pulled/AFT: Engaged Illuminated: Engaged
trimming 35
Pushed/FWD: Released
Speed Brakes retracted
737-200 Speed Brakes deployed
Speed Brakes retracted

SPEEDBRAKES EXTEND FULL and SPEEDBRAKES

RETRACT FULL control bindings
Speed Brakes deployed 36

Thrust Reverser
737-200 not engaged
TOGGLE THRUST REVERSERS

control binding
Throttle at IDLE
No Reverse Thrust Generated
Thrust Reverser at
MAX REV
The Thrust Reverser lever can be moved by setting the throttle at IDLE first, then pressing the “TOGGLE
THRUST REVERSERS” binding. This will then link your throttle axis to the thrust reverser lever axis. Moving your
throttle forward will then move the thrust reverser lever AFT, engaging internal clam-shell thrust reversers to
MAX REV. To disengage thrust reversers, set your throttle back to IDLE and press the “TOGGLE THRUST
REVERSERS” binding again. This will set your throttle axis back to the way it was.
Take note that the Reverse Thrust lever can only be engaged if your throttle is at IDLE. The reason for that is a
mechanical stopper that prevents you from engaging thrust reversers at high throttle settings.
Throttle at IDLE 37
Reverse Thrust Generated
Thrust Reversers
737-200
Thrust Reversers at MAX REV

not engaged
Target-Type Thrust Reverser

Target-Type Thrust Reverser
No Reverse Thrust Generated Reverse Thrust Generated Deflectors (Deployed)
Deflectors (Stowed)
38
OVHT DET (Overheat Detection) Switch Landing Gear Wheel
737-200 Selects Detection Loop A, B or Both (Normal) Well Fire Light
Engine 1 Overheat
Detection Light
Test Switch
Fault/INOP
FIRE/OVERHEAT Fire Ext. Bell
Cutout Switch
OVHT DET (Overheat Detection) Switch
Selects Detection Loop A, B or Both (Normal)
Engine Fire Extinguisher

Bottle Discharger
Left & Right Engine Fire Extinguisher
Bottle Discharge Light
APU Fire Detection

Fault Light
APU Fire Extinguisher

Bottle Discharge Light
APU (Auxiliary Power Unit) Fire

Extinguisher Bottle Discharger
Engine 2 Overheat
APU & Engine Fire Extinguisher
Detection Light
Bottle Test switch
Engine Fire Extinguisher

Bottle Discharger
APU & Engine Fire
Extinguisher Bottle Test Lights
39
737-200
FWD & AFT Cargo Fire Detection Loops

Selectors
FWD & AFT Cargo Bay Selects Detection Loop A, B or Both (Normal)
Extinguisher Test Lights
Cargo Bay Extinguisher

Test switch
Cargo Fire Detection Fault Light

Cargo Bay Extinguisher Bottle

Discharge switch (with cover)
FWD & AFT Cargo Bay Extinguisher

Bottles ARMED Lights
FWD & AFT Cargo Bay Fire

Detection Lights
40
737-200
TCAS (Traffic Collision Avoidance System) Mode Selector

• Test: starts ATC transponder functional test.
• Standby: TCAS does not transmit
• Alt OFF: Deactivates Altitude Reporting
• Alt ON: Activates Altitude Reporting
• TA: enables display of Traffic Advisory TCAS targets
• TA/RA: enables display of Traffic Advisory and Resolution Advisory TCAS Transponder
TCAS targets. Frequency Code Readout
TCAS ATC Fail Light

ALT RPTG (Altitude Reporting) Switch

• 1 – enables altitude reporting from air
data computer No. 1.
• 2: enables altitude reporting from air data
computer No. 2.
TCAS Frequency 1/2

Selector
TCAS Transponder
Frequency Code Selectors
TCAS Transponder
Frequency Code Selectors 41
TCAS ATC (Air Traffic Controller) Identification Switch
737-200
TFR (Transfer) Active

Frequency Switch
VHF COMM 2 Radio
Set Panel
VHF Frequency 2
VHF COMM 1 Radio VHF Frequency 2

Set Panel Tuning Knob
VHF Frequency 1
VHF-2 Radio
Navigation Panel
VHF Frequency 1
Tuning Knob
Active
Frequency Light
VHF-1 Radio
Navigation Panel 42
737-200
Audio Selector Panel 1

43
Rudder Trim Knob
737-200
Stabilizer Brake Release Lever
Central Pedestal Panel

Lighting Control Knob
Aileron Trim Knob
Flood Lights Control Knob
44
45
OVERHEAD PANEL
46
Standby Magnetic Compass
47
APU Low Oil Pressure Light
APU High Oil Temperature APU Overspeed Light
737-200
APU Low Oil Quantity Light Light
APU Generator
AC Ammeter
(Amperes)
APU EXH (Exhaust Gas Temperature)

Indicator (x100 deg C)
Left/Right Runway
Left/Right Outboard Left/Right Inboard Turnoff Lights Switches
Landing Lights Switches Landing Lights Switches APU (Auxiliary Power Unit) switch
Taxi Light Switch
48
737-200
Left & Right Rain Repellent Buttons
Wiper Control Switch

Engine Start Switches

• GRD: Ignition during Ground Start
• OFF: Ignition Off
• LOW IGN: low energy ignition to one igniter
with the Engine Start Lever in IDLE
• FLT: Ignition when engine start lever is in
IDLE
49
737-200
Strobe Light Switch
Navigation (Position) Lights Switch Logo Light Switch

50
Anti-Collision Lights Switch Wing Light Switch
Engine 1 Fuel Valve Left Engine Generator Ground Power Available Light Ground Power Switch
Closed Light AC Ammeter (Amperes)
Right Engine Generator
737-200
Fuel Temperature AC Ammeter (Amperes)

Indicator (deg C)
Fuel Icing Light
Fuel Heat Valve

Open Light
Crossfeed Valve Bus Transfer Switch

Open Light
Right Transfer Bus
Off Light
Engine 1 Fuel Heat Switch
Right Bus Off Light
Right Generator
Crossfeed Valve Switch
Off Bus Light
Low Fuel Pressure APU Generator

Lights (Center Tank) Off Bus Light
Right Generator Switch

Left & Right Fuel
Pumps (Center Tank) APU Generator Right Bus Switches
APU Generator Left Bus Switches

AFT & FWD Low Fuel
Pressure Light (Left Tank) Left Generator Switch
FWD & AFT Low Fuel

Pressure Light (Right Tank)
AFT & FWD Fuel FWD & AFT Fuel

Pumps (Left Tank) Pumps (Right Tank) 51
737-200
Exterior Door Annunciator Lights
NO SMOKING / Chime selector
Fasten Belts switch
Flight Attendant Call switch

Microphone Monitor Panel

Flight Deck Call Light
Ground Crew Call switch
52
Automatic Pressurization System Failure Light
Off Schedule (OFF SCHED) Descent Light

Flight Altitude Selected (ft)
737-200
STANDBY Mode Pressurization Selected Light

Altitude Warning Horn
Cutout Button MANUAL Pressurization System Selected Light
Cabin Pressure Altitude

Indicator (x1000 ft)
Cabin Pressurization
Rate Selector
Cabin Outflow Valve

Indicator
Cabin Pressure Altitude Selected (ft)
Cabin Outflow Valve Selector
Cabin Flight Cabin Pressure Altitude Selector

Altitude Selector
Cabin Pressurization Control Mode Selector
CHECK / AUTO / STANDBY / AC CURRENT MANUAL /
Landing Altitude DC CURRENT MANUAL
Selected (ft)
Cabin Pressurization Flight/Ground Switch
GND and FLT modes behave differently based on
Landing Altitude whether the Cabin Pressurization Control Mode
Selector Selector switch is set to AUTO or STANDBY.
Cabin Altitude Maximum Pressure Schedule

Cabin Pressure Rate of Climb Lower scale: altitude x 1000 ft
53
Indicator (x1000 ft/min) Upper scale: PSI
737-200
Left Generator Low Oil

Pressure Light
Left Generator High Oil

Compass Set Heading Control Temperature Light
Compass Synchronization Standby Power Off light

Compass Free/Slaved
Indicator Switch
Right Generator Low
Oil Pressure Light
Right Generator High

Oil Temperature Light
Standby Power switch
Left Generator Right Generator

VHF Navigation Source Selector Drive Disconnect Drive Disconnect
Generator Drive Temperature

Control Switch
Compass Source Selector

Generator CSD (Constant
Vertical Gyro Source Selector Speed Drive) 1 & 2 Oil
Temperature (deg C) 54
Electric Hydraulic Pump 2 (ACMP) Low Pressure Light
Electric Hydraulic Pump 2 (ACMP) Overheat Light

737-200
Electric Hydraulic Pump 1 (ACMP) Overheat Light
Electric Hydraulic Pump 1 (ACMP) Low Pressure Light
Hydraulic System Ground Interconnect Switch
Right EDP Hydraulic Pump Low Pressure Light
Left EDP Hydraulic Pump Low Pressure Light
Equipment Cooling Off Light

Equipment Cooling switch
Electric Hydraulic Pump 2 (ACMP,

AC Motor Pump) switch
Electric Hydraulic Pump 1 (ACMP,

AC Motor Pump) switch
Emergency Exit Lights Not
Armed light Hydraulic EDP 2 (Engine-Driven Pump)
switch
Hydraulic EDP 1 (Engine-Driven Pump)

Emergency Exit Light switch
switch
55
737-200
F Outflow Closed Light
Right Ram Door Full Open light
Gasper Fan Switch
Bleed Air Duct Manifold Pressure

Indicator (PSI)
Wing-Body Overheat Test button

Dual Bleed light
Left Ram Door Full Open light
Isolation Valve Switch Right PACK (Pneumatic Air

Isolates left and right sides of bleed air duct
Conditioning Kit) switch
Right Wing Anti-Ice PACK trip off or failure light

Bleed Trip Reset Button
Right Wing-Body Overheat light
Right Bleed Trip Off light

APU Bleed Air Switch
Right Engine Bleed Air Switch
56
737-200
FLT CONTROL Low Hydraulic

FLT (Flight) CONTROL
Pressure lights
switches
Standby Hydraulic
Low Quantity light
Standby Hydraulic
Low Pressure light
Alternate Flaps Master switch
Alternate Flaps Position switch

Feel Differential Pressure Light
Flight Spoiler switches
Mach Trim Failure Light
Mach Trim Test

