Thanks for that Simon !It brings back memories of my few years with Ryanair. I miss the smell of Avgas in the morning ! lol

Don't you mean Jet A?

Thanks for the post, a most enjoyable read and I hope for more in the near future :)

great info. thank you. love to read more!jos denis

Welcome Simon!I have a request actually - could you load our rendition of Flying 101, set all the options the way they actually are in the real airplane and then send the ZS-ZWP.ini file from PMDG\PMDG 737 NGX\Aircraft to me at [email protected]? I set all the liveries the best I could based on photos and stuff but on many there are no photos and you can never tell what some of the systems related options are really set to in photos. If you can do that we'll update the livery and note it with an * to indicate it has a fully realistic options set.

Welcome Simon! I have a request actually - could you load our rendition of Flying 101, set all the options the way they actually are in the real airplane and then send the ZS-ZWP.ini file from PMDG\PMDG 737 NGX\Aircraft to me at [email protected]? I set all the liveries the best I could based on photos and stuff but on many there are no photos and you can never tell what some of the systems related options are really set to in photos. If you can do that we'll update the livery and note it with an * to indicate it has a fully realistic options set.

Ryan, he said in his first post he doesnt have the NGX yet.

Yeah, sorry, I don't actually have it :) The only fly in the ointment! I was wondering about that though. In the meantime, can anybody list all the company specific options that PMDG has (ie TRK/HDG up, placement of radio alt display, speed/alt tape config, pump config/mod status etc etc etc - there are a lot!) I can then note the specifics for ZWP and put them here. Failing that, I'll probably buy the plane (fine, twist my rubber arm!) when I'm at home again with my FS setup (posting with work laptop - I live in FACT, but am based in FAJS, a real pain)I'm on standby today, but scheduled to fly an -800 for the following three days, hopefully ZWP, but otherwise one of the other four we have (they're all specced slightly differently, originally being from other carriers, our brand new ones only start arriving from Boeing next year and they're of course specced identically), so I'll try to take note of the specifics for ZWP if possible, and try to get a photo of the landing attitude (depends on the situation whether that may be possible).IRS's: A full align takes seven minutes at this lat (may vary, but always the same here), whereas a short align takes about three (seems faster in the -800 with it's GPS input, not sure about this atm - I never do a short align). On shutdown, once the shutdown checklist is completed, one of the first things I do is start a full align - there is easily enough time for the more precise full align before we need the instruments aligned for the next preflight checklist.I must add a slight apology for my lack of proof reading - format, grammar and spelling are not up to my normally impeccable standards (lol) since I'm just banging this out 'cause there's so much to type. :)

