B737-200 Installation & Handling Notes

[aerofoto - HJG Admin]

B737-200 MANUAL # 1

UPDATED: December 29th 2023.





1.00: "B737-200 PROJECT INFORMATION".

We are grateful to Erick CANTU for modeling the B737-200 for FS and for providing data he has in the past supplied to HJG for his models.

We are also grateful to Paul HAAK for editing work he has been able to successfully apply to these models using the CANTU data provided.

Other individuals whom must also be acknowledged for their invaluable contributions to this project are ....


- Mike BEAUMANN
- Daniel CARRERI
- George CARTY
- Mark CRANSTON
- Mike MONCE
- Benoit PLAMONDON


"THANK YOU" everyone


The HJG B737 project is dedicated to the memory of HJG staff member John M.KEANE 1967 - 2012. RIP John .... "we will never forget you and all of your contributions to HJG".


1.01: "INTRODUCTION".

It is important to appreciate there is no such thing as a standard version among the B737-200 aircraft. These aircraft differ in engine thrust, certified weights, and in regard aerodynamic improvements applied throughout the types production years. Most previously released simulations of these aircraft focus on just 1 specific aircraft configuration only. The B737-200 flight line offered by HJG represents each of the major production and conversion configurations applicable to these aircraft.

PLEASE NOTE: The HJG offered B737-200 aircraft base packs are "FS2004" native and also FSX portable.

PLEASE NOTE ALSO: All installation procedures drafted within this manual are "FS2004" specific .... despite the these files (the base packs and textures) are also FSX portable.


1.02: "HJG B737-200 PROJECT DESCRIPTION".

The HJG offered B737-200 project is composed of each of the following essential elements ....


- 3D models (8X models)
- Customized authentic B737-200 sound packs (2X sound packs).
- Customized FDE.
- Customized lighting and engine exhaust smoke effects.
- High quality textures featuring B737-200 aircraft liveries from around the world.


PLEASE NOTE: The 3D model content of some aircraft base packs (intentionally) differs. See 1.05: "HJG B737-200 3D MODEL REPRESENTATION" in regard to recommended panel options.

PLEASE NOTE ALSO: HJG do not currently offer any of its own B737-200 panel options. See "SECTION 1.06: HJG B737-200 PANEL REPRESENTATION" in regard to recommended panel options.


1.03: "HJG B737-200 AIRCRAFT GROUP REPRESENTATION".

The HJG offered B737-200 project is composed of each of the following basic versions of these aircraft as produced by the BOEING AIRCRAFT CORPORATION between 1967 and 1988 ....


- B737-200 (early production - pre 1970)

- B737-200C (early production - pre 1970)

- B737-200 ADV/CT-43A (later production - post 1970)

- B737-200C ADV (later production post 1970)

- T-43A (military service aircraft)


1.04: "HJG B737-200 ENGINE TYPE/THRUST & AIRCRAFT WEIGHT/CONFIGURATION DESCRIPTIONS".

The HJG offered B737-200 project is composed of each of the following aircraft/engine type and weight specific configurations ....



- B737-200 (early production) 2X P&W JT8D-7 turbofan engines rated at @ 14,000 LBS thrust - MTOW 113.500 LBS - PAX configuration.


- B737-200 (early production) 2X P&W JT8D-9 turbofan engines rated at @ 14,500 LBS thrust - MTOW 115.500 LBS - PAX configuration.


- B737-200C (early production) 2X P&W JT8D-9 turbofan engines rated at @ 14,500 LBS thrust - MTOW 115.500 LBS - PURE FREIGHTER configuration.


- B737-200C (early production) 2X P&W JT8D-15 turbofan engines rated at @ 15,500 LBS thrust - MTOW 117.500 LBS - PURE FREIGHTER configuration (power upgraded).


- B737-200C (early production) 2X P&W JT8D-17 turbofan engines rated at @ 16,000 LBS thrust - MTOW 117.500 LBS - PURE FREIGHTER configuration (power upgraded).




- B737-200 ADV/CT-43A 2X P&W JT8D-9 turbofan engines rated at @ 14,500 LBS thrust - MTOW 115.500 LBS - PAX configuration configuration.


- B737-200 ADV 2X P&W JT8D-15 turbofan engines rated at @ 15,500 LBS thrust - MTOW 117.500 LBS (increased fuel capacity) - PAX configuration configuration.




- B737-200 ADV/VC-96 2X P&W JT8D-17 turbofan engines rated at @ 16,000 LBS thrust - MTOW 117.500 LBS (increased fuel capacity) - PAX configuration configuration.


- B737-200 ADV 2X P&W JT8D-17A/R turbofan engines rated at @ 16,500 LBS thrust - MTOW 119.500 LBS (increased fuel capacity) - PAX configuration configuration.


- B737-200C/F/QC ADV 2X P&W JT8D-9 turbofan engines rated at @ 14,500 LBS thrust - MTOW 115.500 LBS - PURE FREIGHTER configuration.


- B737-200C/F/QC ADV 2X P&W JT8D-15 turbofan engines rated at @ 15,500 LBS thrust - MTOW 117.500 LBS (increased fuel capacity) - PURE FREIGHTER configuration.


- B737-200C/F/QC ADV 2X P&W JT8D-17 turbofan engines rated at @ 16,000 LBS thrust - MTOW 117.500 LBS (increased fuel capacity) - PURE FREIGHTER configuration.


- B737-200C/F/QC ADV 2X P&W JT8D-17A/R turbofan engines rated at @ 16,500 LBS thrust - MTOW 119.500 LBS (increased fuel capacity) - PURE FREIGHTER configuration.


- T-43A 2X P&W JT8D-9 turbofan engines rated at @ 14,500 LBS thrust - MTOW 115.500 LBS (higher EW and greater fuel capacity than civil B737-200 ADV JT8D-9) - MILITARY configuration.


PLEASE NOTE: The approach to landing flight characteristics of early and later version B737-200's differed slightly due to aerodynamic modifications applied to these aircraft during both production eras. Attempt has been applied to incorporate these differences into flight modelling of the HJG offered B737-200 simulations .... in so far as FS limitations in conjunction with HJG's FDE abilities permit.


Early production B737-200 .... approach to landing (slightly higher AOA requiring more power/airspeed to address).


Late production B737-200 .... approach to landing (slightly lower AOA requiring less power/airspeed).



For further aircraft base pack related information see "SECTION 1.11: HJG B737-200 AIRCRAFT BASE PACK INSTALLATION" below.


1.05: "HJG B737-200 3D MODEL REPRESENTATION".

The HJG offered B737-200 project is composed of each of the following 3D aircraft model configurations ....


- B737-200 without HF Antennae
MODEL


- B737-200 with HF Antennae
MODEL.HF


- B737-200 with Grass (type) Gravel Kit
MODEL.GK


- B737-200 with HF Antennae and Grass (type) Gravel Kit
MODEL.HFGK


- B737-200 without Eye Brow flight deck windows)
MODEL.NB


- B737-200 without Eye Brow flight deck windows but with HF Antennae
MODEL.NBHF
"NOT CURRENTLY TEXTURE ASSIGNED"

- B737-200 without Eye Brow flight deck windows but with Grass (type) Gravel Kit
MODEL.NBGK
"NOT CURRENTLY TEXTURE ASSIGNED"

- B737-200 without Eye Brow flight deck windows but with both HF Antennae and Grass (type) Gravel Kit
MODEL.NBHFGK



KEY TO MODEL DESIGNATIONS

model (no suffix definition) = standard model
model.GK = Grass/Gravel Kit
model.HF = HF Antennae
model.HFGK = HF Antennae with Grass/Gravel Kit
model.NB = no Eye Brow windows
model.NBGK = no Eye Brow windows with Grass/Gravel Kit
model.NBHF = no Eye Brow windows with HF Antennae
model.NBHFGK = no Eye Brow windows with both HF Antennae and Grass/Gravel Kit


AIRCRAFT BASE PACK MODEL CONTENT

1. The following early/pre-1970 production B737-200 and B737-200C aircraft base packs ....

hjg_b737-200_jt8d-7_v1.0
hjg_b737-200_jt8d-9_v1.0

hjg_b737-200c_jt8d-9_v1.0
hjg_b737-200c_jt8d-15_v1.0 .... COMMING SOON !
hjg_b737-200c_jt8d-17_v1.0

.... each contain the following 4X 3D models only ....

model
model.GK
model.HF
model.HFGK

2. The following B737-200 ADV/B737-200C ADV aircraft base packs ....

hjg_b737-200_adv_jt8d-9_v1.0
hjg_b737-200_adv_jt8d-15_v1.0
hjg_b737-200_adv_jt8d-17_v1.0
hjg_b737-200_adv_jt8d-17a_v1.0

hjg_b737-200c_adv_jt8d-9_v1.0
hjg_b737-200c_adv_jt8d-15_v1.0
hjg_b737-200c_adv_jt8d-17_v1.0
hjg_b737-200c_adv_jt8d-17a_v1.0

.... each contain the following 8X 3D models only ....

model
model.GK
model.HF
model.HFGK
model.NB
model.NBGK
model.NBHF
model.NBHFGK

3. The following military T-43A aircraft base pack ....

hjg_t-43a_jt8d-9_v1.0

.... contains each of the following 2X 3D models only ....

model
model.HK


B737-200 MODEL ANIMATIONS















These may be older FS 3D models but they remain great representations of the B737-200. Supported by HJG FDE editing, textures, and recommended sound and panel options these simulations perform exceptionally well .... or they simply wouldn't be offered by HJG.

These 3D B737-200 models feature opening/animated port side forward fuselage DOOR 1L exits, and operating wing flaps/slats, aileron surfaces, elevators, rudder, engine thrust reversers, steerable nose gear, and retractable landing gear and gear bay doors, portable forward fuselage air stairs (at DOOR 1L), opening/animated starboard side forward lower fuselage cargo holds. and retractable under wing landing lights.

The port side forward fuselage DOOR 1L PAX exit animation functions per the standard/default FS door open/close keyboard commands .... "SHIFT+E" to open/close Door 1L.

The port side forward fuselage DOOR 1L portable air stairs animation functions per the the FS WINGFOLD keyboard commands.

The starboard side forward lower fuselage cargo bay door also functions per the same FS WINGFOLD keyboard commands.

PLEASE NOTE: The WINGFOLD key board commands must be manually assigned within the FS2004 OPTIONS/CONTROLS/ASSIGNMENTS list.

PLEASE NOTE ALSO: FSX specific Door/Air Bridge co-ordinates (for DOOR 1L only) are edited into all FSX version AIRCRAFT.CFG files included with each HJG offered B737-200 simulation.

The port and starboard under wing landing lights functions per TAIL HOOK assignments already compiled into the FDE and are engaged by selecting the panel Landing Lights "ON" when using the HJG recommended TM II B737-200 panel option.

The wing spoiler animation functions per the standard/default FS Wing Spoiler deploy/retract keyboard command .... "BACKSLASH KEY" (/) .... or per arming the Spoiler Lever located on the 2D panel CP sub panel of the HJG recommended TIM MOUSE II B737-200 panel option.

The wing flaps/slats animations function per standard/default FS flap/slat extend/retract keyboard commands .... "F7" to extend flaps in increments .... "F6" to retract flaps in increments.

PLEASE NOTE: Using the HJG recommended TIN MOUSE II B737-200 panel .... selecting key board commands F1 and F8 will not fully deploy or retract the wing flaps/slats. These commands will (intentionally) extend the wing flaps between their 1* and 30* settings respectively. F7 key board command must be used to extend the wing flaps/slats from the 30* to 40*/FULLY EXTENDED increment. F6 key board command must be used repetitively to retract the wing flaps from the 1* to 0*/FULLY RETRACTED settings. 8 individual depressions of the F7 key board command will extend the wing flaps/slats to from their 1* to 40*/FULLY EXTENDED settings. 8 individual depresses of the F6 key board command will retract the wing flaps/slats to from their 40* to 1*/FULLY RETRACTED settings

PLEASE NOTE ALSO: The above flap observations may not be applicable if using other B737-200 panel options.

The landing gear animation functions per standard/default FS landing gear extend/retract keyboard commands .... "G" to extend/retract landing gear.

The reverse thrust engine animation functions per the standard/default FS reverse thrust keyboard commands .... "F2" to engage reverse thrust) .... "F3" (prolonged/repetitive depression) to gradually ease out of reverse thrust .... "F1" to abruptly cancel reverse thrust.

All other 3D model wing, stabilizer, and rudder animations function per standard PC keyboard and/or FS controller device inputs.

PLEASE NOTE: The HJG offered B737-200 3D models are "FS2004" native and also FSX portable.

PLEASE NOTE ALSO: The HJG offered B737-200C/F/QC representations "ARE NOT" equipped with animated port side forward fuselage main deck cargo doors.

PLEASE NOTE ADDITIONALLY: Although edited by HJG these 3D models each remain the property of "Erik CANTU" .... HJG claim no rights in respect of these 3D model files.


1.06: "HJG B737-200 PANEL REPRESENTATION".

HJG "DO NOT" currently offer any of its own B737-200 panel options.

HJG recommends use of the TIN MOUSE II B737-200 panel which may be downloaded from AVSIM.COM using the following link ....


library.avsim.net/search.php?CatID=root&SearchTerm=tinmouse&Sort=Downloads&ScanMode=0


The specific file names are as follows ....

tinmouse_ii_v1_25.zip

tinmouse_ii_v1_26_266312.zip







This is a nicely featured panel produced by Richard PROBST and the TIN MOUSE II team. This particular panel is composed of a complexity akin to that of the HJG offered B727 panels (also by Richard PROBST in association with George CARTY). Throughout lengthy development of this project the TIN MOUSE II B737-200 panel (V1.25 with its V1.26 update .... both of these panel files must be used together) has been proven the best panel option for use with HJG offered B737-200 simulations .... and "FS2004".

Certain aspects of the HJG provided B737-200 FDE has been edited in accordance with TIN MOUSE II B737-200 panel requirements. Use of other B737-200 panel options may impose further FDE editing (RADIOS data primarily) .... which HJG is unable to advise or provide support for. HJG have gained considerable experience in regard to use of the recommended TIN MOUSE II B737-200 panel option (in FS2004) and "CAN" provide "limited" support for it, but, HJG does not, and cannot, provide support for the TIM MOUSE II project generally.

Kindly do not recommend other panel options .... such may lead to difficulties for other users. HJG is aware other panel options exist (including expansions for the TIN MOUSE II panel series too). HJG will only recommend panels and other files which it has (itself) proven to work well with simulations it offers. HJG will only provide support for files it offers or otherwise recommends. In the event one is not satisfied with the recommended panel option then one will need to seek an alternative panel of their own choice.

PLEASE NOTE: HJG does not own the recommended panel. HJG only recommends use of this particular panel. HJG "DOES NOT" offer fixes or enhancements or endorse any modifications for the recommended panel option not already encouraged by the TIN MOUSE II B737-200 project team.

The recommended TIN MOUSE II B737-200 panel is compatible with all HJG offered B737-200 simulations.

The recommended TIN MOUSE II B737-200 panel includes all-round interior flight deck views.

The recommended TIN MOUSE II B737-200 panel is FS2004 native file.

PLEASE NOTE: The recommended TIN MOUSE II B737-200 V1.25 panel (and its V1.26 update) "are not" FSX portable.

The HJG offered B737-200 simulations do not feature a VC panel.

IMPORTANT PANEL NOTES

1. Using the HJG recommended TIN MOUSE II B737-200 panel": In order "fully benefit" from all features represented in this panel a "licensed" version of Pete DOWSON's FUIPC module is desirable. This panel will also function "very acceptably" using an "unlicensed" version of Pete DOWSON's FSUIPC module and with "MINIMUM DEFAULTS" set .... albeit some "minor" features may not be enabled.

2. Using the HJG recommended TIN MOUSE II B737-200 panel: It is not necessary to load the default MSFS CESSNA (or any other default MSFS aircraft) into FS prior to selecting one's HJG supplied B737-200 simulation of choice. Loading a default MSFS aircraft first may alter some default settings within the TIN MOUSE II B737-200 panel and potentially risk misconfigurations and systems failures. HJG supplied B737-200 simulations .... supported by the TIM MOUSE II B737-200 panel .... can be loaded directly from the MSFS Aircraft Selection Menu at the start of any FS session.

3. Using the HJG recommended TIN MOUSE II B737-200 panel: All sub panels will momentarily cycle into view prior to the main panel stabilizing in FS. This is perfectly normal and intentional. "DO NOT" interrupt this process .... it "IS NOT" a panel fault or deficiency.

4. Using the HJG recommended TIN MOUSE II B737-200 panel: HJG B737-200 simulations will load into FS with engines running, but, with most panel instrumentation unpowered. To power all panel instrumentation both panel generator and electrical systems must be manually engaged from the OH sub panel. See "SECTION 3.00: PANEL CONFIGURATION - DEFAULT SCENARIO/ENGINES STARTED/INSTRUMENTS UNPOWERED".

5. Using the HJG recommended TIN MOUSE II B737-200 panel: Cycling between HJG supplied B737-200 simulations within the same FS session will force the need to reset and reconfigure all panel features/systems.

For further panel related information see "SECTION 1.12: HJG B737-200 PANEL INSTALLATION" below.

PLEASE NOTE: FSX portable versions of the TIM MOUSE II B737-200 panel are also available (V1.30 with V1.31, and V1.32 updates) per the above AVSIM.COM link but have not yet been properly assessed (by HJG) in relation to the HJG offered B737-200 project. HJG therefore "DOES NOT" currently support these particular file versions.

PLEASE NOTE ALSO: The HJG recommended panel remains the property of the "TIN MOUSE II" project team .... HJG claim no rights in respect of this panel or any of its supporting components/files.


1.07: "HJG B737-200 SOUND REPRESENTATION".

The HJG offered B737-200 project is composed of each of the following customized sound packs ....


- B737-200 P&W JT8D-7

- B737-200 P&W JT8D-9/-15/-17


These are high quality sound packs produced by Daniel CARRERI .... with additional editing applied by Mark CRANSTON Benoit PLAMONDON.

Each of these these sound packs is based on what can be heard from a pilots/flight deck (not the PAX cabin) perspective.

These sound packs are each compiled in accordance with aircraft base pack supplied FDE parameters.

PLEASE NOTE: These sound packs are optimized for "FS 2004" use only. Each will run in FSX but may not result in the same audio quality/fidelity through not having been optimized in accordance with the FSX audio engine.

PLEASE NOTE ALSO: These sound packs can be used with non-HJG supplied B737-200 simulations, but, may not work as intended .... "unless HJG compiled FDE (both the CFG and AIR.FILE data) is also used". HJG compiled FDE (CFG files principally) might require additional editing in order to be rendered fully compatible with non-HJG supplied B737-200 simulations. HJG does not provide assistance in regard to the reconfiguration of its files for use with other simulations.

PLEASE NOTE ALSO: These sound packs each remain the property of "Daniel CARRERI" .... HJG claim no rights in respect of this audio.

For further sound pack related information see "SECTION 1.13: "HJG B737-200 SOUND PACK INSTALLATION" below.


