2. Using airways: The second option is to use high-altitude airways. In the "RTE" page 2, you are able to enter an airway and its final fix - the FMC will then put all waypoints between the airway start and the airway end automatically. This can save a lot of time on longer flights. You just need to enter the airway ID in the VIA field, and the final fix you want to fly in that airway - the FMC will automatically add all waypoints in the middle. Since there are just a few waypoints for our flight, I chose to type them all. Remember to activate and execute the modifications, by selecting ACTIVATE > and then pushing the EXEC button.

After the route is checked for consistency, select the "INIT REF" page. In this page, we'll feed the FMC with some of our flight information so that it can calculate the takeoff speeds, maximum/optimum flight level and many other variables. Note: all values are in LBS x1000

1. Zero Fuel Weight (ZFW) / Gross Weight (GW) are automatically fed - simply select their lines and the correct values will appear.
2. Enter fuel reserves. This is not actually modelled, so enter an estimate value of 5000lbs.
3. Enter cost index. The cost index is a value that changes with the fuel cost and help the FMC determine the most economic speeds/altitudes for the flight. A cost index of 25 is realistic. Note: the data provided by the FMC is not based on the cost index value, this feature is not simulated.
4. Enter your cruise altitude, average cruise wind (if you have this information), top of climb temperature and transition altitude (18000 in the USA, 6000 for this flight). A typical cruise altitude for this flight is FL360.

Remember to execute the modifications by pushing the EXEC button whenever a FMC page is changed!

We'll now configure the aircraft for takeoff by choosing the right power settings and determining the takeoff speeds (V1, VR, V2). Select the "N1 LIMIT" page.

The "SEL" field is for assumed temperature entries. Setting a value greater than the current temperature "fools" the engine so that it will use less thrust for takeoff, reducing the engine wear and saving money. In real life, there are charts to help you figure out the SEL based on many aspects of the weather and airport conditions. A reasonable value of 36 should do the job.

Select TAKEOFF>. In the "TAKEOFF REF" page, we'll enter the flap position and calculate the takeoff speeds and trim setting.

Set the takeoff flaps on the "FLAPS" line; a 737NG normally uses a flap 5 configuration for takeoff. Then, select the V1, VR and V2 lines and the speeds to be shown automatically. Take not of the takeoff speeds and the trim setting - we'll need them later.

Let's now configure the climb performance. Select the CLB page.

For this flight, we'll use a typical cruise speed is 0.785 Mach. The "MAX RATE" option shows the climb speed in which the greatest climb rate possible is achieved. The "MAX ANGLE" option shows the climb speed that can get you to the cruise altitude in the shortest distance. Select < MAX RATE and execute.

We're finally done with the FMC. Let's now setup the main panel...

Set the altimeter with the barometric pressure from the ATIS - you can do this by rotating the BARO knob. Keep the display in the MAP mode, but use whatever range you want. The side switches allows you to configure what VOR/ADF station you want the RMI to point.

In the "autopilot panel" (MCP), set a course for VOR navigation. The autopilot will fly the route for you, but it's always better to have a VOR frequency/course tuned in case of autopilot failure. Also turn on the flight director (F/D) - it is an important aid for vertical and lateral navigation. On the speed selector, select the V2 speed; on the heading selector, select the runway heading and on the altitude selector, select the initial climb altitude as advised by ATC. With the V2 speed set on the speed selector, you will be able to climb at a speed of V2+20 knots with the flight director aid. When you turn on the autopilot, this speed will be automatically added to 20.

Set your autobrake to the RTO position. With the autobrake switch on the RTO position, the aircraft will brake if the thrust levers are put back on idle with a speed greater than 60 knots.

Now open the throttle panel, we'll configure the stab trim...

This is what the panel should look like. Trim the plane accordingly to the value given to you in the takeoff page of the FMC. Also make sure that the throttle is at idle.

-- RUN BEFORE START CHECKLIST DOWN TO THE LINE --

Starting up ...

You have successfully configured the aircraft for takeoff. Now it's time to get a pushback clearance and start the engines!

-- RUN BEFORE START CHECKLIST BELOW THE LINE --

Before starting the engines, we need to turn the packs off in order to reduce the APU workload, configure the fuel system and turn on the anti-collision lights. Go to the overhead panel for some last changes before engine startup.

1. Turn L PACK and R PACK off. This will reduce the APU workload and provide more bleed air for the engines to start. They will remain off until the engines are started and their generators connected. [overhead]
2. Turn on all four wing fuel pumps - leave the center tanks off, since they have only a small amount of fuel for the pumps to remain immersed. [overhead]
3. Turn on the anti-collision lights. These lights indicates that the engines are running or about to be started. [overhead]

We've made the final configurations and now it's finally time to start the engines! The start-up process can be done either before or after pushback.

When ready, turn the right engine start knob to the GRD position, wait until 21~22% N2 is achieved and then pull the cutoff lever. The engine start knob will automatically go off... when the right engine is stable, start the left engine using the very same procedure. With both engines stable, go back to the overhead panel for some final configurations before taxi.