Yaw Damper Switch Switch
Yaw Damper Light 57

Illuminates when Yaw Damper is Off
DC Ammeter
737-200
Frequency Meter
DC Voltmeter
AC Voltmeter
AC (Alternative Current) Meters Selector
DC (Direct Current) Meters Selector
Residual Volts Switch
Galley Power Switch
Battery (BAT) Switch 58

Air Temperature Source Selector
Control Cabin Air Passenger Cabin Air Mix

737-200
Mix Valve Indicator Valve Indicator

Left Engine Cowl Anti-Ice Valve Open Light
Control Cabin Air Mix
Left Engine Left Valve Open
Valve Duct Overheat Light
Left Engine Right Valve Open Passenger Cabin Air Mix
Duct Overheat Light
Wing Anti-Ice Left Valve Open Light Air Temperature Indicator

(deg C)
Wing Anti-Ice Switch

Passenger Cabin
Temperature Selector
Left Engine Anti-Ice Switch Control Cabin Temperature

Right Engine Anti-Ice Switch Selector
59
737-200 Compass Set Heading Control
Window Heat Test Switch Compass Synchronization
Indicator
Window Overheat Light
Forward Right Window
Window Heat ON Light Heat Switch Compass Free/Slaved
Switch
Left Side Window Heat Switch
Dome Light
Forward Left Window Heat Switch
Right Side Window Heat Switch

First Officer Pitot NOT HEATED Light
Captain Static Port & Auxiliary Pitot-Static NOT HEATED Light
Left Elevator Pitot NOT HEATER Light
Circuit Breaker Panel Temperature Probe NOT HEATED Light
Brightness Control
Probe A Heat Power Switch
Probe B Heat Power Switch
Captain Pitot NOT HEATED Light

First Officer Static Port & Auxiliary Pitot-Static NOT HEATED Light
Brightness Control Left Elevator Pitot NOT HEATER Light 60
Temperature Probe NOT HEATED Light
737-200
Service Interphone Switch

ADF (Automatic Direction
Finder) Radio Navigation Panel
Passenger Oxygen
Flight Crew Oxygen Pressure (x100 PSI)
Pressure (x100 PSI)
Leading Edge Devices Annunciator
Panel
GREEN: Extended
YELLOW: In Transition
NO LIGHT: Retracted
Passenger Oxygen
On Light
Passenger
Oxygen Switch
Leading Edge Devices
Position Test Switch
Left Engine Thrust Reverser Override Switch Right Engine Thrust

• NORMAL: Thrust reverser may be operated if engine oil pressure Reverser Override Switch
is more than 35 psi, fire switch is down and air/ground safety
safety is in Ground Mode (if hydraulic pressure is available) Isolation Valve Light
• OVERRIDE: Bypasses engine oil pressure switch and air/ground
Hydraulic pressure is available to
safety sensor. Opens isolation valve directing available hydraulic
either or both thrust reverser selector
Dome Light Switch
pressure to the thrust reverser selector valve.
valve and isolation valve is open. 61
737-200 Flight Recorder Repeat Switch
Flight Recorder Trip/Date Flight Recorder Hours

Indicator and Selectors Remaining
Flight Recorder
Event Switch
Flight Recorder
Trip/Date Light
Mach Airspeed
Warning Test Button
Flight Recorder Flight Recorder

Test Switch Off Light
Stall Warning Switch

Stall Warning
Off Light
Stall Warning System Test Indicator
When rotating, indicates electrical continuity
through the angle airflow sensor and flap
position transmitter during the test.
62
737-200
Upper Rotating Beacon Light
Inboard Landing Light

Outboard Landing Light
Lower Rotating Beacon Light
• Landing Lights: used to illuminate runway during landing

• Runway Turnoff Lights: used to aid the crew in seeing the turn in the taxiway/runway
• Taxi Lights: used to illuminate area in front of nosewheel during taxi
• Beacon (Anti-Collision) Lights: flashing red light used to prevent collisions and warn others that aircraft is active and engines are running
• Navigation (Position) Lights: red, green and white lights help you know the direction of an aircraft (red is on the left, green on the right,
white on the tail).
• Strobe (Anti-Collision) Lights: pulsating white lights used when aircraft enters a runway in use to increase visibility
• Wing Lights: used to check wing at night (i.e. verify if there is ice accumulation on the wing) 63
• Logo Light: used to illuminate the airline’s logo painted on the tail
Strobe Light (Flashing White)
737-200
Navigation Light (Green)

Rear Navigation
(White) Light
Logo Light
Wing Light
Rear Navigation
(White) Light Strobe Light (Flashing White)
Strobe Light (Flashing White) 64

Navigation Light (Red)
737-200
Runway Turnoff Light
Nosewheel Taxi Light

65
737-200 PLANNING THE FLIGHT
In real life, you cannot just fly a 737 wherever and whenever you please. Just
like on land, the sky is littered with an intricate network of waypoints and aerial
highways. Therefore, it is necessary to plan your flight route and to determine
how much fuel you will need to carry in order to reach your destination.
In order to do this, we will use a tool called “Online Flight Planner” available
here: http://onlineflightplanner.org/
There are a number of fuel planners available online. These estimates may or
may not be very accurate. There are specific charts created by Boeing to come
up with accurate fuel estimates which are unfortunately not available to the
public. Therefore, for the sake of simplicity we will just use the fuel estimate
that comes from the Flight Planner, which is good enough for the purpose of
this tutorial.
PART 3 – FLIGHT PLANNING
66
Today’s flight will start from TORONTO / LESTER B. PEARSON INTERNATIONAL AIRPORT
(CYYZ) and our destination will be BOSTON LOGAN INTERNATIONAL AIRPORT (KBOS).
Using the “Online Flight Planner” available here: http://onlineflightplanner.org/ we will

enter the Departure airport (CYYZ), the Destination airport (KBOS) and the AIRAC Cycle
desired (we will use the AIRAC cycle 1805 as explained on the next page).
Click on CREATE PLAN to generate a flight plan.

Boeing 737-200
Choose your fuel units: LBS in our case
Click CREATE PLAN 67

In aviation, an Aeronautical Information Publication (or AIP) is defined by the International Civil Aviation Organization as a publication issued by or with the authority of a state and
containing aeronautical information of a lasting character essential to air navigation. It is designed to be a manual containing thorough details of regulations, procedures and other information pertinent to flying
aircraft in the particular country to which it relates. It is usually issued by or on behalf of the respective civil aviation administration. AIPs are kept up-to-date by regular revision on a fixed cycle. For operationally
significant changes in information, the cycle known as the AIRAC (Aeronautical Information Regulation And Control) cycle is used: revisions are produced every 56 days (double AIRAC cycle) or every 28 days
(single AIRAC cycle). These changes are received well in advance so that users of the aeronautical data can update their flight management systems (FMS). (Source:
https://en.wikipedia.org/wiki/Aeronautical_Information_Publication )
In other words, some Youtube tutorials might show you flight routes with certain waypoints that got changed with more recent AIRAC updates. Some waypoints or even airports may not exist anymore. For the
purpose of this tutorial, we will use AIRAC cycle 1805 since I’m writing this tutorial in early May, 2018 (period 05) 2018 (AIRAC cycle 1805).
This is not ideal since some navigation aids may be out of date, but for the Boeing 737 it will not be that big of a deal since the old 737 variant we have does not have a modern FMS (Flight
Management System) installed like the ones on the upgraded/modernized 737s. We will rely on the waypoint coordinates and plug them in the CIVA and we will track VOR beacons for departure and
arrival routes.
Modern FMS installed on a 737-800WL
68
FLIGHT ROUTE
The flight route we could take from onlineflightplanner.com is:
Write this route down!
CYYZ DCT SIKBO Q140 HANKK Q935 PONCT STAR KBOS
But what does it all mean? Here is a breakdown of this route:
• Depart from Toronto Lester B. Pearson Airport (CYYZ)

• Fly Directly to (DCT) SIKBO VOR or follow a SID (Standard Instrument Departure) route from CYYZ to SIKBO
• Navigate to SIKBO VOR
• Follow Q140 Airway
• Navigate to HANKK VOR
• Follow Q935 Airway
• Navigate to PONCT VOR
• Follow the STAR (Standard Terminal Arrival Route) from PONCT to KBOS
• Land at Boston Logan International Airport (KBOS)
Keep in mind that you can find airport charts on www.skyvector.com for US airports.
CYYZ:
http://www.fly-sea.com/charts/CYYZ.pdf
KBOS: 69
https://skyvector.com/airport/BOS/General-Edward-Lawrence-Logan-International-Airport
Fuel Planning Chart: 737-200
737-200 PLANNING THE FLIGHT Oculus_Rift Quick Reference Chart
FUEL PLANNING
For a flight of approx. 2.5 hours for a flight distance of approx. 400 nm, fuel planning can be
estimated by using http://onlineflightplanner.org/ or by using the Fuel Planning charts from X-
Plane forum user Oculus_Rift.
The OnlineFlightPlanner fuel estimate gives us about 14000 lbs of fuel for a 2.5 hour flight,
while the fuel planning chart Oculus_Rift gives us a less conservative estimate of approx.
12,700 lbs of fuel for a flight distance of approx. 400 nm.
Source for Fuel Planning Charts:
Boeing 737-200 Quick Reference chart:

https://forums.x-plane.org/applications/core/interface/file/attachment.php?id=340908
Boeing 737-200 WINAIR Pilot Handbook Fuel Planning chart:

https://forums.x-plane.org/applications/core/interface/file/attachment.php?id=338617
Forum Post:
https://forums.x-plane.org/index.php?/forums/topic/150639-simple-fuel-planning-chart/
To keep things simple, we’ll take the more conservative estimate and go with
14,000 lbs of fuel. Write that number down, we’ll need it later.
Write this fuel weight down!
Fuel estimate from

Online Flight Planner
Fuel estimate from Oculus_Rift Chart

(12,200 lbs min Takeoff fuel) + (500 lbs for 10-15 min taxi-out fuel)
= 12,700 lbs
PLANNING THE FLIGHT Glossary for Navigation/Communication Equipment
737-200
FLIGHT ROUTE – PECULIARITIES OF THE BOEING 737-200