1.08: "HJG B737-200 EFFECTS REPRESENTATION".

This B737-200 project is composed of the following aircraft engine smoke/exhaust, panel/texture night lighting, and wing tip vortices/altitude contrails effects ....











PLEASE NOTE: Using the HJG recommended TIN MOUSE II B737-200 panel engine exhaust Smoke Effects are manually toggled "ON/OFF" using keyboard command "I"

PLEASE NOTE ALSO: Using the HJG recommended TIN MOUSE II B737-200 panel all external Lighting effects are toggled "ON/OFF" using Lighting related panel switches.

PLEASE NOTE ADDITIONALLY: Different wing tip Lighting configurations are featured between the early and later ADV production type B737-200 representations offered by HJG.

FSX specific Smoke System co-ordinates are edited into all FSX version AIRCRAFT.CFG files included with each HJG offered B737-200 simulation.

The external lighting effects can also engaged by panel Lighting switches and/or the use of either SHIFT+L and keyboard commands.

PLEASE NOTE: The intensity of cabin window night lighting illuminations may vary in accordance with texture artist preferences.

For further Smoke and Lighting effects related information see "SECTION 1.14: "HJG B737-200 SMOKE & AIRCRAFT LIGHTING EFFECTS REPRESENTATION" below.


1.09: "HJG B737-200 TEXTURE REPRESENTATION".

The HJG offered B737-200 project is (will eventually be) composed of textures representing the liveries of real world airlines/operators from around the world.

All HJG B737-200 textures are listed in accordance with operator name and livery date .... along with specific aircraft/engine type base pack recommendations.

For a complete and current listing of all HJG supplied B737-200 textures refer to the "B737-200" sections of the following-linked forum based "HJG B737 TEXTURE INVENTORY" ....


tonymadgehjg.proboards.com/thread/10405/hjg-b737-200-inventory


PLEASE NOTE: All HJG supplied B737-200 textures are compatible with "FS2004" and "FSX".

PLEASE NOTE ALSO: "Non-HJG produced" textures for the CANTU B737-200 models should work using the HJG offered B737-200 simulations, but, these "other textures" will each need to be updated with the HJG supplied INTERIOR T and WING T texture BMP files in order to ensure compatibility with these newer 3D models.


1.10: "HJG B737-200 GENERAL INSTALLATION".

Installation of the HJG offered B737-200 simulations is a very easy step-by-step process but "MUST" be completed strictly in accordance with recommended installation procedures which accompany each file .... "DO NOT" circumvent the recommended installation procedures or difficulties may/will result.

PLEASE NOTE: The HJG recommended TIN MOUSE II B737-200 project features a total of 5 different PANEL.CFG files. All HJG advice (per this manual and its associated tutorials) is based on the basic panel CFG (named "PANEL.CFG"). HJG does not recommend use of the ISG, CIVA INS, CIVA INS/TCAS, or PLAIN version PANEL.CFG files .... "at this time". Again .... use the standard "PANEL.CFG" file only for this particular panel and with the HJG supplied B737-200 project.

PLEASE NOTE ALSO: The HJG recommended TIN MOUSE II B737-200 project features an alternative FFX version (original CANTU B737-200 project) AIRCRAFT.CFG file. "DO NOT" replace any of the HJG base pack supplied AIRCRAFT.CFG's for this "older file" version or performance issues in FS "WILL" result. Use only the FDE supplied with each HJG B737-200 aircraft base pack (AIRCRAFT.CFG and AIR.FILE data) .... which has been customized for the HJG offered B737-200 projects and use with the TIN MOUSE II B737-200 V1.25 (and its V1.26 update) panel.

IT IS STRONGLY RECOMMENDED THE FOLLOWING AIRCRAFT BASE PACK, PANEL, AND SOUND PACK ASSIGNMENTS BE STUDIED .... AND UNDERSTOOD .... "PRIOR TO" INSTALLING ANY OF THESE FILES. DOING THIS WILL AVOID MISUNDERSTANDINGS/PROBLEMS AND WILL BE PROMOTING OF GREATER ENJOYMENT USING THIS SIMULATION.


1.11: "HJG B737-200 AIRCRAFT BASE PACK INSTALLATION".

All HJG offered B737-200 aircraft base packs must be installed inside the FS2004 "AIRCRAFT" folder.

Each aircraft base pack file is composed of the following essential elements ....


- "MODEL" (4X folders .... containing 3D model files).

PLEASE NOTE: The T-43A/NT-43A base pack is composed of just 2X model files only).

- "PANEL" (folder .... containing a PANEL.CFG file aliased to the default MSFS B737-400 panel)

- "SOUND" (folder .... containing a SOUND.CFG file aliased to the default MSFS B737-400 sound pack)

- "AIRCRAFT.CFG" (file .... for 2004 use only)

- "AIRCRAFT.CFG FSX" (file .... for FSX use only)

- "AIR.FILE" (file .... for dual FS2004 and FSX use)


PLEASE NOTE: Each individual HJG offered B737-200 aircraft base pack file also contains a separate "EFFECTS" folder. The entire content of this folder (a total of 9 individual FX files) must be installed inside the FS2004 "EFFECTS" folder. Failure to do this will result in these simulations lacking external lighting and engine exhaust smoke effects. See "SECTION 1.14: "HJG B737-200 SMOKE & LIGHTING EFFECTS".

PLEASE NOTE ALSO: FSX users must delete the AIRCRAFT.CFG named file. Identify the AIRCRAFT.CFG FSX named file .... then rename this file to read AIRCRAFT or AIRCRAFT.CFG in accordance with the file naming protocols applicable to one's PC.

PLEASE NOTE ADDITIONALLY: If using the default PANEL and SOUND assignments FSX users must delete the PANEL.CFG and SOUND.CFG named files in each of these respective files. Identify the PANEL.CFG FSX and SOUND.CFG FX named files .... then rename these file to read PANEL or PANEL.CFG and SOUND or SOUND.CFG in accordance with the file naming protocols applicable to one's PC.

All HJG offered B737-200 aircraft base packs are available from the "B737-200 BASE PACKS" section of the following-linked forum located "LATEST MODEL/PANEL/SOUNDS FILES" ....

tonymadgehjg.proboards.com/thread/10330/latest-model-panel-sound-files


1.12: "HJG B737-200 PANEL INSTALLATION".

HJG "DO NOT" currently offer any of its own B737-200 panel files.

HJG recommends use of the TIN MOUSE II B737-200 V1.25 panel (and its V1.26 update) "FOR FS2004"). These files can be downloaded from AVSIM.COM using the following link (identify the aforementioned file names within the list presented) ....


library.avsim.net/search.php?CatID=root&SearchTerm=tinmouse&Sort=Downloads&ScanMode=0


Use the above link and search for the following 2 file names ....


tinmouse_ii_v1_25.zip

tinmouse_ii_v1_26_266312.zip


FSX portable versions of the TIM MOUSE II B737-200 are also available (the V1.30 and its V1.31 and V1.32 updates) per the above-linked file listings but "have not" been properly assessed (by HJG) with the HJG offered B737-200 simulations.

The TIN MOUSE II B737-200 V1.25 and V1.26 panel files must be installed "strictly in accordance with the following recommendations" prescribed for use with the HJG offered B737-200 simulations.

PLEASE NOTE: HJG advocated installation procedures for this panel "DO NOT" depart from those recommended by the TIN MOUSE II team in any particular detail .... with the exception of this panel being aliased to the HJG offered B737-200 simulations.

The recommended installation procedure for the TIN MOUSE II B737-200 V1.25 and V1.6 panel files with HJG offered B737-200 simulations is a 3-step procedure and is "very easy" as follows .....


STEP 1:

1. Download the TIN MOUSE II V1.25 project file.

2. Open the AIRCRAFT sub folder contained within this TIN MOUSE II V1.25 project project .... and Identify the FSCONV sub folder included within this AIRCRAFT folder.

3. Open the FSCONV sub folder .... and identify the PANEL.732ADV folder (this is the actual panel folder).

4. Install PANEL.732ADV folder "intact" inside the FLIGHT SIMULATOR 9/FSCONV folder .... DO NOT REMOVE ANY OF THE GAUGES FILES CONTENT FROM THE PANEL.732ADV FOLDER.

5. Open the HJG supplied B737-200 aircraft base pack .... and identify the PANEL sub folder.

6. Open the HJG B737-200 aircraft base pack PANEL folder .... then open the PANEL.CFG folder contained within this PANEL folder. By default this PANEL.CFG folder will read precisely as follows ....

[fltsim]
alias=B737_400\panel

Edit the ALIAS= data line to read precisely as follows ....

[fltsim]
alias=fsfsconv\panel.b732ADV

.... and "SAVE" the above edit.

Apply no other edits to the PANEL.CFG file.

7. Locate the MODULES sub folder included among the TIN MOUSE II V1.25 project sub folders.

8. Open the MODULES folder .... identify and install the FSSOUND.DLL file.

9. Install this FSSOUND.DLL file inside the FLIGHT SIMULATOR 9/MODELES folder .... SELECT "NO" (do not install) IN RESPONSE TO ANY OVERWRITE PROMPTS.


THE ABOVE ACTIONS COMPLETE STAGE 1 OF THE 3 PART STEP INSTALLSATION OF THIS PANEL. DISREGARD (ignore) ALL OTHER FOLDERS AND FILES INCLUDED WITHIN THE TIN MOUSE II V1.25 PROJECT FOLDER THAT ARE NOT MENTIONED ABOVE .... THESE OTHER FILES ARE NOT RELEVANT TO THE HJG B737-200 PROJECT.


STEP 2:

1. Download the TIN MOUSE II V1.26 26 266312 update .... this is an essential gauge file update for the TIN MOUSE II V1.25 project.

2. Open the folder contained within this TIN MOUSE II V1.26 project update .... and Identify the B732ADV.GAU file (this file is dated "15 ‎December, ‎2009, ‏‎10:32:26 PM")

3. Install this B732ADV.GAU file inside the PANEL.732ADV (this panel folder will be located inside the FLIGHT SIMULATOR 9/FSCONV folder following STEP 1 of the above installation procedure) .... AGAIN DO NOT REMOVE ANY OF THE GAUGES FILES CONTENT FROM THE PANEL.732ADV FOLDER.

THE ABOVE ACTIONS COMPLETE STAGE 2 OF THE 3 PART STEP INSTALLSATION OF THIS PANEL. DISREGARD (ignore) ALL OTHER FOLDERS AND FILES INCLUDED WITHIN THE TIN MOUSE II V1.26 PROJECT FOLDER THAT ARE NOT MENTIONED ABOVE .... THESE OTHER FILES ARE NOT RELEVANT TO THE HJG B737-200 PROJECT.


STEP 3 (final but vital step)

1. Locate FS9.CFG file.

2. Open the FS9.CFG .... then copy & paste the following edit (ignore this step completely though if this edit has already been applied to the FS9.CFG) ....

[OLDMODULES]
FSSound.dll=1

.... and "SAVE" the above edit.

Apply no other edits to the FS9.CFG file.

THE ABOVE 3-STEP PROCEDURE COMPLETES INSTALLATION OF ALL ELEMENTS OF THE TIN MOUSE II B737-200 PANEL REQUIRED FOR USE WITH THE HJG OFFERED B737-200 SIMULATIONS .... NO OTHR ACTIONS ARE REQUIRED.


Failure to correctly apply each of the above 3-step installation procedures "WILL" result in the TIN MOUSE II B737-200 panel either not displaying, displaying with missing instruments/gauges, or not working properly.

PLEASE NOTE: Despite recommending use of the TIN MOUSE II B737-200 panel this file "IS NOT" available from the HJG website panel inventory. It can most easily be accessed from AVSIM.COM using the above provided link and referenced file names.

PLEASE NOTE ALSO: HJG will provide "limited" support for TIN MOUSE II B737-200 panel .... only to the extent of this panel being used with HJG offered B737-200 simulations. HJG "does not" and "cannot" provide support for the TIN MOUSE B737-200 project generally.


"B737-200 AIRCRAFT BASE PACK/PANEL ASSIGNMENTS"


- B737-200 JT8D-7 (early production) = use TIN MOUSE B737-200 V1.25 panel with V1.26 update (FS2004)

- B737-200 JT8D-9 (early production) = use TIN MOUSE B737-200 V1.25 panel with V1.26 update (FS2004)

- B737-200C JT8D-9 (early production) = use TIN MOUSE B737-200 V1.25 panel with V1.26 update (FS2004)

- B737-200C JT8D-15 (early production) = use TIN MOUSE B737-200 V1.25 panel with V1.26 update (FS2004) .... COMMING SOON !

- B737-200C JT8D-17 (early production) = use TIN MOUSE B737-200 V1.25 panel with V1.26 update (FS2004)

- B737-200 ADV/CT-43A JT8D-9 ADV = use TIN MOUSE B737-200 V1.25 panel with V1.26 update (FS2004)

- B737-200 ADV JT8D-15 = use TIN MOUSE B737-200 V1.25 panel with V1.26 update (FS2004)

- B737-200 ADV JT8D-17 = use TIN MOUSE B737-200 V1.25 panel with V1.26 update (FS2004)

- B737-200 ADV JT8D-17A = use TIN MOUSE B737-200 V1.25 panel with V1.26 update (FS2004)

- B737-200C/F/QC ADV JT8D-9 = use TIN MOUSE B737-200 V1.25 panel with V1.26 update (FS2004)

- B737-200C/F/QC ADV T8D-15 = use TIN MOUSE B737-200 V1.25 panel with V1.26 update (FS2004)

- B737-200C/F/QC ADV JT8D-17 = use TIN MOUSE B737-200 V1.25 panel with V1.26 update (FS2004)

- B737-200C/F/QC ADV JT8D-17A = use TIN MOUSE B737-200 B737-200 V1.25 panel with V1.26 update (FS2004)

- T-43A 2X JT8D-9 = use TIN MOUSE B737-200 V1.25 panel with V1.26 update (FS2004)


B737-200 PANEL VIEW STANDARD KEYBOARD COMMANDS.


- SHIFT+1 = display/hide Main Panel.

- SHIFT+2 = display/hide Radios sub panel.

- SHIFT+3 = display/hide GPS sub panel.

- SHIFT+4 = display/hide Center Pedestal & Power Quadrant sub panel.

- SHIFT+5 = display/hide Eyebrow OH sub panel.

- SHIFT+6 = display/hide Digital Clock sub panel.

- SHIFT+7 = display/hide Overhead sub panel.

- SHIFT+8 = display/hide Combo sub panel.


PLEASE NOTE: Each of the above sub panels can also be commanded into view using sub panel selection icons located on the Main Panel.

PLEASE NOTE ALSO: The Radios, Center Pedestal, and Overhead views can also be closed by left mouse clicking within the extreme top right corner of each sub panel.


B737-200 PANEL VIEW NUMERIC KEYBOARD COMMANDS.


- NUMERIC KEYBOARD 7 = Forward left panel to outside environment view.

- NUMERIC KEYBOARD 4 = Left view panel to outside environment view.
.
- NUMERIC KEYBOARD 1 = Left rear View panel to outside environment view.

- NUMERIC KEYBOARD 2 = Rear panel to inside interior flight deck view.

- NUMERIC KEYBOARD 9 = Forward right panel to outside environment view.

- NUMERIC KEYBOARD 6 = Right panel to outside environment view.

- NUMERIC KEYBOARD 3 = Right rear to inside interior flight deck panel view.

- NUMERIC KEYBOARD 5 = Vertical view to outside environment.


For full understanding of this simulation and how it is best used in FS please refer to "SECTIONS 3/4/and 5" of this manual.


1.13: "HJG B737-200 SOUND PACK INSTALLATION".

Customized P&W JT8D sound packs are provided for for use with all HJG offered B737-200 simulations.

PLEASE NOTE ALSO: The correct/intended aircraft sound pack (plus aircraft base pack and sound assignments also) is clearly stated within the ADD TO AIRCRAFT data accompanying each texture file.

The HJG offered B737-200 sound packs are "aircraft/engine type" specific and must be installed inside the recommended aircraft base pack files.

These sound packs are intended to replace the default Sound folders (aliased to the MSFS B737-400 sounds) supplied within each B737-200 aircraft base pack file.

HJG offered sound packs can be aliased between aircraft base pack SOUND folders

RECOMMENDED FS AUDIO/SOUND SLIDER SETTINGS

These settings can vary in accordance with both audio equipment and personal preference. For optimum playback quality the following FS2004 based OPTIONS/SETTINGS/SOUND based sliders positions are recommended for use with the HJG offered sound packs ....


- "ENGINES" = 75%

- "cockpit = 30%

- "ENVIRONMENT" = 80%

- NAVIGATION" = 50%


Experiment with the above recommended settings first .... and be prepared to adjust these settings in accordance with audio hardware capabilities and personal preference.


"B737-200 AIRCRAFT BASE PACK/SOUND PACK ASSIGNMENTS"


- B737-200 JT8D-7 (early production) = use HJG supplied P&W JT8D-7 sound pack

- B737-200 JT8D-9 (early production) = use HJG supplied P&W JT8D-9-15/-17 sound pack

- B737-200C JT8D-9 (early production) = use HJG supplied P&W JT8D-9-15/-17 sound pack

- B737-200C JT8D-15 (early production) = use HJG supplied P&W JT8D-9-15/-17 sound pack .... COMMING SOON !

- B737-200C JT8D-17 (early production) = use HJG supplied P&W JT8D-9-15/-17 sound pack

- B737-200 ADV/CT-43A JT8D-9 ADV = use HJG supplied P&W JT8D-9-15/-17 sound pack

- B737-200 ADV JT8D-15 = use HJG supplied P&W JT8D-9-15/-17 sound pack

- B737-200 ADV JT8D-17 = use HJG supplied P&W JT8D-9-15/-17 sound pack

- B737-200 ADV JT8D-17A = use HJG supplied P&W JT8D-9-15/-17 sound pack

- B737-200C/F/QC ADV JT8D-9 = use HJG supplied P&W JT8D-9-15/-17 sound pack

- B737-200C/F/QC ADV T8D-15 = use HJG supplied P&W JT8D-9-15/-17 sound pack

- B737-200C/F/QC ADV JT8D-17 = use HJG supplied P&W JT8D-9-15/-17 sound pack

- B737-200C/F/QC ADV JT8D-17A = use HJG supplied P&W JT8D-9-15/-17 sound pack

- T-43A 2X JT8D-9 = use HJG supplied P&W JT8D-9-15/-17 sound pack


All HJG supplied B737-200 sound packs are available from the "B737-200 SOUND PACKS" section of the following-linked forum located "LATEST MODEL/PANEL/SOUNDS FILES" ....

tonymadgehjg.proboards.com/thread/10330/latest-model-panel-sound-files


1.14: "HJG B737-200 EFFECTS INSTALLATION".

Customized Smoke and Lighting effects are provided for for use with all HJG offered B737-200 simulations.

These effects files are contained inside the separate "EFFECTS" folder accompanying each individual HJG offered B737-200 aircraft base pack.

Each "EFECTS" folder contains a total of 9X individual FX files.

