In this tutorial we’re going to perform a flight from Hamburg (EDDH) to Amsterdam (EHAM) using the 737-900ER in Aerofly FS.
In this tutorial we’re going through the full preflight procedures of the 737 NG, get the 737 ready for departure for our flight and then perform the full flight, approach, landing and shutdown. We guide you through the necessary steps and show you how to start the engines, prepare the systems and how to prepare the flight management computer (FMC) using the control display units (CDU). And we are going to show you how to tune the navigation radios, use the autopilot and the other systems on board this very complex and very detailed airliner.
EDDH 23 BASU2B HOP NORK2A I18C EHAM
You can easily create the navigation route using the Aerofly FS navigation menu. Or you can use the CDU in the cockpit as we describe further down.
We’re starting at Hamburg International Airport (EDDH) on the South-East apron. Please select the ‘Cold and Dark’ option to start with all engines off and without any systems running. We want to show you this process step by step.
Location Menu
We start the simulation and see the 737-900ER flight deck in a cold and dark state.
In the overhead panel
If no external ground power is available you can already start the APU now as we describe later.
In the rear part of the overhead panel
When the CDU is started you will see the menu page of the CDU first.
On the IDENT page verify the aircraft model (737-900ER), engine rating (27K pound of thrust) and navigation database cycle.
On the POS INIT page we need to define the initial position of the aircraft for the inertial reference system (IRS). When the IRS systems have already aligned but are waiting for this initial position we will get the ENTER IRS POSITION prompt.
The next steps to set up a route are optional. You can also perform these with the Aerofly FS navigation menu if you like.
Tip - If your scratchpad is empty you can click an empty field to get a suggested value pasted into the scratchpad. For example you, if you don’t know the runway yet, you can click the empty field, get a suggestion for runway 05, then paste it in to insert it.
Selections are collapsed to the top of the page. To deselect a SID or RUNWAY simply
Your route is now the active route used by the flight management system. Any further changes to the route will light up the EXEC light and need to be executed when they are confirmed by the crew.
The route is most likely not connected yet between the end of the SID and the beginning of the STAR. We need to tell the flight management computer (FMC) how we want to fly between these.
If you have additional waypoints you can insert them as follows:
To close route discontinuities (or gaps):
On the EFIS control panel switch to the PLAN mode for your navigation display (ND). Now, with the legs page open, you can press the line select key in the lower right to step though each waypoint individually and to preview the route.
Now the aircraft needs to know some performance figures from us.
Tip - You can get these values by clicking the line select key next to the empty field with an empty scratchpad. This makes it possible to quickly insert values by just double clicking next to the fields.
On the N1 Limit page we can select a lower engine rating for takeoff. This reduces the engine core temperatures which increases the engine lifespan and decreases maintenance cost.
We’re staying with the default TO rating, which gives us 26,000lbf or 115.65kN of thrust from each engine. You can also select an assumed outside air temperature which tells the engine controller that is very hot. This reduces engine thrust and tear even further but needs to be calculated based on the actual conditions. For this
At the end we set the takeoff reference fields. There are two pages available and you can change the runway conditions and other properties on the second page but we’re keeping everything on default there for now.
Once the flaps are inserted the quick reference handbook (QRH) function suggests V1, VR and V2 values for us.
Note - After a runway change in the the route the N1 LIMIT and TAKEOFF REF values can be deleted and messages like TAKEOFF SPEEDS DELETED tell you to re-insert your values before departure.
Let’s start the APU now.
Now the entire overhead panel is scanned through, starting from the top left, going down in columns.
Set the air conditioning panel:
Please note - The simulated copilot in Aerofly FS can assist you with the pressurization of the aircraft. Leave this panel un-changed to keep the assistance for the pressurization active for this flight. If you change it then manual control is required during flight.