OR WHAT DOES “SLANT ALPHA” MEAN?
Our flight plan is:
CYYZ DCT SIKBO Q140 HANKK Q935 PONCT STAR KBOS
However, back in the 1960’s the network of navigation aids wasn’t as elaborate as it is today. Nowadays,
you can plug in the “PONCT” waypoint in the flight management system and the flight computer will
know what kind of navigation aid it is, where it is and where you are in relationship to it… but back In
the “good old days”, airliners would fly from VOR beacon to VOR beacon, which gave trajectories that
were approximative at best. This is why we will disregard Airways in this flight, which will not really help
us since the 737 has no way to see anything else than basic navigation beacons.
This brings us to the term “Slant Alpha”. You may hear that term in some Youtube tutorials, read about
it in flight simulation forums or even air traffic controllers when they are asking what aircraft category a
pilot is flying. In simple terms, ”Slant Alpha” means that your aircraft only has a transponder mode C
and DME (Distance Measuring Equipment) like VOR (VHF Omnidirectional Range). So, no fancy GPS
tracking for you. You will have to navigate using VORs and the CIVA INS (Delco Carousel IV-A Inertial
Navigation System), which will allow you to plug in waypoint coordinates but accumulates drift error
over time, which can make precision flying for terminal navigation close to impossible.
Therefore, in order to have the “complete 737 experience”, this tutorial will show you how to track
VORs (mainly those used for our SIDs and STARs) and also how to track waypoints entered in the CIVA.
VOR
71
737-200 WHAT IS A SID AND A STAR?
A SID (Standard Instrument Departure) is a small initial route
which leads an aircraft from the runway they've just taken off
from to the first point in his/her intended route. An airport usually
has a lot of aircraft departing from it's runways. To save confusion
(and for safety), a busy airport will publish standard routes from
it's runways to the various routes away from that airport. This way
a controller can be sure that even if a steady stream of aircraft is
leaving the airport they will all be following in a nice neat line, one
behind the other (that's the idea anyhow!).
Standard routes are the preferred method to fly from airport to

airport. This is why we use a flight plan generator. Arriving at an
airport is just the same. The STARs (STandard Arrival Routes) are
also published in chart form and allow you to fly into an airport
using standard procedures. This way, less communication is again
needed with the controllers as (once you have declared your
intention or been given a route to fly by name) the controller and
you both know exactly how you are going to approach the airport.
The end of the STAR route will normally leave your aircraft at a
position where controllers can give you final instructions to set
you up for a landing.
SIDs and STARs are quite similar to highways; they have speed
limits and altitude restrictions at certain waypoints to make sure
the air traffic is flying safely and on the same trajectory. It will be
your job to respect these restrictions as best you can.
In other words, you can see SIDs and STARs like road junctions in
the sky that lead to other waypoints and airways from or to your
desired airport. One airport has many SIDs and STARs.
Typically, SIDs and STARs are provided by the ATC (Air Traffic
Controller). Since we’re doing a tutorial, I will just give you the SID
and STAR that we’ll use.
72
737-200 PLANNING THE DEPARTURE - SID
These charts are for the SID (Standard Instrument Departure)
from Toronto Pearson (CYYZ). We intend to:
1. Spawn at Gate B22 (personal preference)

2. Taxi towards runway 05 (orientation: 057) using taxiways
3, Alpha-Juliet (AJ), Alpha (A), November (N), Echo (E),
Golf (G), Hotel (H) and holding point H6.
3. Depart from CYYZ using the LESTER SEVEN SID from CYYZ.
We will fly to a 057 heading until we reach 1000 ft, then
we will steer to a 047 heading to a target altitude of 5000
ft (FL050). We will use the PEARSON (YTP) VOR as a
reference navigation aid.
4. After that, we will climb to a cruising altitude of 33,000 ft
2: Runway 05
(holding point H6)
3: SID towards next 1: Gate B22

waypoint
73
PLANNING THE
APPROACH - STAR
737-200
These charts are for the STAR (Standard Terminal Arrival

Route) from PONCT to Boston Logan International Airport
(KBOS). This STAR is a little complicated for those not used
to land by tracking VORs, so we will simplify it a little. We
intend to:
1. Come from PONCT waypoint

2. Fly from PONCT towards the GARDNER FOUR arrival
route via PONCT -> ALB.
3. Follow the STAR (ALB -> GDM -> BOS)
4. Follow the approach towards the runway, guided by the
KBOS airport’s ILS (Instrument Landing System).
5. Land at Boston (KBOS) on runway 22L (orientation: 215
Left)
PONCT
ALB
(ALBANY) GDM
FREQ 115.3 (GARDNER)
FREQ 110.6
BOS
(BOSTON) 74
FREQ 112.7
PLANNING THE
APPROACH - ILS
737-200
These charts are for the ILS approach to Runway 22L for Boston
Logan International Airport (KBOS). We intend to:
1. Follow the approach towards the runway, guided by the KBOS

airport’s ILS (Instrument Landing System) localizer (Freq 110.3)
and by the BOSTON VOR (Freq 112.7).
2. Land at Boston (KBOS) on runway 22L (orientation: 215 Left)
75
PLANNING THE FLIGHT - SUMMARY SKY VECTOR
https://skyvector.com/
737-200
So there it is! This is more or less all the information you need to plan your flight!
CYYZ DCT SIKBO Q140 HANKK Q935 PONCT STAR KBOS TOTAL FUEL: 14,000 lbs
CYYZ SIKBO
HANKK
PONCT
Q140
Q935
KBOS
76
SPAWN IN COLD & DARK STATE
1c
737-200
1. Spawn like you normally would at Gate 22 in CYYZ

(departure airport) in the Boeing 737-200.
a) Select the 737-200 (FJS 732 Twinjet)
b) Click CUSTOMIZE and make sure the “Start with
engines running” checkbox is not ticked.
c) In the LOCATION menu, type CYYZ and click on
Pearson Intl Airport Toronto.
d) Click on LOCATION – CUSTOMIZE sub-menu, set the
STARTS option to RAMP and select Gate B22.
e) Click CONFIRM
f) Click START FLIGHT
1b
1f
1a
1d
1b
1e
77
737-200 BOARD AIRCRAFT & OPEN DOORS
Gate B22
Deploy Stairs and Open Doors by using the Doors menu (click on the door-shaped icon)
78
Note: Make sure to have all doors open or you will not be able to load passengers and cargo.
LOAD FUEL, CARGO & PASSENGERS
8
737-200
We will dynamically set our fuel, cargo and passenger loads

using the Weight & Balance Load Manager Control Panel.
2. Click on Weight and Balance tab

3. Set Total Fuel to 14000 lbs by clicking on the + and –
buttons. You can fine-tune the fuel load with the Fuel Load 2 4
per Tank sub-menu. 4
4. Set Passengers by clicking in the blue squares in the First
Class and Economy Class sections. We will use a PAX weight
of 63 passengers.
4
5. Set Cargo by clicking in the blue squares in the Forward 5
Cargo and Aft Cargo bays. We will use a cargo weight of
7500 lbs.
6. Now that we have decided what the aircraft will carry, we
have to verify that:
3
a) The CG (Center of Gravity) location (blue line) is
6d
within limits (red lines). If it isn’t, you can shift
around the Fuel Load, the Forward/Aft Cargo and

the location of passengers within the First Class and
Economy Class as shown in steps 3, 4 and 5. 6b
b) The Gross Weight of the aircraft (103,320 lbs) does
not exceed Max Takeoff Weight (119,500 lbs).
c) The Landing Weight of the aircraft (94,321 lbs) 6e
does not exceed the Max Landing Weight (105,000
6c
lbs)
d) The Zero Fuel Weight of the aircraft (89,321 lbs)
does not exceed the Max Zero Fuel Weight (95,000
lbs). 6b
e) The Trip Distance available (801 nm) is greater than 6c
the flight plan distance (391 nm). 6d
7. Take note of the resulting Center of Gravity (CG) position.
In our case, we have 21.9 % of MAC (Mean Aerodynamic
Chord) Lower CG Limit 6a
Upper CG Limit
8. Once all that is done, you may now close the Weight &
Balance tab by clicking the red circle on the Weight & CG Location
Balance Manager window, and then power up the aircraft! 7
79
737-200 POWER UP AIRCRAFT
9. On Overhead panel, turn on battery power
a) Set Battery switch to ON (DOWN)
b) Lock battery switch by clicking on switch safety
guard
10. Set Parking Brake (PULLED AFT = ENGAGED) 9a
BATT OFF 9b
11. Set ground power ON
GUARDED
a) Click on the Options Sub-Menu button 9a
b) Click on the GPU Cart button BATT ON
c) Ground crew will now connect ground power to
the aircraft. The “GRD PWR AVAILABLE” light will
illuminate when the GPU (Ground Power Unit) is
connected.
d) Set “GRD PWR” switch to ON (Down) to power the
aircraft with the GPU. Once the ground power has
kicked in, the TRANSFER BUS OFF and BUS OFF
indicator lights should extinguish. 11b
11a
10b
ENGAGED
11c
11d
10a
DISENGAGED
80
Delco Carousel IV-A Inertial
737-200 CIVA SETUP - INSTALLATION Navigation System (CIVA INS) Panel
The CIVA (Delco Carousel IV-A) is a payware third-party add-on available on the X-Plane store. You need to buy it for 10 $ in
order to use it and install it. Link: http://store.x-plane.org/CIVA-Navigation-System_p_196.html
12. Make sure the CIVA system is installed correctly in the following directory:
C:\Program Files\X-Plane\X-Plane 11\Aircraft\Download\FJS_732_TwinJet_Pro_V3\plugins\xciva
13. The CIVA is actually a plugin that needs to be activated in the Plugin Admin menu since it is de-activated by default.
a) Move your cursor in the upper section of the screen to display the Main Menu
b) Select the “Plugins –> Plugin Admin -> Enable/Disable” menu
c) Find the “CIVA for X-Plane” plugin (click NEXT to cycle plugin pages if required) and make sure it is checked in
green. The CIVA plugin will then be activated.
14. Click the Options menu and make sure the “CIVA INS” option is selected in the “Nav System” field.
14b
13b
14a
12
13c 13c
13c Not Checked Checked
81
737-200 CIVA SETUP – FLIGHT PLAN
15. First, we need to find our current location in the

world so the CIVA can have an idea of where we
are. Luckily, X-Plane can show us that kind of
data. 15e
a) Move your cursor in the upper section of
the screen to display the Main Menu
b) Click on the SETTINGS icon
c) Select DATA OUTPUT menu
d) Make sure the “Latitude, Longitude & 15c
Altitude” option is checked and click on
DONE
e) Coordinates of your current position will
now be displayed:
LATITUDE: 43.685 deg
LONGITUDE: -79.622 deg
AIRCRAFT COORDINATES
43.69 DEG NORTH, 79.62 DEG WEST
f) Un-check the “Latitude, Longitude &