All 9X FX files must each be installed inside the FS2004 "EFFECTS" folder.

Failure to do this correctly will result in these simulations lacking either external lighting and/or engine exhaust smoke effects.

PLEASE NOTE: The smoke and lighting and effects contained in each aircraft base pack/"EFFECTS" folder are identical. If installing multiple versions of the HJG supplied B737-200 aircraft base packs then these lighting and smoke effects files need to be installed "ONCE ONLY" and not for each individual base pack.


1.15: "HJG B737-200 TEXTURE FILES INSTALLATION".

An extensive selection of past and present airline/operator liveries from around the world will eventually be offered for use with the HJG offered B737-200 simulations.

This selection will be further expanded over time and with each subsequent HJG website updates/file releases.

All texture folders must be installed inside each aircraft base pack folder .... and the supporting FLTSIM.XX data for each texture then copied & pasted to the AIRCRAFT.CFG file contained within each corresponding base pack.

PLEASE NOTE: It is essential to use each texture with its correct/intended aircraft base pack.

PLEASE NOTE ALSO: The correct/intended aircraft base pack (plus panel and sound assignments also) is clearly stated within the ADD TO AIRCRAFT data accompanying each texture file.

The FLTSIM.XX data references for each individual texture must be edited to start at "0" .... and with all subsequent texture additions then listed in correct numerical order as follows ....


FLTSIM.0

FLTSIM.1

FLTSIM.2 (etc)


HJG offered B737-200 textures can be used with any HJG offered B737-200 base pack.

For historic authenticity HJG recommends using the textures it offers with the correct/intended B737-200 aircraft base packs.

Texture/livery and aircraft/engine type recommendations appearing within the above-linked list are each historically correct.

All HJG offered B737-200 textures are available from the "B737-200 TEXTURES" section of the following-linked forum located "LATEST MODEL/PANEL/SOUNDS FILES" ....

tonymadgehjg.proboards.com/thread/10330/latest-model-panel-sound-files


1.16: "HJG B737-200 AIRCRAFT IDENTIFICATION - MSFS AIRCRAFT SELECTION MENU"

The following information is "purely optional" on the part of the end user.

All HJG offered B737-200 aircraft subjects will/should, by default, appear within the MSFS Aircraft Selection Menu in accordance with the following
designations ....


- Boeing
737-200

- Boeing
737-200C

- Boeing
737-200 ADV

- Boeing
737-200C ADV

- Boeing
737-200F ADV

- Boeing
737-200QC ADV

- Boeing
CT-43A

- Boeing
NT-43A

- Boeing
T-43A


The above designations govern how each B737-200 simulation is presented within the MSFS Aircraft selection Menu.

The UI MANUFACTURER data line for each B737-200 simulation should always read "BOEING". The UI TYPE data line for each B737-200 simulation should always read "737" .... followed by the specific aircraft type suffix (as compiled within the above listings).

Should the UI MANUFACTURER and/or UI TYPE data compiled within the FLTSIM.XX/ADD TO AIRCRAFT data accompanying any HJG offered B737-200 texture "not" conform to the above protocols then this data should be edited in accordance with the above recommendations .... and these edits then "SAVED" accordingly.


1.17: "KNOWN ISSUES".

The following "VERY MINOR" issues are known to exist with the HJG offered B737-200 simulations .... but .... only if using the HJG recommended TIN MOUSE II B737-200 panel ....


1. Using the HJG recommended TIN MOUSE II B737-200 panel .... engaging AP HDG HLD after cancelling AP VOR/LOC mode may cause the simulation to suddenly snap roll into a wings level flight attitude.

SOLUTION: No solution is currently available for this "minor" issue.

2. Using the HJG recommended TIN MOUSE II B737-200 panel .... during AP controlled flight CWS mode is engaged by default. Provided the AP is selected "ON", and AP HDG mode is also selected "OFF", the simulation can still be hand-maneuvered laterally (left/right) per manually applied controller device input. Provided the AP is selected "ON" and AP ALT HLD mode is selected "OFF", the simulation can also be hand-maneuvered vertically (up/down) per manually applied controller device input. Neither of these CWS functions presents any major problem, but, the simulation can be a little over responsive to manual pitch adjustment/s if such are not applied cautiously.

SOLUTION: During climb/descent engage the left AP paddle switch (AILERON only) .... and disengage the right AP paddle switch (ELEVATOR only) .... then gently use manual pitch/trim adjustments per "HOME" (TRIM DOWN) and "END" (TRIM UP) key board tabs. ALTERNATIVELY .... disengage the right AP paddle switch (ELEVATOR only) .... then gently use manual pitch/trim adjustments per "HOME" (TRIM DOWN) and "END" (TRIM UP) key board tabs tin order to set the desired ROC/ROD .... then re-engage the right (ELEVATOR only) AP paddle switch. A gentle tap of either keyboard command is all that is necessary."DO NOT" depress or aggresively use either keyboard command. If either keyboard command is influenced sensibly/gently then this action results in "very satisfactory" pitch adjustment/s in response to manual input in order to set, and maintain, a specific ROC/ROD in conjunction with applied power settings and acquired airspeed/MACH velocity. Be aware also that applying excessive engine power will influence (+) the established AP controlled ROC/ROD .... whilst applying insufficient engine power will influence (-) the established AP controlled ROC/ROD. Sensible engine power settings are essential in order to maintain the best AP contriolled ROC/ROD perfoirmance .... it is a delicate balance that becomes intuitive with experience.

3. Using the HJG recommended TIN MOUSE II B737-200 panel .... be aware landing V-REF data calculated by this panel is for "a single/higher weight B737-200 type" (the P&W JT8D-17 version). For this reason panel calculated landing V-REF for other lower weight B737-200 types also represented by HJG may a few KTS too high .... and therefore sufficient to influence the approach to landing attitude.

SOLUTION: Use the landing VAT data for all B737-200 versions represented by HJG and manually adjust the ASI speed bugs accordingly .... see "SECTION 5.01: RECOMMENDED B737-200 DESCENT & APPROACH TO LANDING PROCEDURES" within the forum based HJG B737-200 manual and use the HJG recommended VAT data.

4. Using the HJG recommended TIN MOUSE II B737-200 panel .... when adjusting fuel loadings "within any FS session" the simulation must be "PAUSED" (select keyboard command "P"), the desired fuel adjustment manually implemented using the FS W&B FUEL/PAYLOAD adjustment facility .... and that adjustment then "SAVED" prior to exiting and returning to FS. Failure to do this "will" typically result in the previously indicated fuel quantity being automatically reinstated.
This "IS NOT" a panel/gauge related issue but is how the fuel system is actually intended to function.

SOLUTION: As related per note # 4 above.

5. Computations displayed by the Performance Data Computer System (located on the COMBO sub panel) may not be entirely accurate given the HJG offered B737-200 simulations use an entirely different FDE suite which does not feature the indexing possibly required in order for this gauge to display more accurate data. ("NONE" of the TIN MOUSE FDE suites should be used with the HJG offerings)

SOLUTION: No solution is currently available for this "minor" issue. Use the PDCS feature with caution or disregard it entirely .... see "SECTION 2.07: COMBO SUB PANEL" within the forum based HJG B737-200 manual.


PLEASE NOTE .... the end user "IS NOT" in any way inconvenienced/disadvantaged by either of the above "VERY MINOR" issues and which "DO NOT" detract from the quality or enjoyment of the recommended TIN MOUSE II panel or any of the HJG supplied B737-200 simulations.

Do not contact us in regard to the above-mentioned issues. HJG is well aware of these minor issues but as the recommended panel "IS NOT" HJG property we are unable to rectify either of these issues without proper authorization to do so.


1.18: "A FEW FINAL WORDS".

Each file contained within (or recommended for use with) these simulations has been individually checked and extensively tested for functionality prior to uploading (or recommendation).

Each file was noted to perform "FINE" .... or it simply would not be uploaded here (or recommended).

Despite our endeavour to try and provide the best possible classic/historic jetliner "FREEWARE" for FS, it is not inconceivable that some oversights might have occurred, or, that difficulties might be encountered by some .... perhaps due to the extensive variability among PC systems of today rather than end user faults. HJG will try to assist troubleshooting any reported issues that do arise, but, "kindly understand" what occurs on one particular PC system "may not be universally experienced". All issues/queries concerning these B737-200 simulations should be addressed on the "BOEING SUPPORT" page of the HJG forum.


Mark C
AKL/NZ

[aerofoto - HJG Admin]

B737-200 MANUAL # 2

UPDATED: December 20th 2023.





The following information is a quick reference guide in regard to the locality of all instrumentation featured throughout the HJG recommended TIN MOUSE II B737-200 panel.

This information relates to the "default version" (only) of TIN MOUSE II B737-200 V1.25 panel with its V1.26 update.

This is a nicely featured panel which is perfectly adequate for and functions well with the HJG offered B737-200 simulations.

PLEASE NOTE: For more comprehensive information (including references to optional features not enabled by default or which are only available as add-on items) refer to the TIN MOUSE V1.25 RTF MANUAL provided within the DOCS folder accompanying this panel.


IMPORTANT REMINDERS.

1. A licensed version of Pete DOWSON's FSUIPC module is required in order to run the TIN MOUSE II B737-200 panel with all features enabled. This panel will also function well using an unlicensed version of FSUIPC but with some features not enabled. FSUIPC modules are FS version specific (separate files for FS2004 and FSX). The latest FSUIPC version/s for FS2004 or FSX may be downloaded from ....

www.schiratti.com/dowson.html

Follow Pete DOWSON's FSUIPC installation instructions with precision.

PLEASE NOTE: HJG "DOES NOT" provide FSUIPC technical support but through many years of past experience is comfortable endorsing use of this module with all of its products.


2. HJG does not own the recommended panel. HJG only recommends use of this particular panel. The recommended panel is proven "the best" option for HJG offered B737-200 simulations. HJG "DOES NOT" offer fixes or enhancements nor advocates any modifications for the TIN MOUSE II B737-200 panel that are not already endorsed by the TIN MOUSE II project team.

PLEASE NOTE: HJG can provide "limited support" through knowledge and experience gained through use of the recommended TIN MOUSE II B737-200 panel .... "provided it is used with the standard/default TIN MOUSE II PANEL.CFG and HJG offered B737-200 FDE files (both AIRCRAFT.CFG and AIR.FILE data) only".

PLEASE NOTE ALSO: HJG "CANNOT" and "DOES NOT" provide general support for the TIN MOUSE II B737-200 project


2.00: MAIN PANEL - PRIMARY INSTRUMENTS SECTION.



From top left to right and below ....

- Wind Shear and GPWS alert lamps are located within the extreme top left of the Main panel primary instruments section.

- The ASI gauge is located within the upper extreme left of the Main panel primary instruments section. Multiple left mouse clicking the gauge face adjusts the ASI speed bugs in conjunction with auto-calculated V-REF and the simulations weight and computed flap settings for both TO and landing.

PLEASE NOTE: On the ground auto-calculated TO V-REF for FLAPS 5/10/15/and 25 only can be selected .... in accordance with the simulations weight and then displayed per the ASI speed bugs.

PLEASE NOTE ALSO: Inflight auto-calculated LANDING V-REF for FLAPS 15/25/30/and 40 can be selected .... in accordance with the simulations weight and then displayed per the ASI speed bugs.

- A dual RMI gauge is located within the bottom extreme left of the Main panel primary instruments section .... below the ASI gauge. DME1 and DME2 indications are displayed within the upper left and right (respectively) of the RMI gauge face .... in conjunction with VOR1 and VOR2 radio selections. Left mouse clicking the selector switches located inside the bottom left and right rims of the RMI gauge enable the RMI indicators to be cycled between either VOR or ADF sources.

- A bank of Instrument Comparator lamps are also located within the extreme top left of the Main panel primary instruments section.

PLEASE NOTE: The above feature is inactive within this panel version.

- The AI gauge is also located within the upper left of the Main panel primary instruments section .... to the right of the ASI gauge .... and with a Turn & Slip indicator gauge located immediately below.

- The HSI gauge is also located within the lower left of the Main panel primary instruments section .... to the right of the RMI gauge. Both DME1 and COURSE indications are displayed within the upper left and right sections of the HSI respectively. Left mouse clicking either left or right sides of the (orange) selector tab located outside the bottom left rim of the HSI gauge adjusts the HDG indicator displayed inside the HSI. Left mouse clicking either left or right sides of the (yellow) selector tab located outside the bottom right rim of the HSI gauge adjusts the the (yellow) COURSE indicator displayed inside the HSI.

- Altitude Alert, AP Disengage, FD/AP Status, Marker Beacon Lights, and Panel Warning Lights Test switch are each individually located within the extreme top middle of the Main panel primary instruments section. The Altitude Alert lamp illuminates in accordance with an audible tone when ascending within 700 FT of any pre-selected target altitude entered in into the Altitude Alerter gauge .... and again should the pre-selected target altitude be exceeded by 300 FT or more. The AP Disengage lamp illuminates in response to the AP being manually disengaged .... and the AP cannot then be re-engaged until this lamp has been left mouse clicked and extinguished. The FD/AP status lamps illuminate between amber (armed) and green (captured) indications in response to the AP Mode selector switch being set to either VOR/LOC and ILS/GS selections. The Marker Beacon lamps illuminate in accordance with an audible tone when passing over the Outer, Middle , and Inner Marker beacons during any approach to landing. The LIGHTS switch can be selected to "TEST, BRT", or "DIM" positions to either test, brighten, or dim the intensity of all warning/annunciator lamps featured within this panel.

MAIN PANEL LIGHTS TEST


OVRRHEAD SUP PANEL LIGHTS TEST


CENTER PEDESTAL SUB PANEL LIGHTS TEST


RADIOS SUB PANEL LIGHTS TEST


With the LIGHTS switch set to "TEST" all lamps on the Main Panel and all other sub panels remain "ON" .... unto the switch is selected "OFF".

- A single pointer Altimeter gauge is located within the top middle of the Main panel primary instruments section. A digital indication in relation to altitude is displayed within the center of this Altimeter gauge. Left mouse clicking either left or right sides of the (black) selector tab located outside the bottom left rim of the Altimeter adjusts the barometric pressure settings displayed within the lower left and right sections of the Altimeter gauge. Barometric pressure settings (in both IN and HPA) are displayed within the lower left and right sections of the Altimeter gauge. Left mouse clicking the left or right sides of the black selector knob located outside the bottom left rim of the Altimeter adjusts both barometric pressure indications. Left mouse clicking the left or right sides of the yellow selector knob located outside the bottom right rim of the Altimeter adjusts the yellow indicator as a cue in regard to any selected altitude but is (intentionally) not connected to any warning indications.

- An RA gauge is also located within the top middle of the Main panel primary instruments section .... to the right of the Altimeter. Left mouse clicking the left or right sides of the black selector knob located outside the bottom left rim of the RA adjusts the white altitude indicator located inside the gauge face .... and automatically triggers both "APPROACHING MINIMUMS" and "MINIMUMS" call outs in response to the minimum altitude selected for any approach to landing .

- An IVSI gauge is located within the bottom middle of the Main panel primary instruments section.

- A NAV Radio switch is located within the extreme bottom middle of the Main panel primary instruments section. This feature is used to switch between the regular NAV Radios guidance and the "option" CIVA INS and FMS features available for this panel.

PLEASE NOTE: The above feature is inactive within this panel version.

- A bank of 3 Fuel Tank Quantity gauges are also located within the bottom middle of the Main panel primary instruments section .... to the right of the IVSI gauge. From left to right these gauges display to LEFT, CENTER, and RIGHT fuel tank quantities.

PLEASE NOTE: If adjusting fuel loadings inflight or within any FS session the simulation must first be "PAUSED" (select keyboard command "P"). The desired fuel adjustment must then be manually implemented using the FS W&B located FUEL & PAYLOAD adjustment window .... and the adjustment then "SAVED" prior to exiting the FUEL & PAYLOAD window. Failure to do with will result in the previously remaining fuel quantity being automatically restored.

PLEASE NOTE ALSO: This "IS NOT" a panel related issue. It is how the Fuel System is intended to function using the HJG recommended TIN MOUSE II B737-200 panel.

- A bank of indicator lamps are additionally located within the bottom middle of the Main panel primary instruments section .... to the left and right of the CENTER fuel tank gauge. The 2 left lamps illuminate in response to Speed Brake/Spoiler status and deployment. Left mouse clicking on the lower lamp arms the Spoilers for auto-deployment upon landing. The right lamp illuminates in response to Stabilizer Trim adjustment/s.

- A vertical bank of 10 sub panel selection icons is located within the extreme right of the Main panel primary instruments section. Left mouse clicking either of these selection icons opens and closes corresponding sub panel view.


2.01: MAIN PANEL - SECONDARY INSTRUMENTS SECTION.



From top left to right and below ....

- 5 separate rows of paired engine related instruments are located vertically within the entire left of the Main panel secondary instruments section.

The first row of 2 gauges represent engine EPR. In order of their presentation and from left to right these gauges each relate to engine #1 and #2 EPR indications. Left mouse clicking the left or right sides of the black selector knob located outside the bottom right rim of each EPR gauge adjusts the orange indicator bug located inside the gauge face.

EPR BUG/ENGINE TYPE MAXIMUM SETTINGS

P&W JT8D-7 (MAX EPR 1.98)


P&W JT8D-9 (MAX EPR 2.04)


P&W JT8D-15 (MAX EPR 2.13)


P&W JT8D-17 (MAX EPR 2.15)


P&W JT8D-17A/R (MAX EPR 2.18)


The second row of 2 gauges represent engine N1. In order of their presentation and from left to right these gauges each relate to engine #1 and #2 N1 indications.

The third row of 4 gauges represent engine EGT. In order of their presentation and from left to right these gauges each relate to engine #1 and #2 EGT indications.

The fourth row of 4 gauges represent engine N2. In order of their presentation and from left to right these gauges each relate to engine #1 and #2 N2 indications.

The fifth row of 4 gauges represent engine FF. In order of their presentation and from left to right these gauges each relate to engine #1 and #2 FF indications.

- A bank of 8 engine related annunciator lamps are located within the extreme top middle of the Main panel secondary instruments section. These each relate to engine thrust reverser and oil pressure indications.

- 3 separate rows of paired Engine Oil related instruments are located vertically within the entire middle of the Main panel secondary instruments section.

The first row of 2 gauges represent Oil Pressure. In order of their presentation and from left to right these gauges each relate to engine #1 and #2 Oil Pressure indications.

The second row of 2 gauges represent Oil Temperature. In order of their presentation and from left to right these gauges each relate to engine #1 and #2 Oil Temperature indications.

The third row of 2 gauges represent Oil Quantity. In order of their presentation and from left to right these gauges each relate to engine #1 and #2 Oil Quantity indications.

- An "invisible" Hydraulics Pressure indication is available within the extreme bottom middle of the Main panel secondary instruments section. This indication is commanded into view by left mouse clicking free space below the engine #1 Oil Quantity gauge. Hydraulics indications are coded green (within limits), amber (caution), and red (out of limits).