During flight, if you descent before reaching the altitude set in FLT ALT then you will receive a master caution AIRCOND with an amber OFF SCHEDULED DESCENT in the air conditioning panel. This lets you know that the aircraft is going to schedule the pressurization for the elevation saved at the time of takeoff instead of the LAND ALT value set by the pilot. To clear this caution:
On the lower right we can control the exterior lights of the aircraft
On the Mode Control Panel (MCP):
First Officer side
Now we tune the navigation radios for departure and check the remaining systems.
Let’s tune the departure runway ILS frequency, which is 111.50 MHz here at EDDH for runway 23. To tune an ILS, VOR Frequency or GLS Channel
If you see an ERR displayed clear it with the CLR key. Make sure only to insert valid ILS frequencies to the ILS mode and valid VOR frequencies to the VOR mode as well as GLS channels only to the GLS mode.
Note - Don’t forget to set the course as well in the MCP left and right COURSE windows.
We are now all set and can start our engines.
When the engine becomes self sufficient the start valve closes and the starter cuts out. You can hear the start switch click back to OFF/AUTO when the engine reaches about 56% N2. It then stabilizes at around 60% N2 and 20% N1.
Repeat for the other engine.
We now set the pneumatic air-conditioning kits (PACKs) on to supply fresh air to the passengers and to allow cabin pressurization later.
The APU typically cools down for about 60 seconds because we used APU bleed air which is very demanding.
The leading edge flaps (LE FLAPS) will transition to the extended position now. This can be seen on the indicator lights below the flap indicator.
Move your control inputs for elevator, aileron and rudder through their full range to check if they are working.
When the master caution button is pressed any active caution light in the master caution panel is extinguished. This is good in case of an abnormal situation because it allows you to accept certain failures, go through the necessary procedure and then clear the indication. When a new caution appears then a new master caution is triggered and the light illuminates.
We now want to make sure that no cautions are hidden though. To clear the previously hidden cautions we push the recall button.
If no master caution light appears, as shown here, then you are all set, all systems are operational.
If there are still cautions active check if you have missed anything, scan the affected panel for any amber lights and turn on that system.
Check that the ground equipment around you is clear. We are ready for taxi.
Set the other external lights on
In the TA/RA mode both traffic advisories (TA) and traffic resolution advisories (RA) are enabled. Below 1000ft the TCAS will only create traffic advisories only, as can be seen on the navigation display in the lower left corner (TA ONLY).
Taxi onto the runway 23 and line up with the runway centerline.
For this tutorial we want a heading of 230° and an altitude of 28,000ft.
Check your primary flight display. The flight mode annunciator (FMA) at the top should now read:
Maintain the runway centerline with rudder inputs. When you reach the rotation speed (VR) as shown on the primary flight display (PFD):
At 400ft VNAV engages but keeps airspeed at the present airspeed.
At acceleration height, which is 1000ft for this flight and can be programmed in the FMC, VNAV commands a higher speed. As a result the autopilot pitches forward to accelerate to the new speed.
Note - When VNAV is not engaged you need to manually increase the selected airspeed to the flap UP speed on the airspeed indicator (“bug up”).
We’ve mastered one of the more stressful phases in the flight. Lean back and relax, enjoy the view! Leading Hamburg behind we are now about to fly over the Hamburg Finkenwerder - this is where Airbus manufactures their airplanes.
We continue climbing. Above the transition altitude we need to change our altimeter reference from the local airport pressure (QNH) to the standard pressure. Because every aircraft uses the same reference pressure up here, regardless of where they took off from or where they are heading this makes it possible to let aircraft fly with very small vertical separation. All altitudes above the transition altitude are referred to as flight levels.
Today the transition altitude is at 7,000ft. When we pass through this altitude we can see an amber reminder below the altitude tape on the primary flight display (PFD).
All three altimeters should now show a green STD label next to the altitude tape.
Take a quick look at the pressurization panel. As we are climbing we want to see an increase in differential pressure on the large dial, long needle. The short needle should show a slowly increasing cabin altitude of less than 8000ft. The small bottom indicator needle should show a positive cabin rate of just 500ft/min.
