PMDG 737NGX Operation instructions

PMDG 737NGX 0.00.1
TUTORIAL #2
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PMDG 737NGX
Tutorial #2
Copyright © 2015
PMDG Simulations
All Rights Reserved

0.00.2 PMDG 737NGX
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This manual was compiled for use only with the PMDG 737NGX simulation for
Prepar3D™ from Lockheed Martin Corporation. The information contained within
this manual is derived from multiple sources and is not subject to revision or
checking for accuracy. This manual is not to be used for training or familiarity with
any aircraft. This manual is not assumed to provide operating procedures for use
on any aircraft and is written for entertainment purposes.
It is a violation of the owner’s copyright to distribute this document or any portion
thereof without permission of the author.
The PMDG Simulations website can be found at:
http://www.precisionmanuals.com
Copyright © 2015 PMDG Simulations
This manual and all of its contents, pages, text and graphics are protected under
copyright law of the United States of America and international treaties.
Duplication of this manual is prohibited. Permission to conduct duplication of this
manual will not be sub-contracted, leased or given.
Lockheed Martin, the Lockheed Martin logo and Prepar3D are registered
trademarks of the Lockheed Martin Corporation. Boeing, the Boeing name and
certain brand marks are the property of The Boeing Company. Some graphics
contained in this manual were taken directly from the simulator and altered in
order to suit duplication on a printed page. All images contained in this manual
were used with permission.
Produced under license from Boeing Management Company. Boeing 737, 737-
600, 737-700, 737-800, 737-900 & Boeing are among the trademarks owned by
Boeing.

PMDG 737NGX 0.00.3
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COPYRIGHT AND LICENSE
The original purchaser of this software is granted a limited license to use
the software in accordance with the End User License Agreement as
agreed to at the time of installation.
Please review the license agreement carefully, as it provides you with
only limited rights. Specifically, you may not sell, resell, trade or barter
this software product/license without the permission of PMDG.
You should also be aware that you may not use this simulation software
for any training, pilot familiarization, recurrent training or operational
awareness training.
This software may not be used to demonstrate the airplane, airplane
systems, operational norms, flows, procedures or other pilot knowledge
application in a classroom or training environment without being
supplemented by the appropriate commercial license.
Please note that this version of the simulation may or may not accurately
represent the actual operation of many different aircraft systems and no
warranty is made to accuracy or correctness.
In all circumstances the aircraft manuals issued by a certified training
center for use with a pilot’s training course and the manuals located on
the flight deck of an aircraft as well as the operational procedures dictated
by the aircraft manuals supersede any information taken from this product
or the documentation provided with this product.
This simulation may not be used in any public or private display for which
users are charged admission, usage fees or other revenue generating
charges. Nor may the simulation be used in any manner which reflects
poorly on PMDG, PMDG Simulations, Boeing, Boeing’s employees,
suppliers or customers.

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TABLE OF CONTENTS
COPYRIGHT AND LICENSE.......................................................................3
INTRODUCTION...........................................................................................6
Prerequisites:.............................................................................................6
OVERVIEW....................................................................................................8
A NOTE ON WEATHER AND WINDS.........................................................9
A NOTE ON WEIGHTS...............................................................................10
P3D SETUP.................................................................................................11
Loading the saved flight: .........................................................................11
ELECTRICAL POWER UP.........................................................................12
PRELIMINARY PREFLIGHT......................................................................17
ROUTE OVERVIEW ...................................................................................24
FMC PREFLIGHT........................................................................................25
FUEL PLANNING........................................................................................37
Main route: ...............................................................................................37
Trip fuel:................................................................................................37
Contingency fuel:.................................................................................40
Taxi fuel:...............................................................................................40
Extra fuel: .............................................................................................40
Alternate diversion route: ........................................................................42
Trip fuel:................................................................................................42
Contingency fuel:.................................................................................45
Hold fuel:...............................................................................................45
TAKEOFF PERFORMANCE CALCULATION...........................................48
COCKPIT PREFLIGHT FLOWS................................................................54
BEFORE START PROCEDURE................................................................77
Takeoff/departure briefing:......................................................................78
PUSHBACK PROCEDURE........................................................................80
ENGINE START PROCEDURE.................................................................82
BEFORE TAXI PROCEDURE....................................................................83