- An "invisible" Landing Gear Condition lamp is also available within the extreme bottom middle of the Main panel secondary instruments section. This indication automatically appears in view (for 30 seconds only) below the engine #2 Oil Quantity gauge in in response to selecting the landing gear up/down.

- 2 separate rows of paired annunciator lamps are located within extreme top middle of the Main panel secondary instruments section .... to the right of the oil pressure gauges.

The top row of these 2 lamps each relate to flap extension and status. The bottom row of these 2 lamps each relate to Anti-Skid status.

- A Flap Setting gauge is located also located within the extreme top middle of the Main panel secondary instruments section .... to the right of the engine annunciator lamps. The flaps can be set in increments of 1/2/5/10/15/25/30/and 40 degrees.

PLEASE NOTE: Using the HJG recommended TIN MOUSE II B737-200 panel the selection of flaps/slats is (intentionally) engineered to work differently from most other FS panels. Selecting keyboard commands F8 or F5 "WILL NOT" fully deploy or fully retract the wing flaps/slats respectively. The F7 keyboard command must be used to extend the flaps "per individual increments" .... one increment at a time. 8 individual depressions of the F7 keyboard command are required to continuously extend the wing flaps/slats to from their FLAP 0"/FULLY RETRACTED to FLAP 40*/FULLY EXTENDED detent. The F6 keyboard command must be used to retract the flaps "per individual increments" .... one increment at a time. 8 individual depressions of the F6 keyboard command are required to continuously retract the wing flaps/slats to from their FLAP 40*/FULLEXTENDED to 0*/FULLY RETRACTED detent. Below the increment of FLAP 1* extension .... selecting keyboard command F8 will extend the flaps/slats to their FLAP 30* increment only .... F7 must then be selected to extend the flaps/slats from their FLAP 30* to FLAP 40"/FULL FLAPS* increment. Above the increment of FLAP 30* retraction .... selecting keyboard command F5 will retract the flaps/slats to their FLAP 1* increment only .... F6 must then be selected to retract the flaps/slats from their FLAP 1* to FLAP 0*/FULLY RETRACTED* increment. This is how the flaps/slats are (intentionally) engineered to work using the HJG recommended TIN MOUSE II B737-200 panel.

PLEASE NOTE ALSO": Flap/Slat settings may not function using Joystick controller device assignments. Set flaps/slats using keyboard commands F5/F6/F7/and F8.

- A pair of Left and Right Anti-Skid switches are also located within the middle of the Main panel secondary instruments section .... to the right of the oil temperature gauges.

- An Auto-Brake selector switch is located within the bottom middle of the Main panel secondary instruments section .... along with its status lamp. The AB can be set at either "RTO/OFF/MIN/MED/MAX" options. The "MIN/MED/MAX" detents assist the intensity of braking action during roll-out after landing.


2.02: MAIN PANEL - MCP & AP SECTION.



From left to right below ....

A bank of 8 annunciator lamps are located within the extreme left of the Main panel MCP and AP section.

- The first annunciator lamp is the Engine Fire Warning indicator. This lamp Illuminates in conjunction with Fire Detection bell being tested or triggered.

PLEASE NOTE: The Fire Detection System .... and its warning bell and Test switch, engine and APU fire indicator lamps, and fire extinguisher trigger are each located within the bottom of the CP sub panel.

- The second annunciator lamp is the Master Caution indicator. This lamp will automatically illuminate in response to most failure detections.

- The third bank of 6 annunciator lamps are the Caution Six Pack indicators. Illumination of these lamps relate to Flight Control, Electrical, APU, Engine Overheat, and Fuel related detections.

- FD Mode controls are located within the middle left left of the Main panel MCP and AP section. The FD Mode Selector switch .... featuring selectable "HDG, VOR/LOC, AUTO APP, MAN GS" detents .... is located at the left, a FD "ON/OFF" switch is located within the center, and a Pitch Command switch is located at the right among these controls. The selected setting for each mode in relation to actual navigational status can be verified by indications within the main panel AI gauge.

- AP Navigation Mode controls are located within the middle of the Main panel MCP and AP section. The AP NAV Mode Selector switch .... featuring selectable "MAN, VOR/LOC, AUTO APP, MAN GS" detents .... is located at the left with a HDG SEL switch located at the right. The selected setting for each mode in relation to actual navigational status can be verified by indications within the main panel HSI gauge.

- Separate AP Aileron Axis and AP Elevator Axis paddle switches, and an AP System switch, are located within the middle of the Main panel MCP and AP section.

PLEASE NOTE: The AP can only be engaged when both pairs of Hydraulics SYS-B pump switches (located within the center right section of the OH sub panel) are selected "ON" and the AP System switch is set to its "B" detent (default position). Both pairs of Hydraulics SYS-A and Hydraulics SYS-B pump switches can be engaged together if desired.

PLEASE NOTE ALSO: Selecting the AP "ON" generally engages both AP Aileron and Elevator paddle switches together, but, the panel can also be flown with the AP Aileron paddle switch only "engaged" and the corresponding AP Elevator paddle switch "disengaged" .... with ROC/ROD then being more easily manually controlled per gentle use of both "END" (Trim Up) and "HOME" (Trim Down) keyboards commands.

PLEASE NOTE ADDITIONALLY: For CWS model flight control "via the AP" to function reliably it is essential to ensure that controller device Yoke, Aileron, and Rudder Axis' are each centered/properly calibrated within both FS and WINDOWS .... or difficulties may result.

- The AP ALT HLD switch is located within the extreme right of the Main panel MCP and AP section.

PLEASE NOTE: ALT HLD can only be engaged when the AP system switch is set to its "B" detent and both AP AILERON and AP ELEVATOR paddle switches are "engaged".


2.03: OVERHEAD MAIN SUB PANEL.



The Overhead Main sub panel is opened/closed using the Main Panel located sub panel selection icons or alternatively selecting SHIFT+7 keyboard commands.

From top left to right and below ....

- Free space located within the extreme top left section of the Overhead sub panel is reserved to locate CIVA INS gauge selector features.

PLEASE NOTE: The CIVA INS is an optional add-on feature which is not (by default) included among the TIN MOUSE II B737-200 supplied panel files.

- 6X primarily flight controls related switches (and associated annunciator lamps) are each located within the upper top left section of the Overhead sub panel. In order of their appearance and from left to right then descending vertically these each relate to Flight Controls, Spoiler System, Alternate Flaps, and Yaw Damper functions.

- A fuel Temperature gauge and 9X Fuel System related switches (and associated annunciator lamps) are each located within the lower left section of the Overhead sub panel. In order of their appearance and from left to right then descending vertically these each relate to Fuel Heating, Fuel Cross Feed, Center and both Left and Right Fuel Pumps functions.

- 4X AC and DC related voltage meters are each located within the extreme upper left middle section of the Overhead sub panel.

- AC and DC related selector, Galley Power and Residual Voltage selector switches are also each located within the upper left middle section of the Overhead sub panel.

- A bank of 3X lamps relating to Oil Pressure and Standby Power (and associated lamps) .... along with Standby Power, Constant Speed Drive, Drive Temperature switches .... and a pair of CSD temperature gauges are each located within the middle left section of the Overhead sub panel.

- AC Load meters and a Ground Power "ON/OFF" switch .... along with Bus Transfer, Engine Generator, APU Generator switches (and associated lamps), and both APU EGT and APU AMP meters .... are each located within the lower middle section of the Overhead sub panel.

- Panel Lighting switches are located within the upper middle section of the Overhead sub panel.

- Equipment Cooling Fan and Emergency Exit Lighting switches (and associated lamps) are also each located within the upper middle section of the Overhead sub panel.

- No Smoking and Seatbelt Signs switches, Flight Attendant and Ground Crew Call buttons, Rain Repellent and Windshield Wiper switches are each located within the lower middle section of the Overhead sub panel.

PLEASE NOTE: Windshield Wiper sounds are represented but the panel Windshield Wipers are not animated.

- Windshield Heat/Overheat, Windshield Heat Test/Selector, Pitot Static switches and associated lamps are each located within the extreme top middle right section of the Overhead sub panel.

- Wing Heat, Engine Heat, Hydraulic Ground Interconnect switches (and associated lamps) .... and Hydraulics System A and B pump switches .... are each located within the center middle right section of the Overhead sub panel.

- Door Indicator lamps, CVR button, Cabin Altitude Differential Pressure gauge, Cabin Altitude Warning Horn Cut Out button, Cabin Rate Of Climb gauge, and a Cabin Smoke Clearance switch are each located within the lower middle right section of the Overhead sub panel.

- AC Air Mixer Valve, Air Conditioning Temperature selector, Air Conditioning Duct Overheat lamp .... Air Conditioning Temperature and Air Conditioning Temperature Rheostat gauges .... along with Dual Bleed Warning and Ram Air Doors position lamps are each located within the upper right section of the Overhead sub panel.

- Gasper Fan switch, Bleed Duct Pressure gauge; AC Pack Overheat Test, AC Pack Control, Bleed Duct Isolation Valve Control switches, AC Pack/Bleed Air Warning lamps, AC Pack Trip Reset button; Engine Bleed Valve Control and APU Bleed Valve Control switches are each located within the lower right section of the Overhead sub panel.

- Pressure System Warning/Advisory lamps; Pressurization System Flight Altitude, Pressurization System Landing Altitude, Pressurization Standby Rate Rate Controller, Pressurization Cabin Altitude, Pressurization Outflow Valve Position selectors/indicators; Pressurization Outflow Valve Manual Control, Pressurization System Mode Control, and Pressurization Flight/Ground Mode selector switches are each located within the extreme lower right section of the Overhead sub panel.


2.04: EYEBROW SUB PANEL.



The Eyebrow sub panel is opened/closed using the Main Panel located sub panel selection icons or alternatively selecting SHIFT+5 keyboard commands.

From top left to right ....

- A pair of Inboard Landing Lights switches and a pair of Outboard Landing Lights switches are located within the extreme left section of the Eyebrow sub panel. Selecting the Landing Lights switches "ON" also engages the Outboard Landing Lights switches by default .... and also extends the underwing Landing Lights animation featured with the HJG offered B737-200 3D models. Selecting the Inboard Landing Lights switches "OFF" results in the Outboard Landing Lights switches remaining "ON" and which then need to be selected "OFF" separately .... and which also then retracts the underwing Landing Lights animation featured with the HJG offered B737-200 3D models.

- A pair of Runway Turn Off Lights switches and a single Taxi Lights switch are located within the left middle section of the Eyebrow sub panel.

- The APU Start/Shutdown switch is also located within the left middle section of the Eyebrow sub panel.

- The Engine Start switches are located within the center of the Eyebrow sub panel. In order of their appearance and from left to right these each relate to engine #1 and engine #2.

- A bank of 5 Exterior Lighting switches are located within the extreme right section of the Eyebrow sub panel. In order of their appearance and from left to right these each relate to "STAB"/Tail logo lighting, "POSITION/STROBE & STEADY lighting, "ANTI-COLLISION" strobe lighting, "WING" strobe lighting, and Wheel Well lighting.

PLEASE NOTE: The "POSITION/STROBE & STEADY lighting switch also enables NAV lighting.


2.05: CENTER PEDESTAL & POWER QUADRANT SUB PANEL.



The Center Pedestal & Power Quadrant sub panel is opened/closed using the Main Panel located sub panel selection icons or alternatively selecting SHIFT+4 keyboard commands.

From top left to right and below ....

- The Spoiler lever is located within the top center left portion of the Center Pedestal and Power Quadrant sub panel. Spoilers can be manually deployed using the FORWARD SLASH (/) keyboard command. The Spoilers can also be armed for auto-deployment upon landing using "SHIFT+FORWARD SLASH (/) keyboard commands.

- The Stabilizer Trim setting indicator is located within the extreme center left portion of the Center Pedestal and Power Quadrant sub panel. Trim setting can be manually adjusted using "END" (Trim Up) and "HOME" (Trim Down) keyboard commands (recommended). Trim settings should never be set outside the indicated green index.

- The Parking Brakes lever is located within the extreme lower left portion of the Center Pedestal and Power Quadrant sub panel .... below the Stabilizer Trim setting indicator. Parking Brakes can be engaged and released using "CTRL+FULL STOP (.) keyboard commands. The associated red lamp automatically illuminates when the Parking Brakes are selected "ON".

- The engine Thrust Levers are located within the center portion of the Center Pedestal and Power Quadrant sub panel. From left to right these relate to engine #1 and #2 respectively.

- The engine Fuel Ignition levers are also located within the lower center portion of the Center Pedestal and Power Quadrant sub panel .... below the engine thrust levers. From left to right these also relate to engine #1 and #2 respectively.

- A Landing Gear Horn Cut-Off button is additionally located within the lower center portion of the Center Pedestal and Power Quadrant sub panel .... to the right of the Fuel Ignition levers.

- The engine Flap Lever is located within the center right portion of the Center Pedestal and Power Quadrant sub panel. Flaps can extended and retracted through "1/2/5/10/15/25/30/40" degree settings. Flaps can extended in increments using the "F7" keyboard command. Flaps can retracted in increments using the "F6" keyboard command.

PLEASE NOTE: Using the HJG recommended TIN MOUSE II B737-200 panel .... selecting key board commands F1 and F8 will not fully deploy or retract the wing flaps/slats. These commands will (intentionally) extend the wing flaps between their 1* and 30* settings respectively. F7 key board command must be used repetitively to extend the wing flaps/slats from the 30* to 40*/FULLY EXTENDED increment. F6 key board command must be used repetitively to retract the wing flaps from the 1* to 0*/FULLY RETRACTED settings. 8 individual depressions of the F7 key board command will extend the wing flaps/slats to from their 1* to 40*/FULLY EXTENDED settings. 8 individual depresses of the F6 key board command will retract the wing flaps/slats to from their 40* to 1*/FULLY RETRACTED settings.

- A pair of Stabilizer Trim switches are located within the extreme lower right portion of the Center Pedestal and Power Quadrant sub panel. Both switches should always remain set at the "NORMAL" detent. The associated yellow lamp automatically illuminates in response to manually applied trim adjustments.

- The Fire Detection/Warning System is located within the extreme bottom portion of the CP sub panel. From left to right this section is composed of a fire warning system Test switch, Engine # 1 fire lamp/handle, APU fire lamp/handle, and Engine # 2 fire lamp/handle. Left mouse clicking the TEST switch triggers the Fire Warning bell and illuminates the Engine and APU fire handle lamps. Left mouse clicking on either of the 3 lamps raises the corresponding fire handle. Left mouse clicking on the "TEST EXT" button .... located to the right of the engine # 2 fire handle .... rotates the handle of the selected engine to simulate discharging its fire extinguisher.

FIRE DETECTION SYSTEM (default scenario)


FIRE DETECTION SYSTEM TEST (test scenario)


FIRE DETETECTION SYSTEM ENGAGED (engine # 1 extinguisher discharged)


PLEASE NOTE: Once the fire extinguisher for either engine has been triggered that particular engine will automatically shutdown. It will then "not be possible" to restart the affected engine again during remainder of that particular flying session.


2.06: RADIOS SUB PANEL.



The Radios sub panel is opened/closed using the Main Panel located sub panel selection icons or alternatively selecting SHIFT+2 keyboard commands.

From top left to right and below ....

- ADF1 and ADF2 radio receivers are located side-by-side within the top portion of the Radios sub panel. Both ADF1 and ADF2 are useable. ADF Frequencies can be adjusted using the selector knob located below the display window of each receiver.

- COM1 and COM2 receivers are located side-by-side within the upper middle portion of the Radios sub panel. Both COM1 and COM2 are useable. COM Frequencies can be adjusted using the selector knob located below the right display window of each receiver. Left mouse clicking the left side of the selector knob adjusts the 3-digit prefix for any COM radio frequency. Left mouse clicking the right side of the selector knob adjusts the 2-digit suffix for any COM radio frequency. COM frequencies can be transferred between selector and active receiver windows using the "TFR" switch located between and below each.

- NAV1 and NAV2 receivers are also located side-by-side within the upper middle portion of the Radios sub panel .... below both COM1/COM2 receivers. Both NAV1 and NAV2 are useable. NAV Frequencies can be adjusted using the selector knob located right of the display window for each receiver. Left mouse clicking the left side of the selector knob adjusts the 3-digit prefix for any NAV radio frequency. Left mouse clicking the right side of the selector knob adjusts the 2-digit suffix for any NAV radio frequency.

- Audio control sets are duplicated side-by-side within the lower middle portion of the Radios sub panel. Both sets are useable .... and identical. The ID code for any selected NAV1/2 or ADF1/ADF2 frequency may be activated by engaging the corresponding "NAV1/NAV2" and "ADF1/ADF2" labelled audio switches located within each set. Marker audio can be activated by engaging the "MKR" labelled audio switch located within each set.

- A Flight Deck Door Locked/Unlocked annunciator lamp is located within the lower middle portion of the Radios sub panel

- A Rudder Trim wheel is also located within the lower middle portion of the Radios sub panel. Left mouse clicking on either left of right sides of this wheel adjusts rudder trim left or right accordingly.

- A pair of Panel Lighting switches are additionally located within the lower middle portion of the Radios sub panel .... to the left of the Rudder Trim knob.


2.07: COMBO SUB PANEL.



The Combo sub panel is opened/closed using the Main Panel located sub panel selection icons or alternatively selecting SHIFT+8 keyboard commands.

From top left to right and below ....

- A Barometric Pressure selector gauge is located within the top middle of this combo sub panel .... to the left of the Target Altitude selector gauge. The barometric pressure setting can be adjusted using the selector knob located below and to the left of the Barometric Pressure display window.

PLEASE NOTE: This selector has no relationship with the barometric pressure display within the main panel Altimeter gauge.

- A Target Altitude selector gauge is located within the top left middle of this combo sub panel .... to the right of the Barometric Pressure selector gauge. The target altitude setting can be adjusted using the selector knob located below and to the right of the Target Altitude display window. Setting a target altitude will automatically trigger an altitude alert tone 700 FT prior to the selected altitude .... and which will be repeated should the target altitude be exceeded by 300FT or more.

- A Weather Radar is located within the center of this combo sub panel .... it is currently "not functional".

- A Performance Data Computer System is located within the center of this combo sub panel .... as is "partially functional".

PLEASE NOTE: A concise RTF manual for this optional PDCS feature is provided within the DOCS folder accompanying the TIN MOUSE V1.25 file.

PLEASE NOTE ALSO: Computations displayed by the PDCS may not be accurate given the HJG offered B737-200 simulations use an entirely different FDE suite (the TIN MOUSE FDE suite should not be used with the HJG offerings) which does not feature the indexing possibly required in order for this gauge to display more accurate data.

PLEASE NOTE ADDITIONALLY: This COMBO SUB PANEL also has provisions for optional LITTON INS NAV (in conjunction with the add-on CIVA INS), REALITY XP RADAR, and ISG HONEYWELL XLSGNS (lateral-mode) FMS features. By default these features are not enabled within this panel and must be added or otherwise activated. Refer to the TIM MOUSE II V.25 RTF MANUAL provided within the DOCS folder accompanying this panel. HJG does not provide support for either of these optional features.