If you see zero differential pressure or a cabin altitude above 8000ft:
We’re passing through FL100 now. Now we are allowed to accelerate above 250 knots airspeed. VNAV automatically does that for us.
We can monitor our climb on the vertical situation display (VSD) which is visible on the copilot navigation display (ND) right now.
On the ND and VSD we see a green marker “T/C” coming up. That is the top of climb (T/C), the point at which we will have reached our cruising altitude FL280.
We’ve reached the top of climb (T/C) point and VNAV changes to the VNAV PTH mode.
Throughout the flight we can take a not what checklists we have already performed. For this the yokes on the 737 have a little checklist with a yellow marker that we can move up and down as a reminder.
Our 737 is equipped with the new multi-mode-receivers (MMR) which can tune VOR, ILS and GLS stations.
We would like to tune the VOR HOPSTEN on our route. It has the frequency 109.00 MHz and the identifier HOP.
On the right side we now want to tune the VOR BREMEN near Bremen Airport.
Bremen should be within range but we may have to wait a bit for the Hopsten VOR to be picked up.
We can display a course deviation indicator (CDI) on an horizontal situation indicator (HSI) compass rose on our navigation display (ND) in the 737.
Now, with the station tuned and received, we can see a magenta course deviation needle, a from/to indication (currently TO) as well as the station identifier in the top right and lower right, together with a distance measurement equipment (DME) distance of currently 32.5NM.
Because we currently have a VOR frequency tuned as the active frequency in our multi-mode-receiver (MMR) we can only use the VOR mode.
What happens when you switch to the ILS mode? Well the navigation display will show an error message EFIS MODE/NAV FREQ DISAGREE.
This tells us that we cannot display a VOR with the ILS mode of the navigation display and vice versa. We either need to switch to the VOR display mode or we need to tune an ILS frequency in the MMR.
With an ILS tuned the error message disappears and the display looks very similar to the VOR mode we’ve seen before.
We’re flying along at 71% the speed of sound and get closer to the destination by the minute. Our plan is to fly the ILS 18C into EHAM and our route takes us over the airfield, then to the north where a procedure turn is made to intercept the localizer for the ILS 18C.
We could let the autopilot fly that with LNAV/VNAV but where is the fun in that :-) Instead we will break off the arrival and use manual heading vectors to position us for the approach. In this tutorial we’ll show you a few tricks that makes this easier.
Because the runway 18C in EHAM is quite long and we need to vacate it towards the end anyway we can set up for a flap 30 approach with auto brake 2. With flap 30 instead of 40 we land a little bit faster but we also use less fuel on approach and we are quieter.
As we’ve said before we plan on using flap 30 for landing. Let’s insert the correct approach speed for that flap setting.
On the right hand side we now have three suggested approach flap configurations and the associated approach reference speed (VREF)
Now we add a few navigation helpers on our navigation display (ND) that act as guide lines and distance rings.
Note - You can also type in EHAM or any other ICAO airport designator but you can only enter the destination runway and no other runways. There are multiple pages available if you need to add more than one navigation fix.
To declutter the ND later on you can open this page and select ERASE FIX in the lower left. But let’s keep this fix loaded for now.
The fix info that we added in the CDU will appear on our navigation displays when we get closer to our destination.
The dashed green line on the screenshot is the extended runway centerline. This is a lateral guide that points us to the runway. On final we should fly along this dashed line.
The inner dashed circle is the 5NM range ring. This is the range to the runway threshold at which we want to be fully configured for landing, gear down, flaps 30.
The outer dashed circle is 8NM away from the runway which is roughly the distance when we will intercept the glide-slope of the ILS.
Tip - When flying manually you can position yourself at the intercept point of the 8NM range ring and extended centerline, at 2500ft with a speed of less than 200kts and you should be able to capture the localizer and glide-slope with relative ease.