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BEFORE TAKEOFF PROCEDURE ..........................................................86
TAKEOFF PROCEDURE...........................................................................87
ADVANCED FMC ROUTE MODIFICATIONS..........................................94
DESCENT & APPROACH DISCUSSION...............................................107
Approach explanation/breifing:.............................................................108
DESCENT..................................................................................................110
THE APPROACH......................................................................................117
AFTER LANDING .....................................................................................122
SHUTDOWN PROCEDURE....................................................................124
SECURE PROCEDURE...........................................................................128
ELECTRICAL POWER DOWN................................................................130
THE END!..................................................................................................131
ADDENDUM –WEATHER/WINDS USE................................................132
Preliminary weather setup: ...................................................................132
Cruise wind entry:..................................................................................135
The simple way:.................................................................................136
The complex way:..............................................................................136
Cruise temperature ISA deviation: .......................................................138
Descent wind entry:...............................................................................139
Descent ISA deviation:..........................................................................141
Takeoff wind:..........................................................................................143

0.00.6 PMDG 737NGX
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INTRODUCTION
Welcome to the second tutorial flight for the PMDG 737NGX!
This more advanced tutorial flight picks up where Tutorial #1 left off and
continues your PMDG 737NGX education. You’ll go through the complete
Amplified Normal Procedures from a “cold and dark” state including the
various tests that a real crew performs on the first flight of the day, you’ll
fly a special noise abatement takeoff and climb procedure and you’ll learn
about numerous advanced features of the PMDG 737NGX’s FMC that
you may not know about. Finally you’ll conduct a very unusual and
picturesque visual approach and landing in mountainous terrain.
We want to first extend a very special thank you to Panos Lalas, Vangelis
Vaos, Robert S. Randazzo, Giorgio La Pira, Jack Colwill, Johan Ketting
and of course PMDG’s beta team for their invaluable assistance in the
creation and editing of this tutorial. Innsbruck is a difficult airport and the
people above demystified it with their considerable experience.
A few prerequisites before we begin:
Prerequisites:
1. Tutorial #2 builds on concepts introduced in Tutorial #1 and is
written with the assumption that you have flown it and fully
understand everything contained in it. Screenshots are not shown
for every single item this time because it is assumed you know
where the basic things in the cockpit are.
If you have any questions about information or procedures from
Tutorial #1, please post the questions in our forum at Avsim.com
or submit a support ticket and we’ll be happy to answer them.
2. PMDG expended significant resources to obtain the rights to
include the actual Boeing flight manuals that pilots use in the real
airplane. This tutorial makes extensive use of them. While we
have provided screenshots and explanations for many of the
steps, we want you to get in the habit of using these manuals as
you continue learning the airplane in the future.
3. A note on navdata –the PMDG 737NGX includes the August
2011 AIRAC cycle from Navigraph by default. (aka the “1108”
cycle) Many simmers update their navdata each month through
Navigraph’s service. The data does change over time and thus
certain aspects of the route in these tutorials can end up

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changing in newer data. If you’re using a later navdata cycle you
may see differences –just use your best judgment, things do not
often change drastically and most terminal procedures will have a
similar name if they’ve changed, often moving up one number or
letter in the sequence. (for example, the BXK2 SID becomes the
BXK3, things like that) If you see a NAV DATA OUT OF DATE
message on the FMC scratchpad when you load the airplane, the
older 1108 navdata cycle included with the product is the reason
why.
4. Several other addons popular with simmers are optionally used in
this tutorial:
Active Sky Next –this is a full featured weather program that
provides you with realistic real world weather in the simulator –
ASN or a similar program is required to have fully accurate winds
aloft and descent forecast predictions for the FMC, which is
described in the addendum. ASN specifically will also enable the
weather radar that was added in SP1d.
http://www.hifitechinc.com
TOPCAT –a performance calculator that will give you accurate
flaps, reduced thrust and assumed temperature settings for the
runway you’re taking off from, similar to what a dispatcher at an
airline uses.
http://www.topcatsim.com
Aerosoft’s Approaching Innsbruck –very nice scenery product
for the Innsbruck area.
http://www.aerosoft.com
5. This tutorial assumes the use of the default PMDG 737NGX
aircraft options configuration –if you have changed them, please
reset them to the defaults on the MENU/PMDG
SETUP/AIRCRAFT page.

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

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A NOTE ON WEATHER AND WINDS
This tutorial will not use weather by default because doing so correctly
and realistically requires a weather addon such as Active Sky Next. If you
do have ASN or a similar real world weather program that can output
readable winds aloft data the addendum at the end of this tutorial explains
how to set up ASN and the FMC for use with wind predictions.
If you are going to do this just please be aware that the weather situation
changes dynamically just as it does in real life. The optional weather
related sections are written in a generic form to account for this but it is
quite possible that the departure runway at EHAM will not be Runway 24
and the arrival runway in Innsbruck will be Runway 26 instead of Runway
8 based on the actual winds.
If this is the case you have two choices –either follow the tutorial as
written and accept that you may be violating real life standard operating
procedures for crosswind or tailwind components on landing, or look at
the charts for both EHAM and LOWI and slightly modify the tutorial
procedures so that you use the correct runways. At EHAM this will likely
just mean selecting a different version of the LUNIX SID that’s made for
the new runway. At LOWI this could mean doing a straight in approach to
Runway 26 instead of the circling procedure to Runway 8.
These are the types of situations real pilots find themselves in every day
and adapting to it is something you’ll get used to as you use real life
weather in the sim.
If you have a weather program and are going to use it to fly
this tutorial start that program now so that it connects to P3D
before we launch the flight. Please read the addendum (page
132) first so you know what to expect during the tutorial.