- A Transponder Radio is located within the extreme middle right of this combo sub panel. Transponder code can be adjusted using the selector knob located below the right display window of this radio. Left mouse clicking the left side of the selector knob reduces the 4-digit Transponder code .... with the aid of the "A/B/C/D" selector switch. Left mouse clicking the right side of the selector knob increases the 4-digit Transponder code .... with the aid of the "A/B/C/D" selector switch.

- A Memory Aid feature (used only to input the like of altitude clearances and heads for reference purposes) is located within the extreme bottom right of this combo sub panel. Left mouse clicking the left side of either of the 4 selector wheels located below each of the 4 display window reduces the corresponding displayed single digit reference number. Left mouse clicking the right side of either of the 4 selector wheels located below each of the 4 display window reduces the corresponding displayed single digit reference number.


2.08: DIGITAL CLOCK SUB PANEL.



The Digital Clock sub panel is opened/closed using the Main Panel located sub panel selection icons or alternatively selecting SHIFT+6 keyboard commands.

- A DAVTRON M811 digital clock is featured within this B737-200 panel. The orange selector tab located within the top left of this clock can be cycled between "UP, SET," and "D" positions. The orange selector tab located within the top light of this clock can be cycled between "B, DIM," and "1 HR UP" positions. The orange selector tab located within the bottom left of this clock can be cycled between "TIME, FT," and "ET" positions. The orange selector tab located within the bottom light of this clock can be cycled between "ZERO, STOP," and "RUN" positions. Cycling between all available settings this clock can display time in hours, minutes, seconds .... and in regard to actual and elapsed time too. The display within this clock and also be brightened or dimmed in accordance with personal preference.

PLEASE NOTE: A concise PDF manual for this DAVTRON M811 clock feature is provided within the DOCS folder accompanying the TIN MOUISE V1.25 file.


2.09: GPS SUB PANEL.



The GPS sub panel is opened/closed using the Main Panel located sub panel selection icons or alternatively selecting SHIFT+3 keyboard commands.

- A GARMAN 500 GPS is featured within this B737-200 panel .... and functions in accordance with FS2004 default GPS protocols.


2.10: ATC SUB PANEL.



- An ATC communications/options panel is featured within this B737-200 panel .... and functions in accordance with FS2004 default ATC protocols.


Mark C
AKL/NZ

[aerofoto - HJG Admin]

B737-200 MANUAL # 3

UPDATED: December 20th 2023.





The following tutorial/s are intended to aid better understanding and enjoyment of the HJG offered B737-200 simulations .... using the HJG recommended TIN MOUSE II B737-200 V1.25 panel with its V1.26 update. If one takes the necessary time to study and implement the following recommended procedures .... then .... no difficulties, at all, will/should result. Like anything that is new the operation of these panels/simulations will quickly become intuitive with time/practice and experience. The recommended B737-200 panel is "less complex" than some of HJG's own panel offerings .... BUT .... it is by no means simplistic. It takes no more than 2 minutes to correctly configure this panel for flight .... be it from cold and dark or default engines started scenarios. Therefore try to learn, and enjoy, this panel/these simulations by adhering to the recommended procedures .... aided by the following tutorial/s.


"IMPORTANT NOTE"

Using the HJG recommended TIN MOUSE II B737-200 panel: It is not necessary to load the default MSFS CESSNA (or any other default MSFS aircraft) into FS prior to selecting one's HJG offered B737-200 simulation of choice. Loading a default MSFS aircraft first may alter some default settings within the TIN MOUSE II B737-200 panel and potentially risk misconfigurations and systems failures. HJG offered B737-200 simulations .... supported by the TIM MOUSE II B737-200 panel .... can be loaded directly from the MSFS Aircraft Selection Menu at the start of any FS session. Using the HJG recommended TIN MOUSE II B737-200 panel all HJG B737-200 simulations will load into FS with engines running, but, most panel instrumentation unpowered. This is perfectly normal/intentional scenario. Each of the following tutorials advise in regard to precisely how the panel needs to be configured in order to power all instrumentation: Start the APU: And Start the engines.


3.00 PANEL CONFIGURATION - DEFAULT SCENARIO/ENGINES STARTED/INSTRUMENTS UNPOWERED




To power the all panel instrumentation and systems ....

1. Go to the OVERHEAD sub panel.
2. Identify both left "GEN1" and right "GEN2" Contator switches (located within the lower center left of the OVERHEAD sub panel) and select both switches "ON" as follows ....

GEN1 & GEN2 CONTATOR SWITCHES "OFF"/DEFAULT SETTING


GEN1 & GEN2 CONTATOR SWITCHES "ON"/CORRECTLY ENGAGED


PLEASE NOTE: Both GEN1 and GEN2 contator switches cannot be engaged unless the Main Panel MASTER CAUTION lamp is extinguished

PLEASE NOTE ALSO: Failure to engage both GEN1 and GEN2 switches will result in most panel instrumentation remaining unpowered and the flaps and other panel systems being inoperative.

3. Identify both DC and AC Meter electrical system switches (located within the upper center left of the OVERHEAD sub panel) and set the left DC switch to "BAT" position and the right AC switch to either "GEN1" or "GEN2" position as follows ....

DC & AC METER ELECTRICAL SYSTEM SWITCHES "OFF"/DEFAULT SETTING


DC & AC METER ELECTRICAL SYSTEM SWITCHES "ON"/CORRECTLY ENGAGED - SET TO BAT AND GEN1 (or GEN2) POSITIONS


PLEASE NOTE: Failure to correctly engage both DC and AC Meter electrical system switches (but with GEN1 and GEN2 Contator switches correctly engaged) may result in failures that render both the AP and other panel systems inoperative.

The above steps establish either ENGINE1 or ENGINE2 as the primary power source for all panel instrumentation and systems.

MAIN & OVERHEAD PANELS ALL INSTRUMENTATION BAT/ENG GEN1 (or GEN2) POWERED





4. Identify both pairs of Hydraulics SYS-A and Hydraulics SYS-B pump switches (located within the upper center right of the OVERHEAD sub panel) and set the left pair of switches (SYS-A) "ON" as follows ....

HYDRAULICS SYS-A PUMP SWITCHES "OFF"/DEFAULT SETTING


HYDRAULICS SYS-A PUMP SWITCHES "ON"/CORRECTLY ENGAGED


PLEASE NOTE: Failure to engage both Hydraulics SYS-A switches will result in will result in failures that render both the AP and other panel systems inoperative.

PLEASE NOTE ALSO: Both pairs of Hydraulics SYS-A and Hydraulics SYS-B pump switches may be engaged together if desired.

HYDRAULICS SYS-A AND HYDRAULICS SYS-B PUMP SWITCHES BOTH "ON"/CORRECTLY ENGAGED



3.01 PANEL CONFIGURATION - APU STARTUP

Manually shutdown both ENGINE1 and ENGINE2 .... use keyboard commands "CTRL+SHIFT+F1" .... or alternatively .... open the CENTER PEDESTAL sub panel and close the ENGINE1 and ENGINE2 fuel levers in order to shutdown both engines. Without the APU running this will force a cold and dark panel scenario with all panel instrumentation and systems unpowered and inoperative.

To start the APU and power all panel instrumentation systems ....

1. Go to EYEBROW sub panel .... use the sub panel selection icon or keyboard command SHIFT+5.
2. Identify the "APU START" switch .... located within the center left of the EYEBROW sub panel.
3. Set the APU Start switch to "ON".

A digital indication reading "APU START" (in yellow font) will appear .... and present the progress of APU start until reading finally "APU AVAIL".

APU STARTER ON



APU STARTUP (progress)





4. Go to the OVERHEAD sub panel.

5. Identify both left "APU GEN1" and right "APU GEN2" Contator switches (located within the lower center left of the OVERHEAD sub panel .... between the left GEN1 and right GEN2 Contator switches) and select both switches "ON" as follows ....

LEFT & RIGHT APU GEN CONTATOR SWITCHES "OFF"/DEFAULT SETTING


LEFT & RIGHT APU GEN CONTATOR SWITCHES "ON"/CORRECTLY ENGAGED


PLEASE NOTE: Both APU GEN1 and APU GEN2 contator switches cannot be engaged unless the Main Panel MASTER CAUTION lamp is extinguished

PLEASE NOTE ALSO: Failure to engage both APU GEN1 and APU GEN2 switches will result in most panel instrumentation remaining unpowered and the flaps and other panel systems being inoperative.

6. Identify both DC and AC Meter electrical system switches (located within the upper center left of the OVERHEAD sub panel) and set the left DC switch to "APU BAT" position and the right AC switch to "APU GEN" position as follows ....

DC & AC METER ELECTRICAL SYSTEM SWITCHES "OFF"/DEFAULT SETTING


DC & AC METER RIGHT ELECTRICAL SYSTEM SWITCHES "ON"/CORRECTLY ENGAGED - SET TO APU BAT AND APU GEN POSITIONS


The above steps establish the APU as the primary power source for all panel instrumentation and systems.

MAIN & OVERHEAD PANELS ALL INSTRUMENTATION APU BAT/APU GEN POWERED





7. Identify both pairs of Hydraulics SYS-A and Hydraulics SYS-B pump switches (located within the upper center right of the OVERHEAD sub panel) and set the left pair of switches (SYS-A) "ON" as follows ....

HYDRAULICS SYS-A AND HYDRAULICS SYS-B PUMP SWITCHES BOTH "OFF"/DEFAULT SETTING


HYDRAULICS SYS-A PUMP SWITCHES "ON"/CORRECTLY ENGAGED


PLEASE NOTE ALSO: Both pairs of Hydraulics SYS-A and Hydraulics SYS-B pump switches may be engaged together if desired.

HYDRAULICS SYS-A AND HYDRAULICS SYS-B PUMP SWITCHES BOTH "ON"/CORRECTLY ENGAGED



3.02 PANEL CONFIGURATION - PRE ENGINE STARTUP.

1. Go to the OVERHEAD sub panel.
2. Set both left "GEN1" and right "GEN2" Contator switches "ON"
3. Set the DC Meter electrical system switch to "BAT" position.
3. Set the AC Meter electrical system switch to either "GEN1" or "GEN2" positions.
4. Set both pairs of Hydraulics SYS-A switches "ON"

PLEASE NOTE: Both pairs of Hydraulics SYS-A and Hydraulics SYS-B pump switches may be engaged together if desired.

5. Go to the RADIOS sub panel (use the sub panel selection icon or keyboard command SHIFT+2).
6. Set VOR1/VOR2 Radios.
7. Set ADF1/ADF2 Radios.
8. Set COM1/COM2 radios

9. Go to the MAIN panel.
10. Set ASI gauge V-REF bugs in accordance with TO weight.
11. Set HSI VOR course indicator.
12. Set HSI HDG indicator.
13. Set ASI Altimeter Barometric Pressure indication.
14. Set FD "ON".
15. Set ENGINE1 and EGINE2 EPR gauge bugs as required for each engine type ....

- JT8D-7 .... set 1.98 EPR
- JT8D-9 .... set 2.04 EPR
- JT8D-15 .... set 2.13 EPR
- JT8D-17 .... set 2.15 EPR
- JT8D-17R .... set 2.18 EPR

16. Go to the COMBO sub panel.
17. Set target altitude.
18. Set secondary Altimeter Barometric Pressure indication (in accordance with ASI displayed value).

19. Go to the EYEBROW sub panel.
20. Set Anti-Collision light "ON".

The panel is now configured in accordance with all pre-startup items.


3.03 PANEL CONFIGURATION - ENGINE STARTUP USING APU BLEED AIR

To start ENGINE1 and ENGINE2 using APU bleed air ....

1. Go to the OVERHEAD sub panel.
2. Ensure the APU is running with both left and right APU GEN Contator switches and both DC and AC Meter switches correctly engaged (as described within the above APU STARTUP tutorial).
3. Identify the Pneumatics section of the main OVERHEAD sub panel (located within the extreme center right of the OVERHEAD sub panel).
4. Set both the "L PACK" and "R PACK" switches to "OFF".
5. Set the "APU BLEED" switch (located below both PACK switches) to "ON".
6. Set both pairs of Hydraulics SYS-A switches "ON"

PLEASE NOTE: Both pairs of Hydraulics SYS-A and Hydraulics SYS-B pump switches may be engaged together if desired.

ENGINE1 and ENGINE2 are now ready to be started.

7. Close the OVERHEAD sub panel and go to to the EYEBROW sub panel (use the sub panel selection icon or keyboard command SHIFT+5) .... and also open the CENTER PEDESTAL sub panel (use the sub panel selection icon or keyboard command SHIFT+4)
8. Identify the ENGINE1 and ENGINE2 starter switches (located within the center right of the EYEBROW sub panel).
9. Set the ENGINE2 (right) starter to "GRD" position.

Pay attention to the ENGINE2 N2 gauge (located at the lower right/middle of the MAIN panel) .... and as soon as this gauge spools up to approximately 23% N2 then go to the CENTER PEDESTAL sub panel and engage the ENGINE2 fuel lever. ENGINE2 will burst into life and continue spooling up to idle running speed.

START THE # 1 ENGINE IN PRECISELY THE SAME MANNER/SEQUENCE USING BOTH THE ENGINE1 STARTER, ENGINE1 N2 GAUGE, AND ENGINE1 FUEL LEVER.

Upon successful startup of ENGINE1 and ENGINE2 close both the CENTER PEDESTAL sub panel.

10. Go to the OVERHEAD sub panel.
11. Identify both left "GEN1" and right "GEN2" switches (located within the lower center left of the OVERHEAD sub panel) and select both switches "ON"
12. Identify both DC and AC Meter electrical system switches (located within the upper center left of the OVERHEAD sub panel) and set the left DC switch to "BAT" position and the right DC switch to either "GEN1" (or "GEN2") position.

The above steps establish either ENGINE1 or ENGINE2 as the primary power source for all panel instrumentation and systems.

13. Identify the Pneumatics section of the main OVERHEAD sub panel (located within the extreme center right of the OVERHEAD sub panel).
14. Set the "APU BLEED" switch to "OFF".
15. Set both the "L PACK" and "R PACK" switches to "ON".

16. Close the OVERHEAD sub panel and go to the EYEBROW sub panel.
17. Identify the "APU START" switch .... located within the center left of the EYEBROW sub panel.
18. Set the APU Start switch to "OFF".

The panel/simulation is now ready to be configured for departure.


3.04 PANEL CONFIGURATION - POST ENGINE STARTUP/APU SHUTDOWN.

1. Go to the RADIOS sub panel (use the sub panel selection icon or keyboard command SHIFT+2).
2. Set VOR1/VOR2 Radios.
3. Set ADF1/ADF2 Radios.
4. Set COM1/COM2 radios

5. Go to the MAIN panel.
6. Set ASI gauge V-REF bugs in accordance with TO weight.
7. Set HSI VOR course indicator.
8. Set HSI HDG indicator.
9. Set ASI Altimeter Barometric Pressure indication.
10. Set FD "ON".
11. Set ENGINE1 and ENGINE2 EPR gauge bugs ....

- JT8D-7 .... set 1.98 EPR
- JT8D-9 .... set 2.04 EPR
- JT8D-15 .... set 2.13 EPR
- JT8D-17 .... set 2.15 EPR
- JT8D-17R .... set 2.18 EPR

12. Go to the COMBO sub panel.
13. Set target altitude.
14. Set secondary Altimeter Barometric Pressure indication (in accordance with ASI displayed value).
15. Select Flaps

16. Go to the CENTER PEDESTAL sub panel.
17. Set TO Trim.

15. Go to the EYEBROW sub panel.
16. Select Anti-Collision light "ON".
17. Select STAB, Position/NAV and Strobe, and Wing Lights "ON".
18. Taxi/RWY Turn Off Lights "ON"

The panel is now configured in accordance with all taxiing/pre-TO items,


3.05 PANEL CONFIGURATION - PRE TAKE OFF.

1. Go to the RADIOS sub panel (use the sub panel selection icon or keyboard command SHIFT+2).
2. Set VOR1/VOR2 Radios.
3. Set ADF1/ADF2 Radios.
4. Set COM1/COM2 radios

5. Go to the MAIN panel.
6. Set ASI gauge V-REF bugs in accordance with TO weight.
7. Set HSI VOR course indicator.
8. Set HSI HDG indicator.
9. Set ASI Altimeter Barometric Pressure indication.
10. Set FD "ON".
11. Set ENGINE1 and EBGINE2 EPR gauge bugs ....

- JT8D-7 .... set 1.98 EPR
- JT8D-9 .... set 2.04 EPR
- JT8D-15 .... set 2.13 EPR
- JT8D-17 .... set 2.15 EPR
- JT8D-17R .... set 2.18 EPR

12. Go to the COMBO sub panel.
13. Set target altitude.
14. Set secondary Altimeter Barometric Pressure indication (in accordance with ASI displayed value).
15. Select Flaps

16. Go to the CENTER PEDESTAL sub panel.
17. Set TO Trim.

15. Go to the EYEBROW sub panel.
16. Select Anti-Collision light "ON".
17. Select STAB, Position/NAV and Strobe, and Wing Lights "ON".
18. Select Taxi lights "OFF"
19. Select Inboard/Outboard Landing Lights "ON"

The panel is now configured in accordance with all post taxiing and pre-TO items .... "HAVE A GOOD FLIGHT"


Mark C
AKL/NZ

[aerofoto - HJG Admin]

B737-200 MANUAL # 4

December 20th 2023.





This tutorial assumes successful startup of both engines, the APU is shutdown (if used to start the engines), the correct configuration of all panel systems (refer to "SECTION 3.00), and all exits (including the starboard side lower forward fuselage cargo hold) have been "closed" prior to departure.


4.00: B737-200 TAXIING.

Shutdown the APU.

Check both "GEN1" and "GEN2" are engaged

Check the DC Meter electrical system switch to "BAT" position.

Check the AC Meter electrical system switch to either "GEN1" or "GEN2" positions (either setting can be used).

Check both pairs of Hydraulics SYS-A pump switches are "ON".

PLEASE NOTE: Both pairs of Hydraulics SYS-A and Hydraulics SYS-B pump switches may be engaged together if desired.

Taxiing should not be commenced until both engines are stable after successful completion of startup procedures.

Left Mouse click 4 times (4X) on the ASI gauge face to automatically set the V-REF speed bugs in for with a FLAP 10 T/O.

PLEASE NOTE: T/O and climb out V-speeds are auto-calculated in accordance with the simulations weight, flap setting, airport altitude, and ambient air temperature.

Set FLAPS 10* (for all B737-200 versions for a MGW T/O on lengthy RWY's).

PLEASE NOTE: FLAPS 15* to FLAPS 25* maybe be selected for shorter RWY's.

Set Elevator Trim .... approximately 5 units (for a MGW T/O).

Select Wing and Taxi lights "ON" .... prior to taxiing.

Release the brakes .... increase engine thrust to commence taxiing.

Once the simulation is moving at a comfortable taxiing speed .... retard engine thrust in order to maintain a decent speed (approximately 15-20 KTS) and be prepared to further adjust engine thrust in order to maintain a sensible taxiing speed.