Altitude” option to hide the coordinates
and click on DONE.
15d
15b
82
737-200 CIVA SETUP – FLIGHT PLAN
16. Next, we need to figure out our waypoint coordinates. Waypoint 0 is our current location
(see previous step), which is given in Decimal Degrees. However, the CIVA only takes
coordinates in Degrees, Minutes, Tenths of Minutes (DM.m). We can use a quick
conversion tool (https://www.directionsmag.com/site/latlong-converter/) to perform this Decimal Degrees
conversion. Alternatively, you can simply multiply by 60 the decimal part of the Decimal
Degrees coordinates to get the Minutes and Tenths of Minutes (M.m) part. DM.m
WAYPOINT 0 (CURRENT AIRCRAFT LOCATION):

LAT/LONG IN DECIMAL DEGREES: 43.69 deg North, 79.62 deg West
LAT/LONG IN DEGREES, MINUTES, TENTHS OF MIN: 43°41.4’ North, 79°37.2’ West DMS
LAT/LONG ENTERED IN CIVA (FIRST 5 DIGITS ONLY): 43414 North, 079372 West
17. The rest of the waypoint coordinates are already given in our Flight Plan generated on
OnlineFlightPlanner.com, which are given in the Degrees Minutes Seconds format, which
needs to be converted in Degrees, Minutes, Tenths of Minutes. Feel free to use the
conversion tool linked above. Once again, only take the first five digits since the CIVA’s
precision is limited.
AIRCRAFT COORDINATES (DECIMAL DEGREES)
43.69 DEG NORTH, 79.62 DEG WEST
AIRCRAFT LOCATION Decimal Degrees

Waypoint Reference NORTH WEST
0 CYYZ 49.69 79.62
INPUT TO CIVA Degrees, Minutes, Tenths of Minutes

0 CYYZ 43414 079372
1 SIKBO 43392 079209
2 HANKK 42537 077092
3 PONCT 42448 073488
83
4 KBOS 42218 071004
CIVA SETUP – FLIGHT PLAN
INS ALIGNMENT
737-200
0 CYYZ 43414 079372

18. Enter your current coordinates in the CIVA (Waypoint 0) and begin alignment of the INS 1 SIKBO 43392 079209
(Inertial Navigation System)
a) Set Mode Selector Knob to STBY (Standby) 2 HANKK 42537 077092
b) Set Data Selector Switch to POS (Position) and make sure Waypoint Selected is 0
3 PONCT 42448 073488
c) Press the “N (2)” key to select North Latitude coordinates field of Waypoint 0
d) Press “43414” on the keypad, then press the “INSERT” key to enter Latitude 4 KBOS 42218 071004
coordinates of Waypoint 0.
e) Press the “W (4)” key to select the West Longitude coordinates field of Waypoint 0
f) Press “079372”, then press the “INSERT” key to enter Longitude coordinates of
Waypoint 0.
18d 18f
18f
CYYZ DCT SIKBO Q140 HANKK Q935 PONCT STAR KBOS 18a
18c
18d
Click on this button to select

Waypoint 0 (current aircraft 18b
position) if not already set to 0
18e
18b 84
INS ALIGNMENT
737-200
0 CYYZ 43414 079372

g) Set Mode Selector Knob to ALIGN to begin INS alignment 2 HANKK 42537 077092
h) Set Data Selector Switch to DSRTK/STS (Desired Track Angle / Status Code of INS)
3 PONCT 42448 073488
• The code “0 95” should appear once alignment phase has begun.
• 0 is the Status Code (0 is when Mode is not in NAV, 1 is when 4 KBOS 42218 071004
Mode is in NAV)
• 9 is the Actual Performance Index, or how precise the INS is. 9 is
the least precise, and 0 is the most precise.
• 5 is the Desired Performance Index.
i) The INS alignment counts down (0 95 is when alignment is starting, 0 55 when
coarse alignment is complete, 0 05 when full alignment is complete) until the
READY NAV light is illuminated (alignment complete). The next steps can be done INS alignment is starting INS full alignment is complete
READY NAV
while the INS aligning.
Illuminated 18i
18g
Status Code Meaning
0 95 Standby INS Warmup. Gyros run up to speed

2 minutes after warmup is completed.
0 85 Coarse Level: Gimbals aligned to the 18h

horizontal plane. Battery Unit is tested.
0 75 Coarse Azimuth: Initial Estimate of True

North.
0 65 Fine Alignment: Knowledge of True North is

refined. Gyros and accelerometers are Desired Performance Index
calibrated.
0 55 to 0 05 Refinement of alignment. The INS Mode Actual Performance Index

Selector may be advanced to NAV at any 18h
time during this mode. Status Code 85
INS ALIGNMENT
737-200
0 CYYZ 43414 079372

j) Set the Data Selector Switch to WAYPT (Waypoint) and select Waypoint 1 SIKBO 2 HANKK 42537 077092
with the Waypoint Selector Button (reminder: Waypoint 0 is the position of the
3 PONCT 42448 073488
aircraft).
k) Press the “N (2)” key to select North Latitude coordinates field of Waypoint 1 4 KBOS 42218 071004
l) Press “43392” on the keypad, then press the “INSERT” key to enter Latitude
coordinates of Waypoint 1.
m) Press the “W (4)” key to select the West Longitude coordinates field of Waypoint 1
n) Press “079209”, then press the “INSERT” key to enter Longitude coordinates of
Waypoint 1.
o) Repeat steps j) through n) for Waypoints 2 (HANKK), 3 (PONCT) and 4 (KBOS).
p) Set Mode Selector Knob to NAV when you are done.
Waypoint 2
(HANKK)
18l 18n
18p
Waypoint 3
(PONCT)
18k
18j 18m
Waypoint 4 86
18j (KBOS)
737-200 VHF NAV SETUP – DEPARTURE 19c
19. The departure procedure (SID) we intend to take dictates that we depart from runway
05 and follow a heading of 057, then turn to 047 once we reach 1000 ft. We will use the
YTP (PEARSON) VOR as a reference.
a) Set VHF-1 NAV frequency to the frequency of the YTP VOR (116.55 as shown on
the Jeppesen chart).
b) Verify that the TFR switch is set properly, showing that the active frequency is
116.55.
c) We can see on the HSI (Horizontal Situation Indicator) that we are 1 nm from
the VOR (which is right next to the airport).
d) Set the HSI VOR Course to 057.
e) Set the RMI (Radio Magnetic Indicator) VOR/ADF 1 knob to VOR
19e
19d
19b TFR (Transfer) Switch
SID towards next

waypoint 19a
Active Frequency 87
737-200 TAKEOFF REF V-SPEEDS
20. If you click on the “V card” sub-menu button, you will get your takeoff & landing reference V-Speeds. You
will notice that the airspeed bugs are automatically set on your airspeed indicator.
V1 is the Decision Speed (minimum airspeed in the takeoff, following a failure of the critical engine at VEF, at
which the pilot can continue the takeoff with only the remaining engines), VR is the rotation speed (airspeed
at which the pilot initiates rotation to obtain the scheduled takeoff performance), and V2 is Takeoff Safety
Speed (minimum safe airspeed in the second segment of a climb following an engine failure at 35 ft AGL).
All these V-speeds are computed by FlyJSim for you. In real life, pilots had to figure out the V-speeds
themselves by using charts and a bit of math. Modern-day FMCs (Flight Management Computers) compute
these speeds in a similar fashion, taking the aircraft’s weight, takeoff flap setting and other parameters.
20
VR Speed Bug
(136 kts)
Flap 1 Retraction Speed Bug

(157 kts, or approx. VR + 20)
88
737-200 TAKEOFF TRIM & AUTOPILOT SETUP
21. Set Stabilizer (Elevator) trim to the Takeoff Stabilizer
Trim setting obtained on the V-Card (5.18). This
value is automatically computed.
22. Set up Autopilot for departure
a) Set ALTITUDE SELECT to 5000 ft with the
black knob, which will be our first altitude
target for the initial climb segment
b) Set Airspeed Bug to the Initial Climb Speed, 22a
which will be V2+20 ( 136 + 20 = 156 kts)
c) Set the Heading Bug to the Runway Heading
(057)
d) Set Autopilot COURSE and HEADING to 057 22b 22c
Takeoff Trim Setting: 5.18

Result from 21.9 % MAC (Mean Aerodynamic Chord)
21
22d
Takeoff Stab Trim Setting
89
737-200 ALTIMETER SETTING
23. Consult the CYYZ (Toronto) ATIS system via the radio to get
the altimeter setting. 23a
a) Consult the CYYZ chart and find the Toronto Pearson
ATIS Frequency (120.825). 24
b) Set VHF-1 COMM ACTIVE radio frequency ATIS
frequency (120.825). Active frequency is indicated
with a small blue light. Due to some minor X-Plane
quirk, in our case we had to set the frequency to
120.80 instead of 120.825 to hear the ATIS properly. 24
c) You should receive the ATIS automated report on
the radio for Niagara Falls. The reported altimeter
setting is 30.12 inches of Hg. 24
d) You can click on the TFR (Transfer) button to set the
ATIS frequency to the STANDBY frequency once you
have the information you need. You will then stop
hearing the ATIS broadcast.
24. Set altimeter setting to 3012 (30.12 inches of mercury) by

rotating the altimeter and standby altimeter knob. You will
23c
see that the altimeter will indicate the airport’s elevation,
which is approximately 570 ft.
ACTIVE
FREQUENCY
23b TFR (Transfer) Switch
ACTIVE
FREQUENCY
23d
TFR (Transfer) Switch 90

737-200 CABIN PRESSURE
25. On the Overhead Panel, set Cabin

Pressure Switch to GROUND 28
26. Set Cabin Pressurization Mode
Selector to AUTO
27. Set FLT ALT (Flight Altitude) to our
cruising altitude of 33000 ft 32
28. Set LAND ALT (Landing Altitude) to
the Boston Logan Airport’s
elevation (19 ft, or close to 20 ft) 31
29. Set Control Cabin Temperature
Selector knob to AUTO 27
29 30
30. Set Passenger Cabin Temperature
Selector to AUTO
31
31. Set Left and Right A/C PACK
(Pneumatic Air Conditioning Kit)
switches to OFF
32. Set Gasper Fan switch to OFF

28
26
25
Gasper Fan Note:

The PACKs regulate cabin temperature through the mixing of hot bleed air with bleed air that has been
cooled. The cooling is done by two heat exchanges and a device called an Air Cycle Machine (ACM). Hot and
cold bleed air is mixed by an air mix valve. Immediately downstream of the turbine wheel in the ACM is a
water separator. This removes the condensed moisture that is a by-product of the ACM’s cooling of the air.
This air can be used by the Gasper Fans, which are an adjustable air outlet situated above each passenger
seat, which is also a part of the air conditioning and cabin air recirculation system.
91
737-200 DOORS
33. Close the doors by clicking on the DOORS menu
33b 33c 33d
33a
Forward Airstairs & Door

Forward Service Door
Rear Service Door

Rear Airstairs & Door
Forward Cargo Door
Rear Cargo Door 92
737-200 TRANSPONDER, TCAS, WEATHER RADAR & BUILT-IN TESTS
34. Set up the Transponder
• Set Transponder frequency to 1200 (VFR standard squawk code for most of North
American airspace, or as specified by ATC)
35. Press the TCAS (Traffic & Collision Avoidance System) button to power up TCAS system.
36. Set TCAS (Traffic Collision and Avoidance System) selector to TA/RA (Traffic Advisory/Resolution 36
Advisory)
37. If desired, test the Weather Radar by setting the WX Selector switch to TEST. A short built-in test
will begin.
38. Power up the Weather Radar by setting the Weather Radar Selector to WX/T, which is a
combined Weather Radar and TCAS mode.
39. Set desired weather radar range (20 nm in our case). 34
35 37 39
38
Built-In Test
In Progress 36
93
737-200 ENGINE START-UP
APU APU GENERATOR
AUXILIARY
POWER UNIT APU BLEED AIR
GROUND EXTERNAL POWER

POWER CART
PART 4 – START-UP PROCEDURE
AIR PRESSURE EXTERNAL AIR

CART
ENGINE GENERATOR
ENGINE (ENGINE CROSS-START)
ENGINE BLEED
(RUNNING) (ENGINE CROSS-START)
FUEL PUMPS FUEL PUMPS ON
THROTTLE POSITION THROTTLE AT IDLE FUEL
ENGINE START LEVER ENGINE START LEVER AT IDLE (UP) IGNITION/STARTER

ENGINE START
STARTER SWITCH ELECTRICAL POWER
STARTER SWITCH – GRD (GROUND)
AIR PRESSURE 94
NOTE: It is usually common practice to start your engines during pushback. We will start our engines before that for simplicity.
BATTERY SWITCHES ON APU GENERATOR

EXTERNAL POWER APU
FUEL PUMP ON AUXILIARY
APU START SWITCH POWER UNIT APU BLEED AIR
FUEL PUMPS ON
ENGINE START LEVER AT IDLE FUEL VALVE
THROTTLE AT IDLE
ENGINE START
STARTER SWITCH – GRD (GROUND) IGNITER/STARTER
95
737-200 APU (AUXILIARY POWER UNIT) START
1. On Overhead Panel, turn ON AFT LEFT fuel pump
2. Set APU switch to START to initiate start, wait for EXH (also known as EGT, Exhaust
Gas Temperature) to rise, then set switch to ON.
3. LOW OIL PRESSURE caution should illuminate, and EXH/EGT (Exhaust Gas
Temperature) should increase within 30 seconds.
4. Monitor APU temperature (EXH) during start sequence to make sure no overheating
occurs. The temperature will first rise in the 500-600 deg C range, then stabilize in
the 300-340 deg C range. When APU reaches IDLE RPM, the LOW OIL PRESSURE 3
caution will extinguish and the APU GEN OFF caution light will illuminate.
5. Set APU GEN switches #1 and #2 to ON to let the aircraft use the electrical power
generated by the APU instead of Ground Power. The APU GEN OFF BUS caution will
extinguish, meaning that the aircraft now runs on APU power. Take note that the
External Ground Power switch will automatically reset itself to OFF.
4
1
5b
5a
5a
4
96
737-200 APU (AUXILIARY POWER UNIT) START 6b
6. Disconnect ground power

a) Click on the Options Sub-Menu button
b) Click on the GPU Cart button 6a
c) Ground crew will now disconnect ground power to the aircraft.
The “GRD PWR AVAILABLE” light will extinguish when the GPU
(Ground Power Unit) is disconnected.
7. Set APU BLEED switch ON and ISOLATION VALVE switch to AUTO 6
8. Confirm that both Manifold Pressure needles stabilize above 30 PSI. 6c
9. Set Engine 1 and Engine 2 Bleed Switches – ON
10. Make sure the Left and Right PACK (Pneumatic Air Conditioning Kit)
switches are set to OFF. This is to make sure maximum APU bleed air
pressure is available for engine start since the engine has a pneumatic
starter.
6e
10
10
6d
7b
7a 9 97
9
11. On overhead panel, set remaining fuel pump switches (FWD LEFT, FWD
RIGHT, AFT RIGHT) – ON. The LOW PRESS lights should extinguish once
the pumps are running.
12. Set ELEC 1 & 2 HYDRAULIC PUMP (System B) switches – OFF
13. Set ENG 1 & 2 HYDRAULIC PUMP (System A) switches – ON
14. Set all throttles to IDLE (fully aft)
15. Make sure all Engine Start Levers are at CUTOFF (DOWN).
11
11
11 11
14
Throttles
13
Engine Start Levers 15 12

98
737-200 ENGINE START-UP 17 21
16. Set RIGHT STARTER selector knob to GRD (Ground

Start) to crank up the starter.
17. Make sure the START VALVE OPEN light for the No. 2
engine illuminates on the Flight Engineer Panel.
18. When No. 2 Engine N2 indication (High Pressure
Compressor Rotation Speed) reaches 20 %, set No. 2 20
Engine Start Lever to IDLE (UP). This will energize the
ignition system and lightoff the engine.
19. N1 indication (Fan Speed / Low Pressure Compressor
Rotation Speed), Fuel Flow and EXH (Exhaust Gas 20
Temperature) for No. 2 Engine should increase.
20. When No. 2 Engine parameters stabilize at about 35 %
N1 and 60 % N2, the RIGHT STARTER selector will
automatically reset itself from GROUND to OFF.

21. No. 2 Engine is considered stabilized when the LOW 20
OIL PRESSURE light is extinguished.
18
19
18
20
16 99
737-200 ENGINE START-UP 23 27
22. Set LEFT STARTER selector knob to GRD (Ground Start)

to crank up the starter.
23. Make sure the START VALVE OPEN light for the No. 1
engine illuminates on the Flight Engineer Panel.
24. When No. 1 Engine N2 indication (High Pressure
Compressor Rotation Speed) reaches 20 %, set No. 1
Engine Start Lever to IDLE (UP). This will energize the 26
ignition system and lightoff the engine.
25. N1 indication (Fan Speed / Low Pressure Compressor
Rotation Speed), Fuel Flow and EXH (Exhaust Gas
Temperature) for No. 1 Engine should increase.
26
26. When No. 1 Engine parameters stabilize at about 35 %
N1 and 60 % N2, the LEFT STARTER selector will
automatically reset itself from GROUND to OFF.

27. No. 1 Engine is considered stabilized when the LOW
OIL PRESSURE light is extinguished.
26
24
24
26
22
100
High-pressure compressor and
high-pressure turbine are driven
by the same shaft. This is N2
N2
speed in percentage of
N1 N2 maximum RPM.
N1
N2
N1 N1
Fan, low-pressure compressor and low-pressure turbine are driven by the same shaft.
This is N1 speed in percentage of maximum RPM. 101
737-200 ENGINE START-UP 38
28. Set both Engine GEN 1 and GEN 2 switches to ON. Once
engine generator power kicks in, the APU generators will be
automatically disconnected.
29. Verify that ENG 1 & 2 HYDRAULIC PUMP switches are ON.
Verify that you have positive hydraulic pressure in System A.
30. Set ELEC 1 & 2 HYDRAULIC PUMP switches – ON. Verify that
you have positive hydraulic pressure in System B.
31. LEFT and RIGHT AIR CONDITIONING PACK (Pneumatic Air
Conditioning Kit) switches – ON
32. Verify Isolation Valve is set to AUTO 30
29
33. Verify ENG 1 and 2 BLEED switches are ON
34. APU BLEED switch – OFF
35. APU GEN #1 and #2 switches – OFF
36. APU switch – OFF

37. Pitot Probe Heat switches – ON
38. Engine Anti-Ice / Wing Anti-Ice / Window Heat switches – As
Required
32
38
42 31 31
28 28
35 35
41
33
37 33
41
36 34 102
737-200 COMPLETE PRE-FLIGHT
39. Set the Gasper Fan switch – ON
39
40. Set Cabin Pressure switch – FLIGHT
41. Landing Lights switch – ON
42. Runway Turnoff Lights switches – ON
43. Taxi Light switch – ON
44. Strobe Light switch – ON
45. Position Lights switch – ON
46. Anti-Collision Lights switch – ON
47. Wing Light – ON
48. Logo Light – ON
40
48
47
46
41 42 43
44 103
45
49. Emergency Lights – set switch to ARMED and close cover
50. Set FASTEN BELTS light to AUTO
51. NO SMOKING (CHIME) light to ON
52. On the overhead panel, hold the STALL WARNING switch to TEST and
make sure that you hear the stall warning sound (annoying rattle).
Reset switch back to NORMAL.
53. Press the GROUND PROXIMITY SYS TEST to start a series of automated
tests. You should hear a series of aural warnings like « Glide Slope » or
« Pull up! » « Windshear! » « Terrain! » « Airspeed Low! » « Sink Spins while stall warning test is in progress
Rate! » « Don’t sink! » « Too low, Terrain! » « Too low, flaps! », etc.
54. Set Yaw Damper Switch – ON
53
52
51 50
49a 49c
49b
54 104
55. As per the V-speed card, we intend to takeoff
with flaps at 2 degrees. Set flaps lever to 2 56
degrees
56. Verify that flaps are deployed at 2 deg and that
the Leading Edge Flaps Extended light is
illuminated.
57. Make sure Speed Brake is OFF/DOWN (NOT
ARMED) by checking that lever position is down
and forward
58. Verify that no warnings are displayed on the
Master Recall panel
56
57
55
58
105
737-200 PUSHBACK
• The FlyJSim 737-200 requires the free external plugin BetterPushback to be installed in order to use pushback
functionalities. You can find it here:
https://github.com/skiselkov/BetterPushbackC/releases/download/v0.46/BetterPushback.zip
• The BetterPushback files need to be installed in the following folder:

C:\Program Files\X-Plane\X-Plane 11\Resources\plugins\BetterPushback
PART 5 – TAXI
106
737-200 PUSHBACK
1. First, you need to pre-plan the pushback trajectory. In
your Plugins menu, select “Better Pushback” sub-
menu, then click “Pre-plan pushback”.
2. You will automatically see a top-down view of your
aircraft. You can drag your mouse to your desired
aircraft position and rotate the aircraft by scrolling
the middle mousewheel button.
3. Once the yellow aircraft silhouette is to your liking,
left click (silhouette will turn green) and press
“ENTER” to save the pushback trajectory.
1
3
PART 5 – TAXI
107
737-200 PUSHBACK 4
4
4. Verify that Anti-Skid Inboard and Outboard switches are ON

5. Before beginning pushback, make sure your landing lights and taxi lights are off to
avoid blinding the ground crew.
6. Engage Parking Brake (PULLED). Verify that BRAKE LIGHT is illuminated.
7. Press and hold the GROUND CREW CALL button for about 4 to 5 seconds to contact
ground crew personnel.
8. The ground crew will connect the Pushback Tug and ask you to release the parking
brake when ready
9. Disengage Parking Brake (FWD). Verify that BRAKE LIGHT is extinguished 7
10. The pushback tug will start moving the aircraft
11. When the pushback procedure is finished, the ground crew will ask you to set the
parking brake to disconnect the tug
12. Engage Parking Brake (PULLED). Verify that BRAKE LIGHT is illuminated.
12
Parking Brake Engaged (PULLED)

PART 5 – TAXI
Parking Brake Released (FWD) 108

PART 5 – TAXI 737-200 PUSHBACK
109
737-200 PUSHBACK
13. Give the ground crew the thumbs up to disconnect the tug
13
PART 5 – TAXI
110
737-200 TAXI
The 737 is steered on the ground by using a tiller. X-
Plane allows you to map an axis to the tiller.
Nosewheel Tiller
Axis
PART 5 – TAXI
Nose Wheel Steering Tiller

(used to steer aircraft on the ground)
111
737-200 TAXI
• Our Flight Number for today will be AAL119 and
we spawned at gate B22.
• After we performed pushback from gate B22,
we would typically contact the tower for
guidance by saying « AAL119, requesting taxi. »
• The tower would then grant you taxi clearance
by saying « AAL119, taxi to holding position H6
Runway 05 via taxiways 3, Alpha-Juliet (AJ),
Alpha (A), November (N), Echo (E), Golf (G),
Hotel (H).
• This means that we will follow the A line, then
turn left to the N line, then follow G and H line
until holding point H6… and then hold there
until we get our clearance for takeoff.
Runway 05
(holding point H6)
PART 5 – TAXI
Gate B22
112
737-200 TAXI
Check signs to follow the

taxi route towards the
holding point (H6)
PART 5 – TAXI
113
PART 5 – TAXI 737-200 TAXI
114
EPR Bug EPR Bug
737-200 TAKEOFF
2
1. Line up on the runway
2. Verify that your flaps are set to 2 as per
the V-speed card
3. Set your EPR (Engine Pressure Ratio)
bugs to the NORMAL EPR written on the
4
V-speed card.
4. Release parking brake and hold wheel 3 3
brakes
PART 6 – TAKEOFF, CLIMB & CRUISE
115
737-200 TAKEOFF
5. Set Autopilot Pitch Mode Selector to OFF
6. Set Autopilot Roll Mode Selector to MAN
7. Set Flight Director Mode Selector to HDG (Heading). The 15-degree Pitch line will appear on your ADI
(Attitude Director Indicator)
8. Verify that your Autopilot Selected Heading Indicator is set to the runway heading (057)
9. Verify that your Heading Select Bug is set to the runway heading (057)
10. Hold brakes and throttle up to an EPR of maximum 2.17 EPR (Normal Engine Pressure Ratio as per V-speed
card). You can also use a maximum N1 of 97.4 % as a reference.
11. Release brakes and accelerate
7
10
5
6
8
116
PART 6 – TAKEOFF, CLIMB & CRUISE 737-200 TAKEOFF
117
737-200 TAKEOFF
12. As you speed up to 80 kts, the First Officer will call out « 80 knots ».
The airspeed indicator comes alive at that speed.
13. Once you reach V1 (Decision Speed, 136 kts), start a gentle rotation.
14. Once you confirm a « Positive Rate », retract landing gear by setting
the Landing Gear Lever UP, waiting for the landing gear to retract, and
then setting the gear lever to the OFF (Middle) position to lock it.
V1 Speed Bug
(136 kts)
14b
14a
Flap 1 Retraction Speed Bug

(157 kts, or approx. VR + 20) Maneuvering Speed (Flaps Up)
118
737-200 TAKEOFF
15. Rise flaps as per flaps schedule.
a) Set flaps to 1 at 157 kts (V2 + 15)
b) Set flaps to 0 at 190 kts (Maneuvering
speed)
FLAP RETRACTION SPEED SCHEDULE

ACTION FLAP SETTING FOR TAKEOFF
15/10 5/2 1
Select Flap 5 at V2 + 15 - -
Maneuv.
Select Flap 1 at V2 + 15 -
Speed
Maneuvering Speed
Select flap 0 at
(190 kts as per our Takeoff Chart)
NOTE: Flap retraction speeds (minimum maneuver speeds)
may be led by 10 kts when accelerating. Limit bank angle to 15
until reaching maneuvering speed. As flaps are retracted from
1 to 0 deg, power may be reduced to 1.7 EPR for noise
abatement and continued climb to 3000 ft AGL.
Maneuvering Speed (Flaps Up)
119
19 Current Heading 18b Heading Bug
737-200 TAKEOFF
16. Verify that the GPS/NAV Selector Switch is set to NAV.
17. Engage Autopilot Aileron (Roll) and Elevator Channel
switches 21
18. Set Heading Bug to 047 deg for the first turn and verify
that selected altitude is 5000 ft.
19. Set Autopilot Speed Bug to 250 kts
20. Set Autopilot Pitch Mode Selector to IAS. The elevator
will attempt to maintain the selected target speed (250
kts).
21. The IAS mode automatically engages the ALTITUDE
SELECT mode to the selected target altitude (5000 ft). Aircraft will steer to line
The amber ALT HLD indication shows that the ALTITUDE up yellow heading bug
HOLD mode is armed but not yet active; it will with current heading
automatically activate once the target altitude is 19
reached.
22. When climbing above 1000 ft, set Autopilot Roll Sub- 18c
Mode to HDG SEL and verify that the Flight Director
Mode Selector is set to HDG.
23. Aircraft will now steer to 047 as set by the Heading
Select bug. 16
17
17
22b
22a
20 120
18a
PART 6 – TAKEOFF, CLIMB & CRUISE 737-200 TAKEOFF
121
Cruising Altitude
737-200 CLIMB 33000 ft
1. Verify that the Selected Airspeed Bug is set to 250 kts SID Target Altitude
(5000 ft)
2. Verify that the Autopilot Pitch Mode Selector is set to IAS.
This means the ALTITUDE SELECT mode is active as well. The
aircraft should be climbing to the target altitude (5000 ft)
while maintaining the selected target speed of 250 kts. 4
3. When reaching 5,000 ft (the end of the first climb segment):
a) Landing Lights switches – OFF Takeoff 2
b) Taxi Light switch – OFF
3g
c) Runway Turnoff Lights switches – OFF
3d
d) The ALTITUDE ALERT indication will illuminate once 3e
you are 1000 ft from the target altitude.
e) Once the target altitude has been reached, the ALT

HOLD mode will automatically engage and the ALT
HLD light will turn green. This means that the IAS 3f
mode is no longer active; the aircraft will maintain its
current altitude and you will control the aircraft
speed with the throttle.
f) Set Selected Altitude to cruising altitude of 33000 ft
g) Set Autopilot Pitch Mode Selector to IAS. It will
automatically re-engage the ALTITUDE SELECT mode
and continue your climb.
4. Throttle back to a cruise setting of 92 % N1.
3b 3e
3a 3g 122
3c
CLIMB
8
737-200
5. To track the waypoints we entered in our CIVA, we will

choose what waypoint we want to track first. Press the 10a
WY PT CHG (Waypoint Change) button and press “01”.
6. The FROM-TO display will now show 01, meaning that
we are flying FROM waypoint 0 (which is the position 12
of the aircraft) TO waypoint 1 (SIKBO). 10b 6
7. Set Autopilot Roll Sub-Mode switch to HDG OFF
8. Set the Autopilot Roll Mode switch to VOR/LOC
9. Set the Flight Director Mode Selector switch to
VOR/LOC
10. Set the GPS/NAV Selector Switch set to GPS. This will
set the CIVA as the data source that drives the

autopilot, as shown by the “GPS” light on the APD
panel.
11. The aircraft will now steer from your current position
(waypoint 0) towards waypoint 1 (SIKBO). 5
12. Set the CIVA Data Selector Switch to DIS/TIME to
display the distance from tracked waypoint (in nautical 12
miles) and the time to waypoint (in minutes). The
picture shows that we are 13 nm from waypoint 1 and
that we will cross it in 2.9 minutes.
8
9
7
123
737-200 CLIMB
13. Once you have reached waypoint 1 (SIKBO), press
WY PT CHG button, then type “02” on the CIVA 13
keypad. The aircraft will then track from your
current location to Waypoint 2 (HANKK).
14. As we can see, the estimated distance is quite
similar to what SkyVector gave us. Repeat those
steps to track Waypoint 3 (PONCT) and finally
Waypoint 4 (KBOS).
Current Location
124
737-200 CLIMB 16a
16b
15. Once you pass transition altitude (3000 ft in Europe, 18000 ft in the US), adjust altimeter setting to
standard barometric pressure (29.92 in Hg). Do it SLOWLY or your autopilot will start freaking out
since you are changing his pressure reference. Using STANDARD pressure is done in order to use
flight levels as a reference. This means you will be using a standard barometric pressure of 29.92 in
Hg, which is also used by other aircraft in the airspace instead of a local one given by an Air Traffic
Controller. If pilots don’t use a “standard” barometric pressure, different aircraft may collide in flight
since they don’t use the same pressure to define their current altitude. This is why higher altitudes
are defined as “flight levels” (i.e. FL330 would be 33000 ft).
16. The ALTITUDE ALERT indication will illuminate once you are 1000 ft from the target altitude (1000
ft). When you reach your cruising ceiling (33,000 ft), the ALT HOLD mode will automatically engage
and the ALT HLD light will turn green. This means that the IAS mode is no longer active; the aircraft
will maintain its current altitude and you will control the aircraft speed with the throttle. Altitude (33000 ft) not captured Altitude (33000 ft) captured
Transition Altitude (U.S. system)
15
15
125
PART 6 – TAKEOFF, CLIMB & CRUISE 737-200 CLIMB
126
737-200 CRUISE
1. When reaching cruising altitude, the autopilot will start
levelling off and automatically switch to ALT HOLD.
2. Once levelled off to 33000 ft, you can control your
cruising speed with your throttle (Yep, there is no
autothrottle on this bad boy). A cruising speed between
Mach 0.7 and Mach 0.74 is recommended.
• Alternatively, you can switch to IAS mode and
control your altitude with your throttle.
127
737-200 CRUISE
3. When you fly over a waypoint, the CIVA will automatically follow the next one. The FROM-TO
menu will indicate which leg you are currently following. As an example, the CIVA in the picture to
the right shows that we are following the leg from Waypoint 2 (HANKK) to Waypoint 3 (PONCT).
3
Alternatively, you can use the WY PT CHG technique by typing 0 (your current location) followed by
the waypoint number you want to track, as shown before. This method is like a DIRECT TO since it
will direct the autopilot directly from your position to the waypoint you want to track.
Current Location
128
PART 6 – TAKEOFF, CLIMB & CRUISE 737-200 CRUISE
129
130
131
Introduction to Autopilot
Many newcomers in the flight simulation world have this idea that the autopilot
737-200
is the answer to EVERYTHING. And I mean: e-v-e-r-y-t-h-i-n-g. Spoiler alert: it’s

