By default the right side HSI has NAV selected (on the two way selector to the right of the course knob) so the headings and any track errors will be displayed on that side.
Even if the right HSI is displaying the route being followed the right side's ILS/VOR and its DME if available can be still be used with the twin RMI gauges, the double arrow shows the bearing of the right side's radio aid.
The FMC/CDU's FLP page will automatically indicate the active leg, displaying the leg's heading and length. Select the next page as required. Top of Climb and Top of Descent as shown earlier on the simulator's nav page can be noted and anticipated as the FLP legs progress. Normal descent rates and speeds can be selected on the autopilot.
Once positioned to intercept the ILS the737-500 approach is like any other airliner's.
For additional positional awareness the top of the screen info display can be used so the planes location and progress can be cross checked with,
1 the info bar,
2 the HSI gauge set on NAV,
3 the FLP page's active leg and its data and
4 any tuned in navigational aids, potentially two independent VORs and their DMEs.
Perhaps start with a short route and have the info bar on and dial in the relevant VORs. It is more fun with the older cockpits. Letting a single button press do everything is not much of a challenge.
Display MoreBy default the right side HSI has NAV selected (on the two way selector to the right of the course knob) so the headings and any track errors will be displayed on that side.
Even if the right HSI is displaying the route being followed the right side's ILS/VOR and its DME if available can be still be used with the twin RMI gauges, the double arrow shows the bearing of the right side's radio aid.
The FMC/CDU's FLP page will automatically indicate the active leg, displaying the leg's heading and length. Select the next page as required. Top of Climb and Top of Descent as shown earlier on the simulator's nav page can be noted and anticipated as the FLP legs progress. Normal descent rates and speeds can be selected on the autopilot.
Once positioned to intercept the ILS the737-500 approach is like any other airliner's.
For additional positional awareness the top of the screen info display can be used so the planes location and progress can be cross checked with,
1 the info bar,
2 the HSI gauge set on NAV,
3 the FLP page's active leg and its data and
4 any tuned in navigational aids, potentially two independent VORs and their DMEs.
Perhaps start with a short route and have the info bar on and dial in the relevant VORs. It is more fun with the older cockpits. Letting a single button press do everything is not much of a challenge.
Hello ! Thank you for the answer...I will continue to dig this topic also on the web... I fully agree with you it is much more challenging and funny but it required to learn many things 
I usually use auto-pilot for the cruise and manage take-off and landing fully manually but with a "map" it's easier to be sure about the direction.
I will play with the NAV menu and make it familiar to me ! Thank you
Enjoy !
EE
There is obviously a mini map on the top info display, it helps show you any coming changes of track in your route which you can see in the FLP Flight Plan page. Approach guides can also be turned on but I'm not sure about when they appear or how much they help.
Here is the 737-500 with absolutely everything turned on approaching Small Planes' small airport Bekescaba, LHBC in Hungary featured recently in the thread 'New Update'. It cannot be seen on the FMC/CDU but the 400 kilohertz transmission NDB at the field is dialed in as '0400' on the ADF 1 line, the third down in the Tune page, it enters the Tune page as 400.0 and is indicated by the single arrow in the pair of RMI, pointing directly to the airport.
The recently passed VOR transmitting on 115.80 megahertz is indicated by the RMI double arrow pointing at about 320 degrees to the VOR/140 degrees from the VOR. The left side HSI selector is switched to 'VOR/ILS' and the HSI instrument has been adjusted to the 140 degree course. The HSI gauge indicates the plane is centred on the 140 course and flying from the beacon, that little white triangle in the bottom half of the dial.
Have fun. You can always peep at the Simulator's nav page to see exactly where you are!
Here is an approach chart of LHBC.
In short: On the left side of the autopilot panel (MCP) you can switch between FMS and NAV to be displayed on your HSI. If you press the LNAV button on the autopilot it captures and follows the route laterally and if you select the source switch to NAV and tune a valid frequency and course on the MCP, then you can press VOR/LOC on the autopilot panel to capture and fly along that radial or to follow the localizer.
Hi
There is obviously a mini map on the top info display, it helps show you any coming changes of track in your route which you can see in the FLP Flight Plan page. Approach guides can also be turned on but I'm not sure about when they appear or how much they help.
Here is the 737-500 with absolutely everything turned on approaching Small Planes' small airport Bekescaba, LHBC in Hungary featured recently in the thread 'New Update'. It cannot be seen on the FMC/CDU but the 400 kilohertz transmission NDB at the field is dialed in as '0400' on the ADF 1 line, the third down in the Tune page, it enters the Tune page as 400.0 and is indicated by the single arrow in the pair of RMI, pointing directly to the airport.
The recently passed VOR transmitting on 115.80 megahertz is indicated by the RMI double arrow pointing at about 320 degrees to the VOR/140 degrees from the VOR. The left side HSI selector is switched to 'VOR/ILS' and the HSI instrument has been adjusted to the 140 degree course. The HSI gauge indicates the plane is centred on the 140 course and flying from the beacon, that little white triangle in the bottom half of the dial.
Have fun. You can always peep at the Simulator's nav page to see exactly where you are!
Hi,
I removed recently the top-bar information to make the simulation as much as possible real. Sometimes it is challenging as it is difficult to have on a same view, the external view of the plane (to keep the plane horizontal) and the speed, vertical speed details. However it is manageable.
I also try to avoid VNAV and LNAV as much as possible and manage manually the auto-pilot, just for fun ! Otherwise I would let my copilot do the job
I flew yesterday with the 737-500 from Toronto to Las Vegas and used the NAV / STEPS menu to manage the waypoints. I properly identified where I was, the next point and the estimated time of arrival but I didn't succeed to identified the distance to the next one so I was obliged to change the direction always with a short delay.
I guess I will need to explore the radio/transmitter configuration
Enjoy
EE
The distances on the FMC/CDU should count down but the waypoint arrival time is useful and we definitely should have audio idents in that odd -500 Classic with the -200 instrument panel, there were a very small number made like that.
IPACS’ refusal to even address the lack of nav-aid idents in the analog aircraft is just something we will have to live with. I suppose none of them actually fly powered aeroplanes!
I really like NAV page 2/3 for the info on how off course the plane is with the Cross Track Error line. The TKE line on the right is a bit confusing, it seems based on the bearing to the waypoint ahead rather than the one passed.
I normally do leave the info bar off but it is helpful at the start for people not used to navigating by numbers.