Power required in order maintain a sensible taxiing speed will vary in accordance with B737-200/engine type and thrust rating and simulated weight .... as well as natural FS ground friction phenomenon.

PLEASE NOTE: The ground friction phenomenon may be more apparent with some FS scenery than others.


4.01: B737-200 TAKE OFF

Upon entering the active RWY and prior to commencing T/O acceleration .... select the Landing Lights and Strove Lights "ON".

Check all external lighting is "ON".

Check Flap and Elevator Trim settings are correctly set.

Check the correct/required VOR/ADF radio frequencies have been selected.

Check the correct/required COM radio frequencies have been selected.

Check NAV instruments have been correctly set .... both the HDG and VOR settings within the HSI gauge.

Check the AP FD Mode Selector is set to "HDG" mode .... and check the HSI selected heading is correctly adjusted in order to fly RWY heading after TO.

Check the AP Mode Selector is set to "MAN" mode.

Check a target initial altitude value has been entered into the Altitude Alerter.

Check the speed bugs in the ASI are correctly set for with a FLAP 10 T/O (or as required).

PLEASE NOTE: T/O and climb out V-speeds are auto-calculated in accordance with the simulations weight, flap setting, airport altitude, and ambient air temperature.

Check engine EPR bugs are both set maximum allowed for each engine type ....

- JT8D-7 .... set 1.98 EPR
- JT8D-9 .... set 2.04 EPR
- JT8D-15 .... set 2.13 EPR
- JT8D-17 .... set 2.15 EPR
- JT8D-17R .... set 2.18 EPR

Align the simulation with the RWY center line.

Advance engine thrust levers .... and set maximum power "precisely in accordance with the pre-bugged EPR maximum"

PLEASE NOTE: Do not exceed the set/pre-bugged engine maximum EPR limits for any T/O and climb.

PLEASE NOTE ALSO: If using the TIN MOUSE II panel based Performance Data Computer System (located on the COMBO sub panel) to determine altitude/temperature/engine thrust limitations for TO .... be aware the displayed data may not be entirely accurate (for each engine type B737-200 version offered by HJG) given the HJG offered B737-200 simulations use an entirely different FDE suite without the indexing possibly required in order for this gauge to display more accurate information. For basic guidance in regard to this information refer to "SECTION 5.00: B737 BASIC FLYING GUIDES" within the forum based HJG B737-200 manual.

Commence T/O acceleration.

T/O power must be achieved by 80 KTS during any T/O roll .... or the T/O attempt abandoned.

Rotation should be commenced slowly upon the "ROTATE" callout .... resulting in a smooth lift-off from the RWY by the pre-bugged V2 safety speed.

"DO NOT" over-rotate the simulation.

PLEASE NOTE: Over-rotation "WILL" increase potential for a tail-strike and promote an inability to accelerate following T/O with the added risk of an irrecoverable stall.

Retract landing gear as the VSI needle cycles through 500 FPM and toward the recommended initial target ROC .... see "SECTION 5.00: B737-200 BASIC FLYING GUIDES/INITIAL ROC" recommendations for each B737-200 simulation.

PLEASE NOTE: The recommended initial ROC varies between less and more powerful and heavier B737-200 versions.

Following any MGW T/O and "prior to" flap retraction .... the simulations initial climb rate should be restricted to the recommended ROC ..... or slightly less in order to encourage acceleration .... or slightly more in order to control acceleration ....

PLEASE NOTE: The recommended ROC can be further slightly increased with each increment of flap retraction.

Flaps should be retracted in increments and in accordance with the following airspeed indications ....

ALL B737-200 VERSIONS

- FLAP 10 RETRACT SPEED = 180 KIAS.
- FLAP 5 RETRACT SPEED = 200 KIAS.
- FLAP 2 RETRACT SPEED = 220 KIAS.
- FLAP 1 RETRACT SPEED = 240 KIAS.

Expect the simulation to "sink slightly" in response to each increment of flap retraction .... be prepared to apply subtle manual Trim Up/Down input in order establish and maintain the recommend ROC in response to each increment of flap retraction following T/O.

PLEASE NOTE: Using the HJG supplied B737-200 simulations .... it is recognized that keyboard controlled Trim ("END" = Trim Up and HOME = Trim Down keyboard commands) result in the best/smoothest response to input.

Upon clean up and with the recommended ROC established .... "DO NOT EVER" exceed a 10* (degree) AI pitch attitude during any stage of the climb toward cruising altitude.

PLEASE NOTE: Exceeding a 10* (degree) AI pitch attitude after clean up .... and "prior to" achieving 250 KTS during any climb .... "WILL" result in an inability to accelerate and increased risk of an irrecoverable stall during climb out.

Hand fly the simulation until after Flap retraction and prior to engaging the AP.

Upon Flap retraction.... select the AP "ON"

The simulation should be "clean" before 250 KTS.

Upon acquiring 250 KTS .... select the YD "ON"

Select the Landing Lights "OFF".

With flaps retracted, the AP "ON", and the simulation established in a safe climb attitude .... set climb thrust and the ROC in accordance with recommended engine thrust/ROC setting .... see "SECTION 5.00: B737-200 BASIC FLYING GUIDES/AFTER T/O CLIMB THRUST" recommendations for each B737-200 simulation.

PLEASE NOTE: The recommended post cleanup climb thrust settings in conjunction with ROC vary for each B737-200 simulation.

Check .... and adjust if necessary .... the intended VOR 1/2 and ADF1/2 radio frequencies.

Check .... and adjust if necessary .... the intended VOR course indicator within the HSI gauge.

Set AP FD Mode Selector to "HDG" .... set the AP Mode Selector to "MAN" .... then use the HSI HDG selector in order to steer toward the intended VOR radial.

Upon acquiring the intended VOR radial .... set both AP mode selector and the AP FD mode selector to "VOR/LOC".

AP "HDG" mode will automatically disengage when AP "VOR/LOC" mode is manually engaged.

PLEASE NOTE: AP "VOR/LOC mode can only be manually engaged

Prior to acquiring any pre-selected VOR beam the simulation may gently/slowly weave several degrees left, and right, over the intended VOR/LOC beam, in decreasing increments, and for up to a few minutes or so prior to actually capturing, and stabilizing on, the selected VOR beam .... this is a normal FS phenomenon.

From this point the simulation may be flown "automatically" all the way up to cruising altitude with reliance upon the AP and all navigation systems.

All engine power, primary flight instrumentation, and navigation indications must be constantly monitored .... and the simulations performance following TO and progress along the intended airway adjusted as necessary.


4.03: B737-200 CLIMB TO CRUISING ALTITUDE.

Following any MGW departure .... climb to between 25,000 FT and 31,000 FT may be considered good intermediate cruising altitudes.

PLEASE NOTE: Recommended cruising altitudes vary between B737-200 versions in accordance with engine power ratings.

PLEASE NOTE ALSO: P&W JT9D-9 powered T-43A and NT-43A simulations should be restricted to a maximum cruising altitude of 25,000 FT .... due to their much higher (than civil JT8D-9 powered B737-200) weight.

Following any significantly lower than MGW weight departure .... or after substantial fuel burn off .... climb to higher cruising altitudes is practical for all B737-200 versions.

Following any MGW departure .... and between 10,000 to 31,000 FT .... it is necessary to constantly monitor, and adjust, the simulations ROC, and engine power settings in conjunction with airspeed throughout the climb toward cruising altitude. This recommended altitude/ROC adjustment procedure is intended to ensure the best/constant engine thrust, airspeed, and ROC climb performance throughout the entire climb toward cruising altitude .... in order to arrive at cruising altitude slightly below the recommended cruising airspeed/MACH velocity, and then adjusting/reducing power (slightly) for the cruise, and allowing the simulation to then slowly accelerate to the recommended cruising airspeed/MACH velocity, rather than achieving cruising altitude with excess airspeed/MACH velocity and needing to slow down in order to maintain the recommended performance .... see "SECTION 5.00", BASIC FLYING GUIDES/CLIMBSCHEDULE" recommendations for each B737-200 simulation.

Do not exceed the set/pre-bugged engine maximum EPR limits for any during climb.

PLEASE NOTE: Reduce power and if necessary also slightly reduce the established ROC in order to promote continued slow acceleration without exceeding the set/pre-bugged engine maximum EPR limits during any during any climb towards cruising altitude.

PLEASE NOTE ALSO: Excessive power and airspeed accumulation in conjunction with an improper pitch attitude during climb will render manual trim (for ROC adjustment/s) overly sensitive and difficult to control.

PLEASE NOTE ADDITIONALLY: If using the TIN MOUSE II panel based Performance Data Computer System (located on the COMBO sub panel) to determine altitude/temperature/engine thrust limitations during the climb toward cruising altitude .... be aware the generated data may not be entirely accurate (for each engine type B737-200 version offered by HJG) given the HJG offered B737-200 simulations use an entirely different FDE suite without the indexing possibly required in order for this gauge to display more accurate information. For basic guidance in regard to this information refer to "SECTION 5.00: B737 BASIC FLYING GUIDES" within the forum based HJG B737-200 manual.

Either AP "HDG" or AP "VOR/LOC" modes may engaged during AP controlled climb in order to aid navigation .... but not both modes together.

Upon acquiring any pre-selected VOR radial the simulation may gently weave several degrees left, and right, over the intended course in decreasing increments and for up to a few minutes, or so, prior to capturing and stabilizing upon the pre-selected VOR radial .... this is a perfectly normal FS phenomenon.

Airspeed should never be allowed to deteriorate below 250 KTS during any climb toward cruising altitude.

270 KTS to 290 KTS is a desirable cruising speed during any climb toward cruising altitude.

During AP controlled climb the simulations ROC should be manually adjusted using manual Trim.

Climbing through 17,500 FT the altimeter barometric pressure indication .... displayed within the Altimeter gauge and also beside the Altitude Alerter gauge .... must be adjusted to read "2992/1013".

PLEASE NOTE: Failure to reset the altimeter barometric pressure indication will result in incorrect altitude indications by the time the simulation nears its intended target cruising altitude.

IAS indications will observed decrease slowly during during climb above 20,000 FT .... this is perfectly normal.

MACH velocity will be observed increase slowly during climb .... and should be prioritized over IAS indications above 20,000 FT.

TAS indications will also be observed to increase slowly with continued climb.

From this point the simulation may be flown "automatically" all the way up to cruising altitude with reliance upon the AP and all navigation systems.

All engine power, primary flight instrumentation, and navigation indications must be constantly monitored .... and the simulations performance throughout the climb and progress along the intended airway adjusted as necessary.


4.04: B737-200 ACQUIRING CRUISING ALTITUDE AND LEVEL ACCELERATION DURING CRUISE.

As the simulation climbs to within 1,000 FT of any pre-selected target altitude the Altitude Alert tone will be auto-triggered.

The Altitude Alert tone is auto-triggered at precisely 700 FT "prior to" intercepting any selected target altitude .... and again should the selected target altitude be "exceeded" by 300 FT or more.

PLEASE NOTE: It is recommended the Altitude Alert be set, and used as a reminder, and in conjunction with the recommended ROC/altitude adjustment schedules during climb toward cruising altitude.

Either AP "HDG" or "VOR/LOC" modes may engaged during AP controlled cruise in order to aid navigation .... but not both modes together.

Upon acquiring any pre-selected VOR radial the simulation may gently weave several degrees left, and right, over the intended course in decreasing increments and for up to a few minutes, or so, prior to capturing and stabilizing upon the pre-selected VOR radial .... this is a perfectly normal FS phenomenon.

Using manual Trim via the AP the simulations ROC should be progressively reduced throughout the climb towards cruising altitude and engine power adjusted accordingly also .... see "SECTION 5.00, BASIC FLYING GUIDES//CLIMBSCHEDULE" recommendations for each B737-200 simulation.

Within the last 1,000 FT of climb toward any pre-selected target cruising altitude the maximum ROC should not exceed more than 1,000 FPM within 1,000 FT of any target altitude, 500 FPM within 500 FT of any target altitude, 200 FPM within 200 FT of any target altitude, and 100 FPM within 100 FT of any target altitude.

This procedure is intended to ensure the smoothest, and most precise, altitude capture possible upon engaging AP "ALT" mode.

As the simulation acquires any pre-selected target cruising altitude .... AP "ALT" must be selected "ON" in order to manually engage/capture the selected altitude.

PLEASE NOTE: The HJG recommended TIN MOUSE II panel is (intentionally) not equipped with an auto-altitude capture function .... this is consistent with most real world B737-200 aircraft of the technical era represented by HJG.

Upon executing any altitude capture the AP may gently/slowly pitch simulations nose "up" and "down" for several moments prior to actually acquiring, and then maintaining, the selected altitude .... this is perfectly normal

Upon acquiring the selected target altitude the simulation should have acquired an IAS airspeed in excess of some 310 KTS .... or MACH 0.77 to MACH 0.78.

Engine power should be reduced, slightly, to the recommended cruise power setting in order to maintain a sensible cruising airspeed/MACH velocity.

Do not exceed the set/pre-bugged engine maximum EPR limits for any during cruise.

PLEASE NOTE: If using the TIN MOUSE II panel based Performance Data Computer System (located on the COMBO sub panel) to determine altitude/temperature/engine thrust limitations during cruise .... be aware the generated data may not be entirely accurate (for each engine type B737-200 version offered by HJG) given the HJG offered B737-200 simulations use an entirely different FDE suite without the indexing possibly required in order for this gauge to display more accurate information. For basic guidance in regard to this information refer to "SECTION 5.00: B737 BASIC FLYING GUIDES" within the forum based HJG B737-200 manual.

MACH 0.77 to MACH 0.78 is a desirable cruise velocity for B737-200 aircraft.

The cruise performance of each B737-200 version varies somewhat in accordance with its compiled aerodynamic characteristics, simulated weight, and engine type/thrust rating .... see "SECTION 5.00", BASIC FLYING GUIDES/CRUISE PERFORMANCE" for the recommended cruise performance for each B737-200 version.

Once established in level cruise, and after setting cruise power, the indicated airspeed/MACH velocity will, over time/flight duration, be observed to increase "very slowly" .... MACH 0.79 to MACH 0.80 should never be exceeded.

Once established in the high altitude/high-speed cruise regime the simulation should demonstrate an approximately +1* (degree) AI pitch attitude within the MACH 0.77 through MACH 0.78 range .... subject to altitude and the simulated weight of each B737-200 version.

During high altitude/high speed cruise and over time/flight duration .... the simulations airspeed performance will be observed to continue increasing .... "very slowly" .... as it becomes progressively lighter subject due to fuel (weight) burn-off .... requiring constant, but very subtle, manual engine power adjustment (reduction) in order to maintain a specific IAS airspeed/MACH velocity.

PLEASE NOTE: The HJG recommended TIN MOUSE B737-200 panes is (intentionally) not equipped with AT system .... this is consistent with real world B737-200 aircraft of the technical era represented by HJG.

From this point the simulation may be flown "automatically" all the way toward the TOD and with reliance upon both AP and all navigation systems.

All engine power, primary flight instrumentation, and navigation indications must be constantly monitored .... and the simulations performance throughout the cruise and progress along the intended airway adjusted as necessary.


4.05: B737-200 DESCENT.

"Slow down .... before going down".

This "MUST" be born-in-mind when flying any of the HJG offered B737-200 simulations.

The descent .... in particular .... must be planned, and controlled, or one can/"WILL" (potentially) get into trouble very quickly

Descent .... from 31,000 FT should be commenced from "no less than" approximately 100 DME "prior to" any destination airport or its nearest navigation aid.

Descent .... from 28,000 FT should be commenced from "no less than" approximately 90 DME "prior to" any destination airport or its nearest navigation aid.

Descent .... from 25,000 FT should be commenced from "no less than" approximately 80 DME "prior to" any destination airport or its nearest navigation aid.

From at least 10 DME "before" planned TOD point .... engine power must be reduced slightly (to approximately N2 80%), and level cruise maintained, in order to reduce the simulations airspeed below 300 KTS "prior to" commencing the actual descent (See "SECTION 5.00", BASIC FLYING GUIDES/DESCENT recommendations for each B737-200 simulation.

A new target altitude should be entered into the Altitude Selector (as a reminder) .... and "after" decelerating sufficiently a ROD not exceeding 2,000 FPM commenced.

During AP controlled descent the simulations ROD should be manually adjusted using manual Trim.

PLEASE NOTE: AP "ALT" mode must be disengaged "prior to" commencing an AP controlled descent.

PLEASE NOTE ALSO: It is not necessary to disengage the AP in order to initiate the descent.

Upon commencing the descent .... engine power must be further reduced .... to approximately N2 70%.

The simulation should demonstrate an approximately 0* (degree) AI pitch attitude and remain within the 290 KT airspeed range throughout most of the descent prior to 10,000 FT.

PLEASE NOTE: Excessive power and airspeed accumulation in conjunction with an improper pitch attitude during descent will render manual trim (for ROD adjustment/s) overly sensitive and difficult to control.

PLEASE NOTE ALSO: If using the TIN MOUSE II panel based Performance Data Computer System (located on the COMBO sub panel) to determine altitude/temperature/engine thrust limitations during the descent cruising altitude .... be aware the generated data may not be entirely accurate (for each engine type B737-200 version offered by HJG) given the HJG offered B737-200 simulations use an entirely different FDE suite without the indexing possibly required in order for this gauge to display more accurate information. For basic guidance in regard to this information refer to "SECTION 5.00: B737 BASIC FLYING GUIDES" within the forum based HJG B737-200 manual.

Either AP "HDG" or "VOR/LOC" modes may engaged during AP controlled descent in order to aid navigation .... but not both modes together.

Upon acquiring any pre-selected VOR radial the simulation may gently weave several degrees left, and right, over the intended course in decreasing increments and for up to a few minutes, or so, prior to capturing and stabilizing upon the pre-selected VOR radial .... this is a perfectly normal FS phenomenon.

Airspeed, ROD, and distance to run toward any destination airport, or it nearest navigation aid, must be constantly monitored throughout the descent with the ROD, engine power, and airspeed all being adjusted appropriately .... as is necessary .... in order to arrive at 10,000 FT by approximately 30 DME prior to any destination airport, or its nearest navigation aid, and at an airspeed of approximately 250 KTS.

IAS indications will be observed increase slowly during during descent below 20,000 FT .... and should be prioritized over IAS indications below 20,000 FT.

MACH velocity will be observed decrease slowly during descent .... this is perfectly normal.

TAS indications will also be observed to decrease slowly with continued descent.

The Wing Spoilers may be deployed inflight .... to assist a more rapid descent rate .... but .... the drag imposed by Spoiler deployment will also require engine power needing to be boosted (somewhat) in order to maintain a constant and sensible airspeed during the descent.

Descending through 17,500 FT the altimeter barometric pressure indication .... displayed within the Altimeter gauge and also beside the Altitude Alerter gauge .... must be adjusted to read "2991/1012" (or local equivalent). Failure perform this procedure will result in an incorrect altitude indication by the time the simulation nears its intended target approach to landing altitude.