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A NOTE ON WEIGHTS
This tutorial is written using imperial weight units (pounds) because
they’re what the PMDG House Livery defaults to. We have however
included the metric equivalent kilograms wherever applicable in
parentheses after the imperial units if you’d like to fly with them instead.
Note that these equivalents are approximate and may be very slightly
“wrong” in a perfect technical sense due to rounding and conversion etc.
It does not matter for our purposes here –if you’re down to 1 or 2 lbs or
kg making a difference, you have much bigger problems on your flight!
Both Tutorial #1 and #2 would be flown in real life with metric units –
imperial units are mostly limited to North American airlines.
If you would like to use metric units, the option can be
changed in the FMC by pressing MENU, then PMDG SETUP
at LSK 4R, then AIRCRAFT at LSK 1L, then DISPLAYS at
LSK 2L. Press PREV PAGE once to get onto page 9/9. The
option is located at LSK 3L.

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P3D SETUP
Tutorial #2 is designed to pick up literally right where Tutorial #1 left off. If
you’ve just flown Tutorial #1 and are ready to move on, there’s nothing
else you have to do, we’ll start right from the same gate we just parked at
in Amsterdam without leaving the simulator. This is simulating what’s
known as a “short turn” in airline lingo. As a pilot you’d likely have
deplaned briefly and grabbed a bite to eat and stretched your legs in the
terminal before preflighting the next leg of the day’s flying.
Normally, most of the aircraft’s systems would be left running for a short
turn, however for the purpose of learning the procedures we did a full
“cold and dark” shutdown of the aircraft at the end of Tutorial #1. We’ll be
going through the full preflight procedures this time, just as a crew would
do on the first flight of the day.
Loading the saved flight:
If you are starting from the end of Tutorial #1 with P3D still running, skip
this short section on loading the Tutorial #2 saved flight and go straight to
ELECTRICAL POWER UP below.
Start P3D and navigate to the Create Scenario screen (Flights,
Create Scenario) if it is not up by default.
Click the “Load” button.
Select the flight “PMDG 737NGX Tutorial #2 EHAM-LOWI”
The sim will load and put you in the cockpit at the same position we left
off from at the end of Tutorial #1.
Note –the loading may take a long time and it may appear to hang after it
finishes. If this happens, Alt-Tab to select P3D, then press Alt-Enter and it
should bring it back to life.

0.00.12 PMDG 737NGX
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ELECTRICAL POWER UP
With the cockpit completely dark our first order of business is to get power
to the airplane.
Open the Flight Crew Operating Manual Volume 1 (FCOM Vol. 1)
to page NP.21.1 (page 77 of the PDF version).
This is the Amplified Normal Procedures section, which explains the steps
not related to actual flying technique that the crew should use during the
course of a flight from startup to shutdown. (Flying techniques are
covered in the Flight Crew Training Manual (FCTM)).
In real life these procedures are broken down into items the captain and
first officer accomplish separately, but since the PMDG 737NGX is (for
now) a single pilot affair, we’ll combine both pilots’ duties here.
The very first line of the section informs us that the Electrical Power Up
supplementary procedure needs to be completed first.
Go to page SP.6.1 (page 209 of the PDF version) of the FCOM
Vol. 1 and let’s get started.
On the right-center part of the lower overhead, flip the BATTERY
switch guard to the closed position with a click of either mouse
button. This turns the switch on as the guard closes.
Verify that the STANDBY POWER switch just below and to the
right of the BATTERY switch has its guard closed, which puts it in
the AUTO position.

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Verify that the red ALTERNATE FLAPS switch guard on the
upper left of the lower overhead is closed.
Verify that both the L and R WIPER switches at the bottom-
center of the lower overhead are in the PARK position.
Verify that both ELECTRIC HYDRAULIC PUMP switches in the
center of the lower overhead are OFF.
Verify that the LANDING GEAR lever in the center of the main
panel is in the DN position and that the three green lights are
illuminated and the three red ones are extinguished.