1. Turn on both engine generators ("GEN1" and "GEN2"). The engines will now supply electrical power and bleed air to the engine, making it possible to shutdown the APU.
2. Turn probe heat on. The probe heat prevents ice from building in the pitot tubes and therefore prevents the failure of several vital instruments.
3. Turn engine bleed on. With the engine bleeds on, the engines will provide bleed air to the aircraft.
4. Turn the packs on. Now that the engines are started and supplying bleed air, it's fine to turn packs on again and climatize/pressurize the aircraft.
5. Turn the isolation valve to the AUTO position. The aircraft will decide when it's better to have the isolation valve opened or closed.
6. Turn off the APU BLEED and then APU itself. With the engines started, the APU is not needed anymore.

-- RUN AFTER START CHECKLIST --

Now that we have already pre-flighted the aircraft and started the engines, we are able to start taxiing to the active runway. While taxiing, we'll make some of the very final adjustments before take-off. Because of the wind direction, I'll be taking-off on runway 11.

1. Release parking brakes and turn the taxi light on.

In order to start rolling, move the throttles slightly forward and apply some forward pressure on the yoke to improve stability. Aircraft response to thrust application may be slow; wait for its response before adding more thrust. Recommended taxi speed: 8 knots for turns and 15 knots for straight line taxiing.

2. Use the RECALL feature to detect any errors that might be present in a system by clicking on the small panel next to the fire warning. The system names should illuminate and extinguish automatically. If any system remain illuminated, check its configuration for faults.

3. Set takeoff flaps, normally 5 degrees.

-- RUN BEFORE TAKEOFF CHECKLIST DOWN TO THE LINE --

When cleared and ready to enter the runway, it's time to quickly set the autopilot/autothrottle, the TCAS and turn the strobe lights.

1. Turn on strobe lights (before entering the runway) and the landing lights (before rolling). They indicate that the aircraft is entering an active runway. [overhead]
2. Turn engine start switches to CONT position. That is done on takeoffs, landings, under heavy rain and whenever anti-ice is on in order to prevent engine failures. [overhead]
4. Arm the autothrottle (A/T). This will allow you to use the takeoff/go-around function (TO/GA) and let the autothrottle system to control your speed.
5. Arm LNAV while on the ground. This will allow the autopilot to follow the selected route after takeoff.
6. Set TCAS to the "above" mode and turn the control knob to TA/RA. This will enable the TCAS system - other traffic will appear on the screen and resolution advisory is active.

-- RUN BEFORE TAKEOFF CHECKLIST BELOW THE LINE --

We've now fully configured the aircraft and we're ready for take-off. Obtain your take-off clearance and when and ready to roll...

1. Advance the thrust levers to about 40% N1, and check if the engine parameters are fine.

2. Activate TO/GA (CTRL+SHIFT+G), and check for N1 | TO/GA annunciation on the Flight Mode Annunciator (FMA). The A/T will advance the thrust levers automatically to the selected takeoff thrust.

3. At 80kts, check if THR HLD is annunciated on the FMA. In real life, A/T will stop moving the thrust levers at this point, so that it can be easily put back at idle in case an rejected takeoff is necessary.

4. When the rotation speed (VR) is reached, smoothly rotate the aircraft to 8 degrees pitch up attitude until 20~30ft AGL to avoid a tailstrike. When airbone, retract the landing gear and adjust the pitch to maintain a speed at V2+20 while at takeoff thrust - flight director guidance is of great use now... just follow the pink horizontal bar.

5. At 400ft AGL, activate CMD A - this will arm N1/LVL CHG (automatically adding 20 knots) and LNAV. The autopilot is now following the route entered on the FMC while the A/T is working on the throttles and the climb rate.

6. At 1000 AGL, place the speed bug above the -UP mark by rotating the speed selector knob. Retract flap to 1 when above the "white bug" and then to UP on the -1 mark. You are now climbing enroute with the flaps retracted and the speed/climb rate controlled by the A/T. The flap retraction altitude changes with the operator and the airport's procedures - 1000ft AGL is a realistic altitude.

After flap retraction, it's time to do the first configurations after take-off.

1. Move the landing gear lever to the OFF position.
2. Turn the autobrake switch to off. It's not needed anymore (since we're not on the ground) and the switch will not go back automatically.
3. Turn the engine start switches to off, only when not using anti-ice or under heavy rain. Continuous ignition is not needed in normal conditions. [overhead]
4. Reset the altimeter to standard pressure (29.92 inHg) when passing transition altitude (6,000ft).

-- RUN AFTER TAKEOFF CHECKLIST --

5. Finally activate VNAV for autopilot vertical guidance. The autopilot will now control pitch while the A/T will control the power. A speed restriction of 250 knots under 10,000ft is maintained - the aircraft will accelerate past 250 knots only above FL100.

Remember to always keep the heading bug updated with your present heading - in case of an autopilot malfunction, you will know exactly where you were heading to. The automated systems are now controlling the throttles, ailerons and elevator so that you can always stay enroute and climb at the right power setting and speed.

Above 10,000 ft...

Above FL100, the aircraft is well configured and the workload is reduced to a minimum. Only minor settings will be necessary from now on.

1. Turn landing and taxi lights off [overhead]
2. Turn off fasten belts switch when appropriate [overhead]

Remember to enable the anti-ice systems whenever icing conditions are present. Turn the engine start knob to the CONT position every time you have anti-ice on, and remember to turn them off when icing conditions are no longer present! After levelling at cruise altitude, set TCAS mode to neutral (N) and re-check the LEGS page for consistency on the FMC. Connect all route discontinuities.

Congratulations! You have successfully configured the aircraft and is now cruising at FL360 with the autopilot doing all the hard work.

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