Descending through 15,000 FT .... engine power must be further reduced .... to approximately N2 65%.

Below 10,000 FT the simulations airspeed should be reduced to approximately 250 KTS .... and the ROD reduced to 1,000 FPM.

From this point the simulation may be flown "automatically" with reliance upon the AP and all navigation systems.

All engine power, primary flight instrumentation, and navigation indications must be constantly monitored .... and the simulations performance throughout the descent and progress along the intended airway adjusted as necessary.


4.06: B737-200 APPROACH TO LANDING - AP "AUTO-APPROACH" MODE.

The approach to landing should not be commenced with in excess of 15-20% (per tank) total remaining fuel .... "at the very most".

Flying any approach to landing overweight "WILL" result in difficulties.

Fuel loading should be planned/calculated for each flight "prior to departure" and in order to ensure the simulation is not overweight upon arrival at its destination .... whilst also still ensuring sufficient fuel quantity remains in order to aid a missed approach and/or diversion to an alternate airport/destination without imposing a fuel emergency.

5,000 FT (AGL) and 250 KTS should be considered a reasonable altitude and target airspeed at which to enter the pattern "prior to" commencing the approach to landing procedures at any destination (SL) airport.

PLEASE NOTE: Procedures and MSA's vary from airport to airport.

During level flight, and with continued airspeed reduction, the simulations AI pitch attitude will be observed to slowly increase .... to approximately +2* (degrees).

Prior to commencing any approach to landing the ASI speed bugs must be set in accordance with V-REF data calculated in conjunction with the simulations weight.

Left Mouse clicking seven times (7X) on the ASI gauge face will automatically set the V-REF speed bugs for a FLAP 30 approach landing and in accordance with the simulations weight.

Left Mouse clicking eight times (8X) on the ASI gauge face will automatically set the V-REF speed bugs for a FLAP 40 approach landing and in accordance with the simulations weight.

PLEASE NOTE: Landing V-REF is auto-calculated in accordance with the simulations weight and selected approach to landing flap settings.

PLEASE NOTE: If using the TIN MOUSE II panel based Performance Data Computer System (located on the COMBO sub panel) to determine altitude/temperature/engine thrust limitations during the approach to landing .... be aware the generated data may not be entirely accurate (for each engine type B737-200 version offered by HJG) given the HJG offered B737-200 simulations use an entirely different FDE suite without the indexing possibly required in order for this gauge to display more accurate information. For basic guidance in regard to this information refer to "SECTION 5.01: RECOMMENDED B737-200 DESCENT & APPROACH TO LANDING PROCEDURES" within the forum based HJG B737-200 manual.

The required RWY ILS frequency must be entered into the NAV 1 radio.

The required VOR frequency must be entered into the VOR 2 radio.

The required ADF frequencies must be entered into the ADF 1/2 radios.

The HSI gauge course indicator should be adjusted to reflect the heading for the intended ILS RWY .... and the simulation then flown/maneuvered using AP "MAN" mode in conjunction with the heading selected within the HSI gauge

A "Decision Height" altitude should be entered into the RA gauge.

Entering the downwind legue of any approach to landing pattern and at 250 KTS the simulations airspeed should be reduced toward 230 KTS .... with FLAPS 1* extended.

During the downwind legue of any approach to landing the AI pitch attitude will slowly increase to approximately +2* (degrees) in accordance with continued with airspeed reduction.

Commence the base legue of any AP controlled approach to landing approximately 20-21 DME from any intended RWY.

PLEASE NOTE: A long final approach legue (approximately 20-21 DME) is preferable to a much shorter approach to landing .... this promotes more time for the simulation to become properly aligned with, and stabilized on, ILS/GS indications for the intended landing RWY.

Entering the base legue of any approach to landing pattern the simulations airspeed should be reduced toward 200 KTS.

Flaps should be extended in increments and in accordance with continued airspeed reduction and the indicated AI pitch attitude.

Select FLAPS 2* at 230 KTS

Select FLAPS 5* at 210 KTS

During the base legue of any approach to landing the AI pitch attitude will slowly vary from approximately +2* (degrees) to +1* (degree) in conjunction with further airspeed reduction and continued flap deployments.

Power adjustment/s may be required in order to maintain airspeed and an acceptable pitch attitude.

The HJG offered B737-200 simulations are each capable of flying AP controlled ILS/GS coupled auto-approaches to landing .... down to approximately 100 FT

Once established on the base legue and heading the both the AP and FD Mode Selectors should set to "AUTO APP" mode .... and with AP "ALT" mode also engaged.

This will enable an AP controlled intercept of the intended ILS/GS and the simulation to commence an automatic turn toward final approach RWY heading.

PLEASE NOTE: FD and AP "AUTO APP" modes can only become active within 20-21 DME from any intended ILS/GS RWY .... otherwise the AP cannot capture the intended ILS/GS.

PLEASE NOTE ALSO: In excess of 21 DME from any intended ILS/GS RWY .... both FD and AP "VOR/LOC" modes should be engaged in order to commence and approach toward the intended ILS/GS RWY .... and both FD and AP "AUTO APP" modes engaged only once within 21 DME of the intended ILS/GS RWY.

PLEASE NOTE ADDITIONALLY: Provided a long approach to landing is being flown, and the simulation is not overweight for landing, the HJG offered B737-200 simulations are each capable of successfully executing 90* (degree) AP controlled ILS/GS coupled intercepts to capture any ILS/GS .... although a 25* (degree) intercept should be considered more appropriate.

PLEASE NOTE: Failure to properly implement either of the above procedures will likely result in a failed, or otherwise unstable, AP controlled ILS/GS coupled approach to landing.

Upon commencing any AP controlled auto-turn toward a final approach heading .... continue reducing airspeed towards 180 KTS.

Select FLAPS 10* at 190 KTS

During the final approach to landing and only upon a successful ILS/GS capture .... the "HDG" cursor, within the HSI gauge, should be adjusted to reflect the approach to landing RWY heading.

This is simply to enable prompt and effective AP controlled flight along the RWY center line heading in the event of a missed approach to landing.

Airspeed "MUST" be constantly monitored throughout these final stages of the approach to landing .... and engine power constantly adjusted in order to ensure a controlled and stable approach at a sensible airspeed.

Flying these B737-200 simulations approach to landing is a delicate balance of applying "as much power as is necessary" in order to maintain a stable approach to landing profile whilst also encouraging deceleration in conjunction with flap and gear deployments .... and without over or under accelerating the simulation, risking insufficient or an excessive ROD, an irrecoverable stall, or unsatisfactory pitch attitude characteristics.

Excessive airspeed during any approach to landing will encourage the simulations pitch attitude to decrease .... possibly to the extent of resulting in a shallow dive toward the RWY threshold if not corrected .... and with the added possibility of nose gear collapse and crash upon ground contact.

Insufficient airspeed during any approach to landing will encourage the simulations pitch attitude to increase .... possibly to the extent of resulting in RWY visibility problems due to an unsatisfactorily high pitch attitude if not corrected .... and with the added possibility of a tail strike and crash upon ground contact.

B737-200's generally approach to land with a nose/pitch attitude varying between -1* to 0* (degrees) .... in conjunction with both airspeed, weight, and both flap and landing gear deployments.

PLEASE NOTE: The HJG offered early production B737-200's are engineered to fly the approach to landing with a slightly higher pitch attitude than corresponding B737-200 ADV series .... therefore requiring slightly more power being applied (than is the case with the ADV's) throughout the approach to landing.

As the simulation captures the ILS/GS beam .... select gear "DOWN", FLAPS 20*, and further reduce engine power in order to decelerate toward 130 KTS.

Once the simulation has successfully engaged, and is stable upon, the ILS/GS beam .... continue extending the flaps in conjunction with airspeed reduction.

Select FLAPS 15 at 170 KTS

Select FLAPS 25 at 150 KTS

Select FLAPS 30 at 140 KTS

Select FLAPS 40/FULL FLAPS at 130 KTS .... and boost engine power in order to ensure the approach to landing airspeed does not deteriorate below the minimum placarded/ASI bugged VAT airspeed references .

Expect "a large" amount of power to be required to counter both landing gear and flap drag in order maintain the minimum placarded/ASI bugged VAT airspeed references .... this is quite normal and beneficial too. In the event of a missed approach this reduces the engine spool-up time required to achieve climb power.

Do not exceed the set/pre-bugged engine maximum EPR limits for any during approach to landing.

PLEASE NOTE: It is an acceptable practice to fly the approach to landing a couple of KTS in excess of the minimum placarded/ASI bugged VAT airspeed reference until nearing the destination airport RWY threshold.

Flying the HJG recommended TIN MOUSE II B737-200 panel (only) and throughout any approach to landing .... a GPWS system will provide automatic altitude call outs when passing through the following critical altitudes ....

- "TWENTY-FIVE-HUNDRED".
- "500".
- "100".
- "50".
- "40".
- "30".
- "20".
- "10".

Both "APPROACHING MINIMUMS" and "MINIMUMS" GPWS call outs will a be auto-triggered in response to any pre-selected RA "Decision Height" altitude.

PLEASE NOTE: "IF" the RWY is not visible upon reaching/descending through the pre-selected "Decision Height" altitude or by the time of the "MINIMUMS" altitude GPWS call out .... then the approach to landing should immediately be aborted and a 2nd attempt made or diversion to an alternate airport/destination commenced.

Select the landing lights "ON".

Continue to adjust engine power in order to maintain airspeed in accordance with minimum placarded/ASI bugged VAT airspeed references and an acceptable AI/nose pitch attitude in conjunction with both flap and landing gear deployments, throughout final stages of the approach to landing.

The AP system should be disengaged at approximately "100 FT" (in response to the 100 FT GPWS call-out.

PLEASE NOTE: Do not attempt a "HANDS-OFF/FULLY AUTOMATIC" landing. These "ARE NOT" AIRBUS, DC-10, or L-1011 simulations.

B737-200's "ARE NOT" equipped with Auto-Land systems.

Engine power should be slowly retarded .... to just above the idle detent .... at approximately 20 FT above the RWY threshold and a slow/smooth flare commenced (to induce an approximately +2* to +3 degree nose up pitch attitude) .... and the ROD decent reduced to less than 100 FPM "prior to" landing in order to ensure a relatively smooth touch down without bouncing the simulation.

The Wing Spoilers must be manually deployed immediately upon main gear contact with the RWY.

Reverse thrust should applied (keyboard command "F2") .... only "after" all 3 landing gear have settled on the RWY, spoilers have been extended, and the simulations engines have been fully idled.

Reverse thrust should be cancelled (keyboard command F2 .... or a prolonged intermittent depressing of the F3 keyboard command to gently ease engine power back to idle) at between "80" and "70" KTS .... and manual braking then applied to assist continued deceleration toward a sensible taxiing speed.

Vacate the RWY per the nearest exit.

Upon vacating the RWY .... select Landing Lights "OFF" and Taxi Lights "ON"

Retract spoilers and flaps.

Start the APU .... during taxi to the gate and prior to engine shutdown.

Engage both "APU GEN1" and APU "GEN2" systems.

Set the DC Meter electrical system switch to "APU BAT" position.

Set the AC Meter electrical system switch to "APU GEN" position.

Taxi to gate.


4.07: B737-200 MISSED APPROACH/ABORTED LANDING.

With both flaps and landing gear extended .... in the event of a missed approach/aborted landing attempt the following procedures should be applied.

Set the AP FD to "HFG" mode and the AP Mode selector to "MAN" mode.

Increase engine power .... not in excess of the maximum EPR limit for each B737-200 aircraft/engine type ....

- JT8D-7 .... set 1.98 EPR
- JT8D-9 .... set 2.04 EPR
- JT8D-15 .... set 2.13 EPR
- JT8D-17 .... set 2.15 EPR
- JT8D-17R .... set 2.18 EPR

Do not exceed the set/pre-bugged engine maximum EPR limits for during any climb.

PLEASE NOTE: If using the TIN MOUSE II panel based Performance Data Computer System (located on the COMBO sub panel) to determine altitude/temperature/engine thrust limitations during the approach to landing .... be aware the generated data may not be entirely accurate (for each engine type B737-200 version offered by HJG) given the HJG offered B737-200 simulations use an entirely different FDE suite without the indexing possibly required in order for this gauge to display more accurate information. For basic guidance in regard to this information refer to "SECTION 5.01: RECOMMENDED B737-200 DESCENT & APPROACH TO LANDING PROCEDURES" within the forum based HJG B737-200 manual.

initiate 200-500 FPM ROC following the RWY heading.

Once established in a climb and accelerating .... retract the landing gear.

Accelerate toward 200 KTS

Select Landing Lights "OFF".

Continue climbing toward the destination airports prescribed circuit pattern altitude .... and adjust power as required.

Upon acquiring the destination airports prescribed circuit pattern altitude .... engage AP "ALT" mode (in conjunction with FD "HDG" and AP "MAN" modes).

Return to the destination airports prescribed approach pattern for a second landing attempt .... or .... divert to an alternative destination airport.


Mark C
AKL/NZ

[aerofoto - HJG Admin]

B737-200 MANUAL # 5

UPDATED: December 20th 2023.





5.00: "B737-200 BASIC FLYING GUIDES"

This is not real world B737-200 performance data. The following information is based on FS observations only .... operating from the default MSFS 2004 KSEA airport at MGW, a 15*C/59*F temperature environment, cruise at between FL250 and FL310, and using HJG recommended TIN MOUSE II B737-200 panel (produced in association with Richard PROBST), and HJG FDE. Operating from other MSFS airports and below or in excess of MGW, higher or lower temperature environments, cruise at altitudes less than or in excess of FL310, and using non-HJG recommended/endorsed B737-200 panels and FDE .... will result in different observations and performances. PLEASE NOTE: Flying the following recommended profiles requires concentration, skill, and reliance on the AP system.

PLEASE NOTE: All HJG offered simulations load into FS with both full payload and fuel. This results in a default overload situation but is perfectly normal for such a condition. The end user is expected to adjust payload, or fuel loading, or both, in order to ensure each simulation loads into FS at, or near, its certified MGW. A full payload requires fuel reduction thereby reducing range. A reduced payload will promote a higher fuel loading for greater range.


B737-200 (P&W JT8D-7 pre-1970/early production version) - PAX CONFIGURATION

2X P&W JT8D-7 fanjet engines rated at 14,000 LBS thrust e/a

MGTOW = 111,500 LBS
DEFAULT OVERLOAD = 12,551 LBS

FUEL & PAYLOAD ADJUSTMENT/REDUCTION

LEFT = 100.0%
CENTER = 32.4%
RIGHT = 100.0%
No payload adjustment .... results in 15 LBS overload

PANEL = "TM B737-200 V1.25/V1.26" (HJG JT8D-7 AIR.FILE)

TRIM = 5 units (gauge indication)
FLAP SETTING = 10*
MAX T/O THRUST = 1.98 EPR
V1 = 130
VR = 135
V2 = 140
INTIAL ROC= 1,500 FPM
FLAP 10 RETRACT SPEED = 180 KIAS (increase ROC to 1,800 FPM)
FLAP 5 RETRACT SPEED = 200 KIAS (increase ROC to 2,000 FPM)
FLAP 2 RETRACT SPEED = 220 KIAS (increase ROC to 2,200 FPM)
FLAP 1/SLAT RETRACT SPEED 240 KIAS (increase ROC to 2,500 FPM)
AFTER T/O CLEAN UP CLIMB THRUST = 1.93 EPR

Maintain 1,500 FPM ROC until after gear and flap retraction .... then increase ROC to 2,500 FPM and assume the following climb schedule ....

- Maintain 2,500 FPM ROC until 10,000 FT
- 10,000 FT reduce ROC to 2,000 FPM
- 15,000 FT reduce ROC to 1,800 FPM
- 20,000 FT reduce ROC to 1,500 FPM
- 25,000 FT reduce ROC to 1,000 FPM
- 28,000 FT reduce ROC to 500 FPM
- 30,000 FT reduce ROC to 200 FPM
- 31,000 FT ALT CAPTURE

FL250 CRUISE PERFORMANCE

IAS = 322
GS = 463
MACH = 0.75.9
EPR = 1.82
N1 = 83.0%
EGT = 455
N2 = 85.0%
F/F = 3,300 LBS (X2) = 6,600 LBS per hour

FL280 CRUISE PERFORMANCE

IAS = 306
GS = 464
MACH = 0.76.5
EPR = 1.87
N1 = 85.0%
EGT = 455
N2 = 87.0%
F/F = 3,200 LBS (X2) = 6,400 LBS per hour

FL310 CRUISE PERFORMANCE

IAS = 287
GS = 448
TAS = 470 (287 X 1.64 = 470
MACH = 0.77
EPR = 1.98
N1 = 87.0%
EGT = 450
N2 = 89.0%
F/F = 3,100 LBS (X2) = 6,200 LBS) per hour


B737-200 (P&W JT8D-9 pre-1970/early production version) - PAX CONFIGURATION

2X P&W JT8D-9 fanjet engines rated at 14,500 LBS thrust e/a

MGTOW = 111,500 LBS
DEFAULT OVERLOAD = 12,551 LBS

FUEL & PAYLOAD ADJUSTMENT/REDUCTION

LEFT = 100.0%
CENTER = 32.4%
RIGHT = 100.0%
No payload adjustment .... results in 15 LBS overload

PANEL = "TM B737-200 V1.25/V1.26" (HJG JT8D-9 AIR.FILE)

TRIM = 5.0 units (gauge indication)
FLAP SETTING = 10*
MAX T/O THRUST = 2.04 EPR
INTIAL ROC= 2,000 FPM
V1 = 130
VR = 135
V2 = 140
INITIAL ROC = 1,500 FPM
FLAP 10 RETRACT SPEED = 180 KIAS (increase ROC to 1,800 FPM)
FLAP 5 RETRACT SPEED = 200 KIAS (increase ROC to 2,000 FPM)
FLAP 2 RETRACT SPEED = 220 KIAS (increase ROC to 2,200 FPM)
FLAP 1/SLAT RETRACT SPEED 240 KIAS (increase ROC to 2,500 FPM)
AFTER T/O CLIMB THRUST = 1.92 EPR

Maintain 1,500 FPM ROC until after gear and flap retraction .... then increase ROC to 3,000 FPM and assume the following climb schedule ....