Now we tune the ILS for our approach on the multi-mode-receiver (MMR).
On the mode control panel (MCP) we now have to set the approach course that matches the ILS frequency. In our case that is 185° for ILS 18C at EHAM.
Each approach has its individual minimum visibility criteria. For our approach at EHAM, ILS 18C we expect a good visibility but the decision height is 200ft AGL if we need it.
The approach minimums are set in the EFIS control panel.
We are approaching our top of descent on the route. You can see this on the navigation display (ND) on both sides as a green T/D marker along the route and on the vertical situation display (VSD) in the vertical profile.
As we get closer to the T/D point, if we have not yet changed the selected altitude a RESET MCP ALT message will appear in the CDU.
If you selected a lower altitude then VNAV PTH will remain active and at the top of descent the thrust mode changes to RETARD followed by ARM.
If you keep the selected altitude as is then VNAV ALT mode will engage and keeps the currently selected altitude and does not descent.
To resume the descent from VNAV ALT
For the tutorial we decreased the altitude in time and VNAV PTH now descents automatically.
The pressurization is still set correctly. If we did not reach the planned FL280 before starting our descent the pressurization controller shows a OFF SCHEDULE DESCENT caution and schedules the descent back to the origin field elevation. To remove this reminder and to resume normal operation:
Continue the descent in LNAV/VNAV. The VNAV profile is shown next to the attitude indicator and on the right side of the navigation display. You can also see the vertical cross section on the vertical situation display (VSD). If the profile is well below you and or you are fast you need to increase drag using speed brake.
We assume that we got a short cut from ATC. We now brake off from the arrival and fly directly to the ILS intercept point.
When you reach the next waypoint after ARTIP, called “D070O” we turn right.
The autopilot now uses idle thrust and pitches up and down to maintain our selected speed. We can control the rate of descent with the speed brakes.
On our descent we will pass through 10,000ft. Below this speed we need to maintain a speed of less than 250KT. We are already below 250KT, otherwise we would have to reduce the selected speed now.
During the descent we eventually descent below the transition level. Below this altitude we switch back from STD pressure to the local airport pressure setting (QNH).
Watch the navigation display and adjust the ND range until you see the green level off arc. This is the predicted position where we level off at the selected altitude.
We’re getting closer to the beginning of our ILS 18C approach into Amsterdam (EHAM). As we can see on the navigation display (ND) we are about 5NM away from extended centerline, which is visible as a dashed green line, thanks to the FIX INFO we set up earlier. Our green descent arc shows a level off well before reaching the extended centerline, that is ideal. A glance at the glide-slope indicator shows that the magenta diamond has moved off the full down position. We are no longer too high and can start the turn to intercept the localizer now.
Look at the primary flight display (PFD). The localizer diamond shows a deflection to the right and the glide-slope is just barely above us, this is great.
Let’s intercept the localizer to capture the ILS for the approach. We’ve already set the intercept heading using the HEADING knob. If you made the turn early or late you may have to adjust the selected heading. Try to intercept the extended centerline before the dashed green 8NM range ring.
The flight mode annunciator (FMA) should now show VOR/LOC and G/S armed in white.
When the flight mode annunciator (FMA) shows VOR/LOC in green the autopilot is capturing the localizer. Once the glide slope comes down towards the center the glide-slope (G/S) mode activates as well.
Time to select the gear down and slow down further.
We’re closing in on the inner 5NM range ring at which we want to be fully configured. So let’s do that now.
When we reach the 5NM range ring from the runway threshold:
We’re fully established and at the correct approach speed. If you want to you can fly the approach manually. The runway is already visible in front of you. But you can also keep the autopilot engaged, it will land the aircraft for you on this runway.
We decide the autopilot had enough fun already and want to take manual control.
The flight director is in standby for a potential go-around if we need it.
At 20ft above the runway, as seen on the radar altimeter and heard by the radar altitude callouts:
The 737-900ER has a very long fuselage, avoid a high nose attitude to avoid a tail strike.