not. The autopilot is a tool to help you fly to reduce your workload, not a tool to
replace the pilot. The autopilot should be seen as a system that can make your
life easier.
Now, why am I saying this? Because some people’s knowledge of modern

autopilot systems is summed up in “hit LNAV and VNAV, then go watch an
episode of Mayday while the aircraft does all the work”. Beware! The Boeing
737 has no ordinary autopilot: it is equipped with the Sperry SP-77. This is old
school. Basically, the Sperry will let you control the aircraft laterally and
vertically in a number of ways. Keep in mind that there is no auto-throttle APD (Approach Progress Display) for
system, which means that the aircraft can start abruptly pitching up to increase Autopilot (A/P) and Flight Director (F/D)
its angle of attack in order to increase lift if you are asking for a flight parameter
(like altitude) to be maintained while not enough power is available to maintain
said parameter.
There are three main components to the Autopilot

• The Sperry Autopilot Panel
• The Flight Director
• The APD (Approach Progress Display), which is basically the ancestor of the Sperry SP-77 Autopilot Control Panel
PART 7 – AUTOPILOT
FMA (Flight Mode Annunciator) installed on modern the Boeing 737 and 747.
Flight Director Modes and

Commands
132
Sperry SP-77 Control Panel Autopilot Altitude Select Indicator (ft) & Setting Knob

737-200
Autopilot Roll Mode Selector

Autopilot Selected Heading Indicator & Setting Knob • MAN: Manual Mode, or Control Wheel Steering. ALT
HOLD, HDG SEL or HDG OFF modes are selectable.
• VOR LOC: VOR Navigation / Localizer Mode. Used to
Autopilot Course 2 Selected Indicator & Setting Knob automatically intercept selected radio course.
• AUTO APP: Automatic Approach. Used to Autopilot Elevator (Pitch)
Flight Director (Autopilot) automatically capture ILS localizer and glide slope.
Altitude Hold Switch Channel Engage Switch
• MAN G/S: Manual Glide Slope.
Flight Director (Autopilot)

Pitch Command Knob Autopilot Roll Sub-Mode (Heading) Selector Autopilot Pitch Mode Selector
• HDG OFF: Autopilot maintains any bank attitude • IAS : Aircraft pitch varies to maintain the bug speed
within limits (available in Roll MAN Mode only) Autopilot Aileron (Roll) indicated on the Captain’s speed indicator by climbing or
• HDG SEL: Maintains the heading selected for the Channel Engage Switch descending and engage Altitude select
captains Horizontal Situation Indicator (HIS) • OFF: Pitch Attitude Hold or Glide Slope engaged.
• ALT HOLD: Aircraft varies pitch & airspeed to maintain a
constant altitude. Pitch reference is to pressure altitude.
Airspeed Bug (IAS HOLD)
Heading Bug (HEADING SELECT)
133
Flight Director Control Panel
737-200
Flight Director (Autopilot) Mode Selector

GA: Go-Around
OFF: Autopilot Off
HDG: Heading GPS/NAV Selector Switch (added with Version 3)
VOR/LOC: VOR Navigation/Localizer
Selects input to navigation system.

AUTO APP: Automatic Approach • “GPS” is used for a third-party FMC (Flight Management
MAN APP: Manual Approach Computer) or CIVA (Delco Carousel IV-A).
• “NAV” is used for VORs set up on the NAV radio-navigation radios.
134
APD (Approach Progress Display)
Autopilot Mode Description

737-200
IAS HOLD Vertical autopilot changes aircraft attitude to maintain the bug speed indicated on the Captain’s speed
indicator by climbing or descending. The IAS HOLD mode automatically select the ALT SELECT mode
and will try to reach the target altitude set on the Altitude Select Indicator panel.
PITCH HOLD Vertical autopilot maintains aircraft attitude by varying airspeed and altitude
ALT HOLD Vertical autopilot changes aircraft attitude to maintain current altitude. The ALT HOLD mode is armed
when IAS HOLD and ALT SELECT are active.
ALT SELECT Vertical autopilot changes aircraft attitude to fly to target altitude. This mode is automatically selected
when IAS HOLD is selected, and it is not displayed on the APD; the amber ALT HLD indication means
that the ALT SELECT mode is active.
GLIDE SLOPE Vertical autopilot changes aircraft attitude maintain an adequate glide slope on approach (requires an
ILS)
HDG Lateral autopilot tracks selected heading
APD (Approach Progress Display) for Autopilot (A/P)
GPS Lateral autopilot tracks auxiliary navigation systems like CIVA or FMS waypoints and Flight Director (F/D)
• GO AROUND
• ALT HLD (Hold)
NAV/LOC Lateral autopilot arms autopilot to capture and track a selected VOR or LOC course if NAV mode is
• HDG
selected. If GPS is selected, the autopilot tracks the selected waypoint from the CIVA or FMS. • NAV/LOC (VOR)
• GLIDE SLOPE
• GPS
VERTICAL MODE Note: Amber means ARMED, Green Means CAPTURED.
LATERAL MODE
135
737-200 PLANNING DESCENT
So, you’ve finally made it all the way up to
your cruising altitude? Congrats! Now, we
have a bit of planning to do.
First, let’s introduce you to the ILS (Instrument

Landing System). This system exists to guide
you during your approach.
• The Localizer is generally an array of
antennas that will give you a lateral Localizer Array Station at Hannover Glide Slope Station at Hannover
reference to the center of the runway.
• The Glide Slope station will help you
determine the descent speed you need in Great video explanation of ILS
order to not smack the runway in a https://www.youtube.com/watch?v=KVtEfDcNMO8
smoldering ball of fire.
PART 8 – APPROACH & LANDING
Lateral Axis
Vertical Axis 136

PLANNING THE
APPROACH - STAR
737-200
These charts are for the STAR (Standard Terminal Arrival

Route) from PONCT to Boston Logan International Airport
(KBOS). This STAR is a little complicated for those not used
to land by tracking VORs, so we will simplify it a little. We
intend to:
1. Come from PONCT waypoint

2. Fly from PONCT towards the GARDNER FOUR arrival
route via PONCT -> ALB.
3. Follow the STAR (ALB -> GDM -> BOS)
4. Follow the approach towards the runway, guided by the
KBOS airport’s ILS (Instrument Landing System).
5. Land at Boston (KBOS) on runway 22L (orientation: 215

Left)
PONCT
ALB
(ALBANY) GDM
FREQ 115.3 (GARDNER)
FREQ 110.6
BOS
(BOSTON) 137
FREQ 112.7
Here is a great link to know how to read these charts properly:
PLANNING DESCENT https://community.infinite-flight.com/t/how-to-read-an-approach-chart/8952 Cruise ALB
33,000 ft 7000 ft
737-200
Final Approach Course: 215

This is the heading you will take when
approaching for final landing.
GDM
5000 ft
Minimums Decision Height: 200 LAND
ft KBOS
This is the minimum “decision height”
(DH) during landing. If you go lower than
200 ft above ground level, you are
committed to land no matter what
happens. Above 200 ft, you can still miss
your approach and go around. Take note
of the Airport Elevation (19) and the TDZE
(Touchdown Zone Elevation) of 16 ft.
ILS Frequency: 110.3 MHz

This is the ILS system frequency you will
track to guide your aircraft for landing.
ATIS Frequency: 135.0

The ATIS (Automatic Terminal Information
Service) will provide you valuable
information including wind direction and
speed, and the altimeter setting required
for landing.
Missed Approach Standby

Frequency: 112.7 MHz
VOR BOS will be the beacon we will track
in case we miss our approach and have to
go around.
Missed Approach Procedure

In case we miss our approach, the
procedure is to climb to 3000 ft then
follow the BOS VOR and hold.
138
1. So we are finally approaching Boston by following leg 34 on the CIVA (PONCT-KBOS). For descent, we will track
VORs instead of CIVA waypoints since they are easier to track and the CIVA has accumulated drift during the
flight, which will make the approach more difficult than it needs to be.
139
2. Set VHF-1 NAV Active frequency to 115.3
(ALBANY VOR) and set the VHF-1 NAV
Standby frequency to 110.6 (GARDNER
VOR).
3. Set VHF-1 COMM Radio Active frequency to
135.0 (Logan International ATIS).
Active Frequency
2
2
140
PLANNING DESCENT
VOR LOC (GREEN) =
737-200
Localizer is captured!
4. Verify that Flight Director Mode Selector and 6
Autopilot Roll Mode Selector switches are set 7
to VOR/LOC.
5. Set the GPS/NAV Selector Switch set to NAV to ALT HOLD (AMBER) =
make the autopilot track the VOR instead of ALTITUDE SELECT Mode Active
the CIVA waypoints. Selected Altitude is not yet captured
6. Set a course of 111 on the HSI (Horizontal 11b
Situation Indicator) to approach the ALBANY 9 4
VOR from a heading of 111 degrees. 11a
7. The VOR LOC will be amber when the localizer
is not captured, and it will turn to green when
localizer is captured. 4
8. Distance from VOR ALB (ALBANY) is displayed

on the HSI (Horizontal Situation Indicator). On
5 12
this image, we are about 21 nm from ALB.
9. Set airspeed bug to descent speed of 250 kts.
10. Set ALTITUDE SELECT to 7000 ft (ALB minimum
altitude restriction).
11. Set Autopilot Pitch Mode Selector to IAS. The 6
ALTITUDE SELECT mode will automatically
engage as well. The aircraft should be
descending to the target altitude (7000 ft)
while maintaining the selected target speed of 8 10
250 kts.
12. Set throttles to IDLE and start descent.
Distance and Time to CIVA