...meanwhile, we catch our intrepid crew as the doors are being closed by our beautiful and patient cabin crew. All paperwork is aboard, including our finalised flightplan based on actual weights etc. The armoured cockpit door (thanks Osama) is locked by the CC (cabin controller) with a 'See you guys later!', sealing us into what is actually a fairly small cockpit by airliner standards. The CB panels are right behind us, and there is a narrow space between them for 1.5 jumpseats. I add the .5, since apart from the fold-out jumpseat in the small alleyway, there is often another one behind the Captain, but you would need legs of approximately 2cm diameter to fit there. Boeings little joke I guess? South Africans tend to be tall (that Dutch descent thing I suppose, although I am English), so a lot of us have the seat on it's extreme rearwards position. The Captain would be just about done with his little welcome aboard speech, and the CC will be about to begin his/hers. We do not have automated safety briefings, so the cabin crew have to stand in front of the passengers and demo it all. This continues into the taxi. Now we get our game faces on, and things happen quite quickly.FS: Make sure all doors are closed, seat/eye position is correct, and if you have a cockpit door control it would now be locked. Everything should be at hand and ready to go.The Captain calls the engineer over the intercom (each yoke and audio selector panel has a two position push to talk (PTT) switch - pushing one position talks over the selected device, pushing the other talks over the intercom) and establishes comms. The engineer has just finished a final walk-around (checking all doors and panels closed, not forgetting the E&E bay doors under the aircraft!), pulling all the chocks out from under the wheels, and all safety cones have been removed from around the aircraft. The Captain asks 'Are we clear to pressurise hydraulics, is the nosewheel steering bypass pin installed?' The Engineer replies 'Affirm, nosewheel bypass pin is in, you're clear for hydraulics'. This is to ensure that the towing bar is not whipped around by a sudden application of nosewheel steering input from system A hydraulic pressure. Once clear for hydraulic pressure, the F/O has a certain 'flow' (a series of actions) to perform - fuel pumps get turned on (more on this soon), electrical hydraulic pumps are switched on, packs (aircon) are switched off, and the rotating beacon (anti-col) gets turned on. The Captin sets the precomputed trim on the pitch trim wheel. Regarding fuel pumps, this is dependant on the mod status of the fuel system - ZWP for example does not have all the mods done, so has certain restrictions on operating the centre tank pumps. It's quite long winded, so I'll just mention that the normal Boeing policy is to turn on the centre tank pumps if the centre tank has more than 453 kg of fuel (why 453kg? Becuase that's 1000lbs! Metric vs imperial, we use metric) Once these actions are completed, the Captain calls for the 'Before start checklist' and once this is done, asks the Engineer if he can release the park brake. With this done, the aircraft is now free to move under tug power, and it's time for ATC pushback clearance.For FS: Assuming no comms with an engineer, turn on on the fuel tank pumps, elec hydraulic pumps (the engine pump switches are already in the on position), and the anti-col beacon. Release the park brake.The F/O asks/humbly begs ATC for a pushback clearance. FAJS can be pretty busy, so getting a word in edgeways can be tricky at times. Once pushback clearance is obtained, the Captain tells the Engineer which direction to face once the push is completed, confirms the engines are clear, and tells him the starting order. We still try to start the engine that will be on the downwind side first, so the exhaust gases don't blow back over the fuselage. Opinions may vary on this one, but that's what we do. The F/O then reaches up for the start switches, and positions the nominated engine to 'GND' (going from memory again here) - bleed air rushes through the starter motor, and the engine begins to spool up. The 'START VALVE OPEN' annunciation is displayed, and called out by the F/O. Obviously, the centre display should have already been set to display the secondary engine instruments, which new F/O's from the -300/400 fleet sometimes forget to do (guilty as charged). At 25% N2, the Captain moves the engine start lever (note difference in terminology between start SWITCHES on the overhead panel, and start LEVERS on the throttle quadrant) to on, which allows fuel into the engine. The EGT begins it's climb, and the N2 and N1 indications continue to rise. Oil pressure will also be seen to rise. Max EGT for start is 725*C, and it is incredibly rare to get to the limit (never happened to me). The -800's CFM56-7's start a lot more quickly than the older CFM56-3's of the -300/400's. Once N2 passed 56%, the starter should automatically cut out (the F/O calls 'Starter Cutout'), and the start switch snaps back to the off position with a pronounced 'click'. Once that engine is stabilised, the other one can be spun up. Our company policy is to avoid starting the second engine whilst still connected to the tug, to try and avoid too much residual thrust pushing the towbar and tug. Once the aircraft is stopped, the engineer calls for the parking brake to be set and the Captain responds with confirmation, asking for the towbar and bypass pin to be removed as well. The second start is accomplished. Once that engine is stable, the Captain says cheers to the Engineer, who unplugs and wanders off for a drink (of what we hope is coffee), but not before waving the steering bypass pin at us so we can see that we'll actually be able to steer once underway. We have to wait for the towbar to be disconnnected before we can put the engine driven generators on the bus (as per the manual, which states no change of electrical power while the towbar is still connected).For FS: Depending on what facilities you have, start the pushback, and start either engine. Once stationery, apply the park brake and start the other engine.

Simon, thanks for these wonderful insights and for the time you make for writing it down. Fantastic to learn about real world ops. Love your "strange sense of humor", by the way. :-)

Hey ARM505, RogueRunner here, welcome!! I was not aware you upgraded from fluffies!! Lekker man!!! I'm doing JS-CT in Dec, will give you a PM on flyafrica. Regarding this aircraft, I know you are not difficult to convince to get something but I know you will love this baby. Just do not know how much 'relaxed' simming you are doing vs blowing sh!t up in your free time. And as always, great insightful info once again!!

Yeah, sorry, I don't actually have it :) The only fly in the ointment! I was wondering about that though. In the meantime, can anybody list all the company specific options that PMDG has (ie TRK/HDG up, placement of radio alt display, speed/alt tape config, pump config/mod status etc etc etc - there are a lot!) I can then note the specifics for ZWP and put them here. Failing that, I'll probably buy the plane (fine, twist my rubber arm!) when I'm at home again with my FS setup (posting with work laptop - I live in FACT, but am based in FAJS, a real pain) I'm on standby today, but scheduled to fly an -800 for the following three days, hopefully ZWP, but otherwise one of the other four we have (they're all specced slightly differently, originally being from other carriers, our brand new ones only start arriving from Boeing next year and they're of course specced identically), so I'll try to take note of the specifics for ZWP if possible, and try to get a photo of the landing attitude (depends on the situation whether that may be possible). IRS's: A full align takes seven minutes at this lat (may vary, but always the same here), whereas a short align takes about three (seems faster in the -800 with it's GPS input, not sure about this atm - I never do a short align). On shutdown, once the shutdown checklist is completed, one of the first things I do is start a full align - there is easily enough time for the more precise full align before we need the instruments aligned for the next preflight checklist. I must add a slight apology for my lack of proof reading - format, grammar and spelling are not up to my normally impeccable standards (lol) since I'm just banging this out 'cause there's so much to type. :)

I'll send you a PM in a bit...