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Schiphol tries to minimize use of the APU on the ground for noise
abatement reasons, so we’ll connect the Ground Power and the Air
Conditioning cart for now. We’ll start the APU later in the preflight
process.
Verify both PACKS are OFF on the pneumatic panel, located on
the right center side of the lower overhead.
This comes from the Ground Conditioned Air Use supplemental
procedure located on page SP.2.2 (page 178 in the PDF). The
reason for this is that the air from the cart enters the plenum
downstream from the pack outlets and if the packs were
supplying air too the higher pressure would cause backflow
through the hose and into the air conditioning carts. See the
description/schematic of the pneumatic system in FCOM Vol. 2
for more information.
Pan down and lower the captain’s yoke by left clicking it so we
can see the FMC CDU clearly.
Pan down to the captain’s FMC CDU and press MENU, followed
by FS ACTIONS, then GROUND CONNECTIONS.
Press LSK 2L to connect GROUND POWER and LSK 4L to
connect the AIR CONDITIONING UNIT.

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The page should now look like this:
Press MENU, then the FMC prompt at LSK 1L to get back to the
IDENT page.

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Now move to the electrical sub-panel
Verify that the blue GRD POWER AVAILABLE light in the center
above the GRD POWER switch is illuminated.
Click the GRD POWER switch to ON.
You’ll see and hear the cockpit come to life now. When on battery
only the essential systems are powered to conserve power.
oVerify that the SOURCE OFF, TRANSFER BUS OFF
and STANDBY PWR OFF lights are all extinguished.
Turn the POSITION lights switch to the STEADY position.
This isn’t explicitly stated in the manual’s procedures, but these
lights must be on any time the aircraft has electrical power
applied.
This completes the Electrical Power Up Supplemental Procedure. Return
now to FCOM Vol. 1 page NP.21.1 (page 77 of the PDF version) and we’ll
begin the Amplified Normal Procedures.

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PRELIMINARY PREFLIGHT
Now that we’ve established electrical power to the aircraft, we can
complete the preliminary tasks to ready the cockpit for our flight.
The 737’s navigation system relies primarily on two identical Inertial
Reference Systems. These use extremely high precision laser gyros
located in the avionics bay under the cockpit to sense the aircraft’s
orientation and motion in 3D space. The FMC uses data from the IRSs to
determine the aircraft’s position. This position is further supplemented by
and checked against data from the airplane’s integrated GPS receivers
and ground-based VOR radial/DME “raw data” during the course of the
flight.
In order for all this magic to take place however, we must align the IRSs.
It is extremely important that the aircraft not move in the slightest during
the alignment process.
On the upper overhead panel, rotate both IRS mode selectors to
the NAV position.
oVerify that the ON DC lights illuminate and then extinguish
and then verify that the ALIGN lights are illuminated.
The ALIGN lights will begin flashing after 30 seconds
meaning the gyros are aligned but no position has been
entered –we will deal with this in a minute when we enter our
current position into the FMC CDU.

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Note that by default we’ve set the IRS alignment time to be
much faster than it is in real life. The real process takes
around 10 minutes to complete and in the interest of helping
out those impatient simmers out there, we defaulted it to 30
seconds. If you’d like the alignment time to be realistic, you
can change this in MENU > PMDG SETUP > OPTIONS >
SIMULATION > IRS OPTIONS. Chose the first option at LSK
1L, REALISTIC.
Next are a series of miscellaneous checks:
The VOICE RECORDER isn’t something that has a tangible
function in Flight Simulator environment so we’ll ignore this line.

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Check the round crew oxygen pressure gauge on the upper
overhead and ensure that it’s within the allowable range for this
flight. A table for this exists in a supplementary Boeing manual
that is not included with the 737NGX, so you can assume for all
intents and purposes that the pressure is sufficient.
Check the OIL QTY percentage on the lower engine display unit
(DU) that is just forward of the thrust levers. Neither engine
should read “RF” for refill. It is normal for there to be a difference
between the two engines however.

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Press the MFD SYS button above the upper engine DU. Look at
the lower engine DU and verify that the hydraulic fluid quantity in
both the A and B systems are normal and do not read “RF” for
refill.
Press the MFD ENG button to get back to the engine display.
On a real aircraft you would now check the maintenance papers for this
particular aircraft like the minimum equipment list (MEL) to see if anything
is currently inoperative or “INOP” in industry lingo. This isn’t applicable
here, so we’ll skip this step.
The FLIGHT DECK ACCESS SYSTEM switch referred to on the
next line is not modeled in a realistic fashion in the PMDG
737NGX. We did this specifically because it’s a critical security
system on the real aircraft that no one besides real flight crews
need to know how to operate. Ignore this line for now.