After touch down the speed brake automatically deploys and the auto brake activates. Use reverse thrust to slow down without using too much brakes and to keep them cool.
When we decelerated to 60KT we can stow the reversers again. At this speed the green SPEED BRAKE ARMED light turns off and the amber SPEED BRAKE DO NOT ARM light comes on.
When the ground speed shown on the primary flight display (PFD) drops to about 20KT you can cancel the auto brakes. We now use manual brakes for the rest.
We’ve vacated runway 18C at EHAM to the left on one of the high speed taxiways and now taxi around the central terminal complex along the Southern taxiway. You can pick another parking position if you like of course.
During our taxi we will clean up the aircraft configuration, start the APU and once we have reached our parking position we will shut down the engines and turn off all systems.
Keep rolling and make a slight right, parallel to the runway we landed on.
Depending on the airport policy the transponder can be required until you reach your parking position. For the purpose of the tutorial we assume this is not required here.
After crossing the bridge let’s take the next left turn and taxi to our stand at the terminal buildings. There are plenty of free parking spaces available, if you see another one that you like better you can taxi there if you want. When you enter the stand please turn off the taxi light to not blind any ground personal.
We’ve reached our final stop for this flight.
You can either click or tap on the lever or you can grab it and pull it up and aft. In the real aircraft you would first have to depress both brake pedals with your feet and then pull the lever to hold the brake pedals.
When the APU has been fully started the blue APU GEN OFF BUS light turns on in the overhead panel, telling us that the APU generator is now available.
Because our 737 is already equipped with the new AUTO probe heat the heat remains on as long as an engine is running but we set the switches anyway to not forget them later.
To enable continuous operation of the pneumatic air-conditioning kits (PACKs) we now select the APU bleed air on and the engine bleed off afterwards.
A caution DUAL BLEED appears above the panel. That is normal and acceptable at this time. We never want to operate APU bleed together with engine bleed with engines above idle power. But we have idle here.
We have now transferred electrical power and bleed air from the engines to the APU and can turn off the engines.
The lower display unit (DU) now automatically displays the engine parameters. This happens when any engine parameter is abnormal and the lower display unit was blank before. This is a great attention getter for the pilots.
The engines are spooling down and the passengers can now be released from their seats.
Check the pressurization system one last time. The differential pressure should show zero and the cabin altitude should equal the current altitude. This is required to be able to operate the doors.
Unlike in the 737 Classic we do not need to keep the left AFT 1 FUEL PUMP switch on to assist the APU fuel pump.
In the 737-900ER we also have four AUXILIARY FUEL TRANSFER switches in the upper part of the overhead panel. These remain in AUTO. In the upper right corner of the overhead we have another set of two AUXILIARY FUEL BLEED AIR OVRD switches, these should stay in the OFF position unless there are certain malfunctions.
In preparation for the full shut down we now turn off all systems
Now that the inertial reference system (IRS) has been switched off the primary flight display and navigation displays show amber flags for ATT, HDG, TRK, etc. This is expected.
Because we have turned off a lot of the systems we also get a master caution light for those.
When we have given the APU at least one minute of time after switching it off we should hear it spool down and the EGT should cool down. When the APU is no longer running we can turn off all electric power.
We’ve reached the full cold and dark state again and if you want to you can restart the tutorial and perhaps head back to Hamburg on a second flight? Or maybe you want to fly to London next?
We hope you had fun with the 737 NG!
Many good flights, Jan
2023-11-01
Check out our dedicated tutorial for the Control-Display-Unit (CDU) to learn how to enter a flight plan using the CDU in the Boeing 737 NG and MAX, 747, 777 or 787 airliners.
Explanations for the B737, B747, B777 and B787 autopilots.
Check out the Boeing 737 NG page to get an overview about its features, see more screenshots and find more details about this aircraft in Aerofly FS.
Find more interesting tutorials to read on our tutorials main page.
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