Waypoint 4 (KBOS Airport)
148 nm / 22.2 minutes
141
737-200 DESCENT
1. As you set your throttle to IDLE and start descending, watch carefully the HSI
(Horizontal Situation Indicator) and make sure that you are tracking the ALB VOR in
the correct direction. The white arrow points towards the tracked VOR beacon. You
can also check if the Distance to VOR is decreasing or increasing.
Your aircraft
Aircraft not aligned with VOR radial
heading
Distance to
VOR (nm)
Course (Radial) to VOR
Aircraft aligned with VOR radial
White Arrow:
TO VOR
Deviation from radial trajectory.
As you align yourself with VOR
Radial, the two lines will
eventually line up together.
Radial 111 to
VOR ALB
142
FLAPS EXTENSION SCHEDULE
DESCENT 3
KTS IAS
CURRENT FLAP AT SPEED SELECT FLAPS COMMAND SPEED
737-200
2. When reaching the transition level of 18000 ft, set barometric POSITION (KTS) FOR SELECTED FLAPS
pressure to the altimeter setting specified by the ATIS (30.09 in
UP 210 1 190
Hg). Also set the Radio Altimeter bug to 200 ft (Decision Height).
3. Deploy flaps as per flaps schedule. 1 190 5 170 2
a) Set airspeed bug to 190 kts, then set flaps to 1 at 210 kts 5 170 10 (as needed) 160 2
b) Set airspeed bug to 170 kts, then set flaps to 5 at 190 kts
10 160 15 150/VREF
c) Set airspeed bug to 160 kts, then set flaps to 10 at 170 kts
d) Set airspeed bug to 150 kts, then set flaps to 15 at 160 kts 15 150/VREF 25 140
e) Set airspeed bug to 140 kts, then set flaps to 25 at 150 kts VREF @ Flaps 30
f) Set airspeed bug to VREF (130 kts), then set flaps to 30 at Or
140 kts 25 140 30 or 40 2
VREF @ Flaps 40
When reaching 10,000 ft: (+Add Wind Speed)
4. Landing Lights switches – ON

5. Taxi Light switch – ON
6. Runway Turnoff Lights switches – ON 7
7. Auto-Brake Switch - MED
3a
2
3a
4 6
5
143
737-200 DESCENT
If airspeed is dropping too low, don’t be scared to throttle up a
little. Once again, the aircraft does not have an auto-throttle… so
the aircraft pitch will vary with throttle input and selected
autopilot modes, which act on the flight control surfaces. If
you’re going too fast, using the speed brake lever is also a viable
option.
8. When you cross ALB (Albany), don’t track the GDM

(Gardner) yet. It is too far to be picked up yet.
Instead, use the instructions from the chart. We will
follow the same heading, overfly ALB, then continue
for 44 more miles before switching to GDM.
9. When you are 44 nm FROM Albany with a heading of
111, switch VHF-1 NAV Active Frequency by using

the TFR (Transfer) Switch.
10. Set Course to 114 to line up the aircraft with radial
114 to GMD (Gardner) VOR.
11. Set ALTITUDE SELECT to 5000 ft and make sure the Active Frequency
IAS HOLD mode is selected to activate the ALTITUDE
SELECT autopilot mode.
12. Keep controlling your descent rate and attitude with
9b
your throttle.
11
10
ALB is 3 nm ALB is 3 nm ALB is 45 nm

9a Tracking GDM VOR 144
in front of you behind you behind you
737-200 SET UP APPROACH
13. Once you crossed the GDM (Gardner) VOR, set VHF-1 Standby Frequency to 112.7
(BOS, Boston VOR), then use the TFR (Transfer) switch to set it as the active
frequency
14. Set Course to 210 to line up the aircraft with radial 210 to GMD (Gardner) VOR.
15. The aircraft will keep its current heading until the aircraft intercepts the BOS radial
210. When the radial is intercepted, the autopilot will steer the aircraft and line it up
with the runway.
16. Keep controlling your altitude and attitude with your throttle.
Active Frequency 13b
14
15a 15b
Intercepting BOS VOR Lined up with BOS

Radial 210 VOR Radial 145
Overflying GDM VOR 13a Tracking BOS VOR
PART 8 – APPROACH & LANDING 737-200 SET UP APPROACH
146
737-200 FINAL APPROACH
1. When the BOS VOR is tracked (NAV/LOC in green), set up the VHF-1
Radio Navigation active frequency to the ILS Localizer frequency
(110.3)
2. Set the Localizer Course to 215 as per the ILS chart 3 3
3
3. Set the Autopilot Roll Mode Selector switch to AUTO APP (Approach)
and make sure the Flight Director Mode Selector is set to AUTO APP
as well. Set the Autopilot Pitch Mode to OFF.
4. NAV/LOC light will be amber when attempting to capture the 4
localizer, and will illuminate in green once localizer is captured
5. GLIDE SLOPE light will be amber when attempting to capture the
glide slope, and will illuminate in green once glide slope is captured. 5
6. Set Landing Gear lever DOWN to deploy landing gear
1
147
737-200 FINAL APPROACH
Localizer Captured 10
7. Click on the V CARD option button and select the LANDING tab. A recommended landing flaps
setting and reference speed will be calculated for you. In our case, we will do our final approach
with flaps 30 with an approach speed of 130 kts. Glide Slope Captured 10
8. Set flaps to 30 deg when airspeed is stabilized to VREF+5 (135 kts).
9. Once localizer (lateral component) and glide slope (vertical component) of approach path are
both captured and tracked by autopilot. However, the aircraft landing speed needs to be
controlled with the throttle manually.
10. Move Speed Brake lever to ARMED position. Click next to ARMED clickspot, and the SPEED
BRAKE ARMED indication should illuminate.
NOTE: If for some reason you decide to do a manual landing instead, a good procedure is to
7
disconnect the Autopilot switch and land the aircraft visually.
148
PART 8 – APPROACH & LANDING 737-200 FINAL APPROACH
149
737-200 LANDING 2c
1. At your Decision Height (200 ft), you will hear the « Minimums » audio cue. Below
this altitude, you are now commited to land.
2. At 200 ft, disengage autopilot and land manually.
3. Throttle back to IDLE and gently flare before touchdown.
2a
1
2b
150
PART 8 – APPROACH & LANDING 737-200 LANDING
151
152
737-200
PART 8 – APPROACH & LANDING LANDING
4. On touchdown, push the nose into the ground to improve adherence with the runway and maximize braking (the Autobrake system will already brake
for you)
153
Thrust Reverser
737-200 LANDING not engaged
5. Set the throttle at IDLE first, then press the “TOGGLE THRUST
REVERSERS” binding. This will link your throttle axis to the thrust
reverser lever axis.
6
6. Move your throttle forward to move the thrust reverser lever AFT.
This will illuminate the REVERSER UNLOCKED lights and engage
thrust reverser deflectors to MAX REV. Deploy thrust reversers until
you slow down enough to vacate the runway safely.
7. Once landed safely, set your throttle back to IDLE and press the
“TOGGLE THRUST REVERSERS” binding again to reset your throttle
axis.
8. Retract flaps and throttle up to taxi towards parking spot.
Throttle at IDLE
No Reverse Thrust Generated
Thrust Reverser at
MAX REV
Throttle at IDLE
Reverse Thrust Generated
154
155
PART 8 – APPROACH & LANDING 737-200
156
157

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X-PLANE 11 GUIDE

The flight tutorial is structured as follows:

• Familiarize yourself with the cockpit layout

FlyJSim’s 737-200 (732) Manual

CIVA Tutorial by TheAlmightySnark (Mudspike)

Virtual Airlines’ 737-200 / -300 / -400 Procedures by Matt Zagoren

The Boeing 737 Technical Site – Pilot Notes

Boeing 737 Sperry SP-77 Autopilot Operation

FlyJSim 732 Twinjet V3 Pro Tutorial by Simulation Channel Deluxe (Youtube)

FlyJSim Boeing 737-200 Flight by 737NG Captain - Flightdeck2sim (Youtube)

FlyJSim 737-200 VOR Navigation Tutorial Flight by Q8Pilot (Youtube)

Nose Wheel Steering Tiller

Map Light Switch

Map Light Brightness Control

Flood Lights Brightness Control Knob

Memory Device Dials for Flight Number

Autopilot Disengage Button

Control Wheel / Yoke

Airspeed Indicator (kts)

Autopilot Airspeed Setting Knob

Compass RMI (Radio Magnetic Indicator)

have exceeded established tolerances. Push to dim lights.

Bank Angle Indicator

Glide Slope Flag

ADI Test Knob

Altimeter Barometric Setting

Vertical Speed Indicator

DME (Distance Measuring

• ALT HLD (Hold)

Altitude Alert Annunciator Marker Beacon Light: Outer

Amber means that the airplane is within the Marker

Stabilizer Out Of Trim Light Engine Pressure Ratio

EXH/EGT (Exhaust Gas Temperature)

Fuel Quantity Test Button

Right Wing Tank Fuel Quantity

Yaw Damper Indicator

Engine 1 Start Valve Open Light

Engine 1 Low Oil Pressure Light

Engine 1 Oil Filter Bypass Light

Oil Pressure Indicator

Oil Temperature Indicator

Oil Quantity Indicator

Landing Gear Lever

Leading Edge Flaps

Leading Edge Flaps In Transition Light Outboard Wheels Anti-Skid

Inboard Wheels Anti-Skid

Outboard Wheels Anti-Skid Flaps Limits (Indicated Airspeed)

Hydraulic Systems A & B

Hydraulic System B Low

Windshield Air Control

First Officer’s Instrument Panel Foot Air Control

Ground Proximity Warning

Ground Proximity Warning

Glareshield Panel MCP (Mode Control Panel)

Autopilot Course 2 Selected Indicator & Setting Knob