IRS's: A full align takes seven minutes at this lat (may vary, but always the same here), whereas a short align takes about three (seems faster in the -800 with it's GPS input, not sure about this atm - I never do a short align). On shutdown, once the shutdown checklist is completed, one of the first things I do is start a full align - there is easily enough time for the more precise full align before we need the instruments aligned for the next preflight checklist.

Thanks for sharing your experience with us simmers Simon. I'm doing a few short turnarounds in the NGX, and I thought that upon shutdown the IRS are not touched at all, as they are only aligned during the first flight of the day. Are you saying you just turn them off, wait a few seconds, and then turn them on to Align again anytime yourself or a new crew flys the next leg? I was curious about this step, not sure if it makes sense in FSX, but it would seem that it's a good idea to do a full align anytime the aircraft is in a new location once chocks are put on.

Amazing topic :) It's the first time I can read something like this. I was always curious how it works in the real world. I hope Simon will write more and more... :) Simon - how do you use Igniton Select Switches (L/BOTH/R). I mean the order. There are many different informations in the Internet (even/odd days etc.). Added this topic to my favs :) All best.

Nice reading - thanks for the insight. Carl Beeby

The F/O then does another 'flow' - the engine driven gennies are put on the bus (no more 'clack', 'clack' as this is done as per the older -300/400's!), the anti ice is checked, both pack switches are put into auto and the APU bleed air switch is turned off, the start switches go to 'continuous', and APU is switched to OFF which starts it's cooldown cycle, the centre display is changed to the systems page (which varies from aircraft to aircraft), and the flaps are set on the command of the Captain (normally 1 or 5). The Captain pushes the Master Caution Recall, and does a control check, the centre display is then turned off by the F/O, and the Captain calls for the 'Before Taxi checklist' Once completed, ATC clearance for taxi is obtained.For FS: All these actions can be done realistically precisely as per the real thing in the same order.With taxi clearance, we often use intersections for take off to shorten the taxi time and save some fuel. This is planned for before start using the laptops, but we may not always be able to use the intersection depending on traffic. During the taxi, the cabin crew will finish securing the cabin and inform us that they are ready to go. We then let ATC know we're ready, and if we're still with the ground controller, they'll then had us over to tower. Subject to traffic, we'll get clearance for take off, or perhaps to just 'Line up and wait' (In Americanese: Position and Hold). In either case, once we enter the runway, the F/O does another little dance - strobes on (I check autothrottle is on even though it's now switched on after the Captain programs the FMC in the bay, a legacy of the older Boeing procedures), engines good (thats just me again), the weather radar gets switched on on at least one side, and the other pilot gets the EGPWS terrain display, the tranponder is turned to TA/RA (full ACAS readiness) and the cabin crew gets alerted to the coming departure. The Captain calls for the 'Before take off checklist', which is now read from the yoke and not what we call the 'glareshield package' (a laminated bunch of pages that gets tucked into the glareshield above the MCP). We are now ready in all respects to take off.For FS: Before entering runway, turn on strobe lights, WX radar/EGPWS as per situation and transponder. A quick look around to make sure everything looks right won't hurt either!Once clearance for take off is received, the PF (pilot flying) will take over the controls (confirmed by both pilots) - this could be either Captain or F/O, and will have been discussed before the flight. The FD master switch will have been set, with the PF having the 'master' light illuminated (that little light next to the FD switches on the MCP). The Captain is always the PF on the ground, since in most of our aircraft, he's the only one with a tiller, so only he can steer on the ground! The pedals do have limited nosewheel authority (about 5* or so IIRC) but for larger turns (greater than 40* direction change for example), you pretty much need the tiller. The Captain will always have control over the thrust levers during the T/O. He advances them to obtain about 40% N1, checks they're stable (the initial spoolup can be sluggish, hence stabilising them at 40% first, although the -800's engines are again very quick and consistent here), then pushes the TOGA button. This activates several modes - N1 thrust mode for the autothrottle (A/T), TOGO pitch mode, and sometimes (aircraft dependant), HDG roll mode. The FD bars will appear, and the engines will spool up to the FMC commanded N1, based on the entered thrust reduction settings. Off we go! The pilot monitoring (PM) calls 80KIAS, V1, Rotate. Some of our aircraft (disconcertingly) call out V1 as well, which often comes as a mild surprise for the first take off of the day. Rotating is done smoothly (approx 2* per second), being careful not to whack the tail on the ground, which would occur at just over 11* nose up (going from memory again!). It requires a little bit of force to get it going, but once the nose is rising, you often have to check forward slightly to control the rate. It's also quite pronounced when the tail gets into ground effect (the rotation rate tends to slow down, and you may have to pull a little more).Ahem *cough*, I've just remembered I'm already famous, and have a youtube of myself doing this *cough* Yeah, thats me in the right hand seat.http://www.youtube.com/watch?v=Wqh2hKOHlT4It's on a -400, but it's very much the same. Kaptein Kalahari (the Captain) is an awesome guy (ex police special task force, our equivalent of a SWAT type unit). And yeah, we're not actors :) Thats with the older Boeing procedures, so things are a little different now. A bit weird with this big camera in the cockpit, but nice to have a little record of me at work.Anyway, as our main wheels leave the runway (you can often hear a 'click' from the undercarriage lever as the solenoid activates as oleos extend) the pitch attitude, which is noticeably lower in the -800 (about 15* or so initially - something like that) compared to the -300/400 is adjusted to maintain V2+15 to 20 (this bug, V2+15, is added on the speed tape by default). I find the -800 quite pitch sensitive, ie it's harder to get it stabilised at a certain airspeed in the initial climb compared to the older types of 737. This is probably a result of the longer fuselage, and greater inertia, which results in changes being a bit slower to be noted. In any case, it's not hard. Passing 400' radar alt we can call for LNAV mode in order to follow the preprogrammed SID. The -800's dual GPS input to the FMC position means that it's very accurate, as compared to the all inertial systems of the older -300/400. Once above 1000 radar alt we can engage the A/P if we want to, but I always hand fly to at least 10K' if I can (in high workload situations we would always try and use the A/P if possible however, to free up attention for monitoring tasks).In FS: You're going to have to know the keystrokes for TOGA, or even better, have it bound to your throttle somewhere. The 737 only has two controls on the thrust levers - TOGA (in front of the thrust lever handles on top, for your index fingers), and autothrottle disconnect (next to your thumb, on the sides of the handles on top), both of which you can setup on your throttle quadrant. Spool up the N1's to 40%, and press TOGA. At Vr, commmence a smooth rotation at 2*/s to reach about 15*, then pitch to maintain V2+15 to 20 or so. At some point, you can engage LNAV. A note here: We don't pre-arm LNAV (for fleet commonality with our -300/400's), but it may make sense to do so for FS, since FS controls tend to be 'jerkier' than the real thing, which is quite smooth. Also, we have a second pilot who pushes this on command, unlike FS, where you'll have to possibly take your hands off the stick to push the button. Also, the real -800 has (IMHO) an unpleasant autotrim function, which I find often seems to want to go in the opposite direction to what I would like! I'm not sure how well (badly) PMDG have captured this aspect :) Thanks Boeing, it sucks. Luckily, manually running the trim (using the switches on the yoke) inhibits the autotrim for five seconds, so you can do it properly then. And yes, I know the autotrim is just supposed to trim out the stick force you're already applying yourself, but in practice it seems to do it's own thing!

Thanks for sharing your experience with us simmers Simon.    I'm doing a few short turnarounds in the NGX, and I thought that upon shutdown the IRS are not touched at all, as they are only aligned during the first flight of the day.  Are you saying you just turn them off, wait a few seconds, and then turn them on to Align again anytime yourself or a new crew flys the next leg?   I was curious about this step, not sure if it makes sense in FSX, but it would seem that it's a good idea to do a full align anytime the aircraft is in a new location once chocks are put on.

Yes, we always do a full align at every stop - turning the IRS to 'OFF' will allow the IRS to go through their shutdown cycle for several seconds (the ALIGN light illuminates during this time IIRC), then go out. Once they've gone out, the IRS's can be set to 'Nav' mode directly......hold on (opens company FCOM). Yup, the 'ALIGN' lights will come on during the aligning time, and will then extinguish once it has aligned AND it has a valid position entered from the FMC POS INIT page. If no valid position is received by the end of the alignment time, the ALIGN lights will flash.Just to add to the IRS info - it may not seem all that useful to do a full (or even any) alignment in the -800 with it's super accurate GPS inputs, but it's better to have a more accurate IRS input if possible. It's a bit pedantic, but it would only be handy IF all GPS input, AND all radio beacon input is lost - the FMC position would then be reliant on IRS positions only. So....it would take quite a few failures/loss of signal to get there, but they pay us to be safe so....