- Maintain 3,000 FPM ROC until 10,000 FT
- 10,000 FT reduce ROC to 2,500 FPM
- 15,000 FT reduce ROC to 2,000 FPM
- 20,000 FT reduce ROC to 1,500 FPM
- 25,000 FT reduce ROC to 1,000 FPM
- 28,000 FT reduce ROC to 500 FPM
- 30,000 FT reduce ROC to 200 FPM
- 31,000 FT ALT CAPTURE

FL250 CRUISE PERFORMANCE

IAS = 322
GS = 463
MACH = 0.75.9
EPR = 1.82
N1 = 83.0%
EGT = 455
N2 = 85.0%
F/F = 3,300 LBS (X2) = 6,600 LBS per hour

FL280 CRUISE PERFORMANCE

IAS = 306
GS = 464
MACH = 0.76.5
EPR = 1.87
N1 = 85.0%
EGT = 455
N2 = 87.0%
F/F = 3,200 LBS (X2)= 6,400 LBS per hour

FL310 CRUISE PERFORMANCE

IAS = 287
GS = 448
TAS = 470 (287 X 1.64 = 470
MACH = 0.77
EPR = 1.98
N1 = 87.0%
EGT = 450
N2 = 89.0%
F/F = 3,100 LBS (X2) = 6,200 LBS per hour


B737-200C (P&W JT8D-9 pre-1970/early production version) - FREIGHT CONFIGURATION

2X P&W JT8D-9 fanjet engines rated at 14,500 LBS thrust e/a

MGTOW = 111,500 LBS
DEFAULT OVERLOAD = 12,551 LBS

FUEL & PAYLOAD ADJUSTMENT/REDUCTION

LEFT = 100.0%
CENTER = 32.4%
RIGHT = 100.0%
No payload adjustment .... results in 15 LBS overload

PANEL = "TM B737-200 V1.25/V1.26" (HJG JT8D-9 AIR.FILE)

TRIM = 5.0 units (gauge indication)
FLAP SETTING = 10*
MAX T/O THRUST = 2.04 EPR
INTIAL ROC= 2,000 FPM
V1 = 130
VR = 135
V2 = 140
INITIAL ROC = 1,500 FPM
FLAP 10 RETRACT SPEED = 180 KIAS (increase ROC to 1,800 FPM)
FLAP 5 RETRACT SPEED = 200 KIAS (increase ROC to 2,000 FPM)
FLAP 2 RETRACT SPEED = 220 KIAS (increase ROC to 2,200 FPM)
FLAP 1/SLAT RETRACT SPEED 240 KIAS (increase ROC to 2,500 FPM)
AFTER T/O CLIMB THRUST = 1.93 EPR

Maintain 1,500 FPM ROC until after gear and flap retraction .... then increase ROC to 3,000 FPM and assume the following climb schedule ....

- Maintain 3,000 FPM ROC until 10,000 FT
- 10,000 FT reduce ROC to 2,500 FPM
- 15,000 FT reduce ROC to 2,000 FPM
- 20,000 FT reduce ROC to 1,500 FPM
- 25,000 FT reduce ROC to 1,000 FPM
- 28,000 FT reduce ROC to 500 FPM
- 30,000 FT reduce ROC to 200 FPM
- 31,000 FT ALT CAPTURE

FL250 CRUISE PERFORMANCE

IAS = 322
GS = 463
MACH = 0.75.9
EPR = 1.82
N1 = 83.0%
EGT = 455
N2 = 85.0%
F/F = 3,300 LBS (X2) = 6,600 LBS per hour

FL280 CRUISE PERFORMANCE

IAS = 306
GS = 464
MACH = 0.76.5
EPR = 1.87
N1 = 85.0%
EGT = 455
N2 = 87.0%
F/F = 3,200 LBS (X2) = 6,400 LBS per hour

FL310 CRUISE PERFORMANCE

IAS = 287
GS = 448
TAS = 470 (287 X 1.64 = 470
MACH = 0.77
EPR = 1.98
N1 = 87.0%
EGT = 450
N2 = 89.0%
F/F = 3,100 LBS (X2) = 6,200 LBS per hour


B737-200C (P&W JT8D-15 pre-1970/early production version) - FREIGHT CONFIGURATION (power upgraded)

2X P&W JT8D-15 fanjet engines rated at 15,500 LBS thrust e/a

MGTOW = 117,500 LBS
DEFAULT OVERLOAD = 5,711 LBS

FUEL & PAYLOAD ADJUSTMENT/REDUCTION

LEFT = 100.0%
CENTER = 69.3%
RIGHT = 100.0%
No payload adjustment .... results in 18 LBS overload

PANEL = "TM B737-200 V1.25/V1.26" (HJG JT8D-15 AIR.FILE)

TRIM = 5.0 units (gauge indication)
FLAP SETTING = 10*
MAX T/O THRUST = 2.13 EPR
V1 = 136
VR = 142
V2 = 147
INITIAL ROC = 2,000 FPM
FLAP 10 RETRACT SPEED = 180 KIAS (increase ROC to 2,200 FPM)
FLAP 5 RETRACT SPEED = 200 KIAS (increase ROC to 2,500 FPM)
FLAP 2 RETRACT SPEED = 220 KIAS (increase ROC to 2,800 FPM)
FLAP 1/SLAT RETRACT SPEED 240 KIAS (increase ROC to 3,000 FPM)
AFTER T/O CLIMB THRUST = 2.03 EPR


Maintain 2,000 FPM ROC until after gear and flap retraction .... then increase ROC to 3,000 FPM and assume the following climb schedule ....

- Maintain 3,000 FPM ROC until 10,000 FT
- 10,000 FT reduce ROC to 2,500 FPM
- 15,000 FT reduce ROC to 2,000 FPM
- 20,000 FT reduce ROC to 1,500 FPM
- 25,000 FT reduce ROC to 1,000 FPM
- 28,000 FT reduce ROC to 500 FPM
- 30,000 FT reduce ROC to 200 FPM
- 31,000 FT ALT CAPTURE

FL250 CRUISE PERFORMANCE

IAS = 327
GS = 465
MACH = 0.77.0
EPR = 1.80
N1 = 82.0%
EGT = 455
N2 = 87.0%
F/F = 3,700 LBS (X2) = 7,400 LBS per hour

FL280 CRUISE PERFORMANCE

IAS = 312
GS = 466
MACH = 0.78
EPR = 1.86.0
N1 = 83.0%
EGT = 450
N2 = 87.0%
F/F = 3,500 LBS (X2) = 7,000 LBS per hour

FL310 CRUISE PERFORMANCE

IAS = 295
GS = 465
TAS = 483 (295 X 1.64 = 483)
MACH = 0.79.0
EPR = 1.93
N1 = 83.0%
EGT = 460
N2 = 87.0%
F/F = 3,300 LBS (X2) = 6,600 LBS per hour


B737-200C (P&W JT8D-17 pre-1970/early production version) - FREIGHT CONFIGURATION (power upgraded)

2X P&W JT8D-17 fanjet engines rated at 16,000 LBS thrust e/a

MGTOW = 117,500 LBS
DEFAULT OVERLOAD = 5,711 LBS

FUEL & PAYLOAD ADJUSTMENT/REDUCTION

LEFT = 100.0%
CENTER = 69.3%
RIGHT = 100.0%
No payload adjustment .... results in 18 LBS overload

PANEL = "TM B737-200 V1.25/V1.26" (HJG JT8D-17 AIR.FILE)

TRIM = 5.0 units (gauge indication)
FLAP SETTING = 10*
MAX T/O THRUST = 2.15 EPR
V1 = 137
VR = 143
V2 = 148
INITIAL ROC = 2,000 FPM
FLAP 10 RETRACT SPEED = 180 KIAS (increase ROC to 2,200 FPM)
FLAP 5 RETRACT SPEED = 200 KIAS (increase ROC to 2,500 FPM)
FLAP 2 RETRACT SPEED = 220 KIAS (increase ROC to 2,800 FPM)
FLAP 1/SLAT RETRACT SPEED 240 KIAS (increase ROC to 3,000 FPM)
AFTER T/O CLIMB THRUST = 1.90 EPR

Maintain 2,000 FPM ROC until after gear and flap retraction .... then increase ROC to 3,000 FPM and assume the following climb schedule ....

- Maintain 3,000 FPM ROC until 10,000 FT
- 10,000 FT reduce ROC to 2,500 FPM
- 15,000 FT reduce ROC to 2,000 FPM
- 20,000 FT reduce ROC to 1,500 FPM
- 23,000 FT reduce ROC to 1,000 FPM
- 26,000 FT reduce ROC to 800 FPM
- 28,000 FT reduce ROC to 500 FPM
- 30,000 FT reduce ROC to 200 FPM
- 31,000 FT ALT CAPTURE

FL250 CRUISE PERFORMANCE

IAS = 328
GS = 466
MACH = 0.77.0
EPR = 1.77
N1 = 84.0%
EGT = 455
N2 = 86.0%
F/F = 4,300 LBS (X2) = 8,600 LBS per hour

FL280 CRUISE PERFORMANCE

IAS = 312
GS = 466
MACH = 0.78.0
EPR = 1.80
N1 = 85.0%
EGT = 450
N2 = 87.0%
F/F = 3,800 LBS (X2) = 7,600 LBS per hour

FL310 CRUISE PERFORMANCE

IAS = 295
GS = 469
TAS = 490 (295 X 1.64 = 483)
MACH = 0.79.0
EPR = 1.85
N1 = 87.0%
EGT = 440
N2 = 89.0%
F/F = 3,600 LBS (X2) = 7,200 LBS per hour


B737-200 ADV/CT43-A (P&W JT8D-9) - PAX CONFIGURATION

2X P&W JT8D-9 fanjet engines rated at 14,500 LBS thrust e/a

MGTOW = 115,500 LBS
DEFAULT OVERLOAD = 8,551 LBS

FUEL & PAYLOAD ADJUSTMENT/REDUCTION

LEFT = 100.0%
CENTER = 54.0%
RIGHT = 100.0%
No payload adjustment .... results in 20 LB overload

PANEL = "TM B737-200 V1.25/V1.26" (HJG JT8D-9 AIR.FILE)

TRIM = 5.0 units (gauge indication)
FLAP SETTING = 10*
MAX T/O THRUST = 2.04 EPR
V1 = 133
VR = 137
V2 = 140
INITIAL ROC = 1,500 FPM
FLAP 10 RETRACT SPEED = 180 KIAS (increase ROC to 1,800 FPM)
FLAP 5 RETRACT SPEED = 200 KIAS (increase ROC to 2,000 FPM)
FLAP 2 RETRACT SPEED = 220 KIAS (increase ROC to 2,200 FPM)
FLAP 1/SLAT RETRACT SPEED 240 KIAS (increase ROC to 2,500 FPM)
AFTER T/O CLIMB THRUST = 1.93.00 EPR

Maintain 1,500 FPM ROC until after gear and flap retraction .... then increase ROC to 3,000 FPM and assume the following climb schedule ....

- Maintain 3,000 FPM ROC until 10,000 FT
- 10,000 FT reduce ROC to 2,500 FPM
- 15,000 FT reduce ROC to 2,000 FPM
- 20,000 FT reduce ROC to 1,500 FPM
- 25,000 FT reduce ROC to 1,000 FPM
- 28,000 FT reduce ROC to 500 FPM
- 30,000 FT reduce ROC to 200 FPM
- 31,000 FT ALT CAPTURE

FL250 CRUISE PERFORMANCE

IAS = 327
GS = 464
MACH = 0.76.3
EPR = 1.87
N1 = 83.0%
EGT = 455
N2 = 85.0%
F/F = 3,100 LBS (X2) = 6,200 LBS per hour

FL280 CRUISE PERFORMANCE

IAS = 307
GS = 460
MACH = 0.76.8
EPR = 1.90
N1 = 85.0%
EGT = 455
N2 = 87.0%
F/F = 3,000 LBS (X2) = 6,000 LBS per hour

FL310 CRUISE PERFORMANCE

IAS = 294
GS = 463
TAS = 482 (294 X 1.64 = 482)
MACH = 0.78
EPR = 1.97
N1 = 87.0%
EGT = 460
N2 = 89.0%
F/F = 2,900 LBS (X2) = 5,800 LBS per hour


B737-200C/F/QC (P&W JT8D-9) - FREIGHT CONFIGURATION

2X P&W JT8D-9 fanjet engines rated at 14,500 LBS thrust e/a

MGTOW = 115,500 LBS
DEFAULT OVERLOAD = 7,711 LBS

FUEL & PAYLOAD ADJUSTMENT/REDUCTION

LEFT = 100.0%
CENTER = 58.5%
RIGHT = 100.0%
No payload adjustment .... results in 15 LBS overload

PANEL = "TM B737-200 V1.25/V1.26" (HJG JT8D-9 AIR.FILE)

TRIM = 5.0 units (gauge indication)
FLAP SETTING = 10*
MAX T/O THRUST = 2.04 EPR
V1 = 133
VR = 137
V2 = 140
INITIAL ROC = 1,500 FPM
FLAP 10 RETRACT SPEED = 180 KIAS (increase ROC to 1,800 FPM)
FLAP 5 RETRACT SPEED = 200 KIAS (increase ROC to 2,000 FPM)
FLAP 2 RETRACT SPEED = 220 KIAS (increase ROC to 2,200 FPM)
FLAP 1/SLAT RETRACT SPEED 240 KIAS (increase ROC to 2,500 FPM)
AFTER T/O CLIMB THRUST = 1.94.00 EPR

Maintain 1,500 FPM ROC until after gear and flap retraction .... then increase ROC to 3,000 FPM and assume the following climb schedule ....

- Maintain 3,000 FPM ROC until 10,000 FT
- 10,000 FT reduce ROC to 2,500 FPM
- 15,000 FT reduce ROC to 2,000 FPM
- 20,000 FT reduce ROC to 1,500 FPM
- 25,000 FT reduce ROC to 1,000 FPM
- 28,000 FT reduce ROC to 500 FPM
- 30,000 FT reduce ROC to 200 FPM
- 31,000 FT ALT CAPTURE

FL250 CRUISE PERFORMANCE

XX mile climb to FL250

IAS = 328
GS = 472
MACH = 0.76.3
EPR = 1.87
N1 = 83.0%
EGT = 455
N2 = 85.0%
F/F = 3,100 LBS (X2) = 6,200 LBS per hour

FL280 CRUISE PERFORMANCE

IAS = 307
GS = 466
MACH = 0.76.9
EPR = 1.90
N1 = 85.0%
EGT = 455
N2 = 87.0%
F/F = 3,000 LBS (X2) = 6,000 LBS per hour

FL310 CRUISE PERFORMANCE

IAS = 292
GS = 460
TAS = 478 (292 X 1.64 = 478)
MACH = 0.77
EPR = 1.97
N1 = 87.0%
EGT = 460
N2 = 89.0%
F/F = 2,900 LBS (X2) = 5,800 LBS per hour


B737-200 ADV (P&W JT8D-15) - PAX CONFIGURATION

2X P&W JT8D-15 fanjet engines rated at 15,500 LBS thrust e/a

MGTOW = 117,500 LBS
DEFAULT OVERLOAD = 11,970 LBS

FUEL & PAYLOAD ADJUSTMENT/REDUCTION

LEFT = 100.0%
CENTER = 37.4%
RIGHT = 100.0.%
No payload adjustment .... results in 17 LBS overload

PANEL = "TM B737-200 V1.25/V1.26" (HJG JT8D-15 AIR.FILE)

TRIM = 6 units (gauge indication)
FLAP SETTING = 10*
MAX T/O THRUST = 2.13 EPR
V1 = 135
VR = 140
V2 = 145
INITIAL ROC = 2,000 FPM
FLAP 10 RETRACT SPEED = 180 KIAS (increase ROC to 2,200 FPM)
FLAP 5 RETRACT SPEED = 200 KIAS (increase ROC to 2,500 FPM)
FLAP 2 RETRACT SPEED = 220 KIAS (increase ROC to 2,800 FPM)
FLAP 1/SLAT RETRACT SPEED 240 KIAS (increase ROC to 3,000 FPM)
AFTER T/O CLIMB THRUST = 2.03 EPR

Maintain 2,000 FPM ROC until after gear and flap retraction .... then increase ROC to 3,000 FPM and assume the following climb schedule ....

- Maintain 3,000 FPM ROC until 10,000 FT
- 10,000 FT reduce ROC to 2,500 FPM
- 15,000 FT reduce ROC to 2,000 FPM
- 20,000 FT reduce ROC to 1,500 FPM
- 25,000 FT reduce ROC to 1,000 FPM
- 28,000 FT reduce ROC to 500 FPM
- 30,000 FT reduce ROC to 200 FPM
- 31,000 FT ALT CAPTURE

FL250 CRUISE PERFORMANCE

IAS = 316
GS = 457
MACH = 0.74.5
EPR = 1.78
N1 = 83.0%
EGT = 455
N2 = 86.0%
F/F = 3,300 LBS (X2) = 6,600 LBS per hour

FL280 CRUISE PERFORMANCE

IAS = 307
GS = 467
MACH = 0.77.1
EPR = 1.87
N1 = 85.0%
EGT = 455
N2 = 87.0%
F/F = 3,200 LBS (X2) = 6,400 LBS per hour

FL310 CRUISE PERFORMANCE

IAS = 295
GS = 464
TAS = 483 (295 X 1.64 = 483)
MACH = 0.79
EPR = 1.98
N1 = 87.0%
EGT = 460
N2 = 89.0%
F/F = 3,100 LBS (X2 = 6,200 LBS per hour


B737-200C/F/QC (P&W JT8D-15) - FREIGHT CONFIGURATION

2X P&W JT8D-15 fanjet engines rated at 15,500 LBS thrust e/a

MGTOW = 117,500 LBS
DEFAULT OVERLOAD = 11,138 LBS

FUEL & PAYLOAD ADJUSTMENT/REDUCTION

LEFT = 100.0%
CENTER = 41.8%
RIGHT = 100.0%
No payload adjustment .... results in 17 LBS overload

PANEL = "TM B737-200 V1.25/V1.26" (HJG JT8D-15 AIR.FILE)

TRIM = 6.0 units (gauge indication)
FLAP SETTING = 10*
MAX T/O THRUST = 2.13 EPR
V1 = 136
VR = 142
V2 = 147
INITIAL ROC = 2,000 FPM
FLAP 10 RETRACT SPEED = 180 KIAS (increase ROC to 2,200 FPM)
FLAP 5 RETRACT SPEED = 200 KIAS (increase ROC to 2,500 FPM)
FLAP 2 RETRACT SPEED = 220 KIAS (increase ROC to 2,800 FPM)
FLAP 1/SLAT RETRACT SPEED 240 KIAS (increase ROC to 3,000 FPM)
AFTER T/O CLIMB THRUST = 2.03 EPR


Maintain 2,000 FPM ROC until after gear and flap retraction .... then increase ROC to 3,000 FPM and assume the following climb schedule ....

- Maintain 3,000 FPM ROC until 10,000 FT
- 10,000 FT reduce ROC to 2,500 FPM
- 15,000 FT reduce ROC to 2,000 FPM
- 20,000 FT reduce ROC to 1,500 FPM
- 25,000 FT reduce ROC to 1,000 FPM
- 28,000 FT reduce ROC to 500 FPM
- 30,000 FT reduce ROC to 200 FPM
- 31,000 FT ALT CAPTURE

FL250 CRUISE PERFORMANCE

IAS = 316
GS = 457
MACH = 0.74.5
EPR = 1.78
N1 = 83.0%
EGT = 455
N2 = 86.0%
F/F = 3,300 LBS (X2) = 6,600 LBS per hour

FL280 CRUISE PERFORMANCE

IAS = 307
GS = 467
MACH = 0.77.1
EPR = 1.87
N1 = 85.0%
EGT = 455
N2 = 87.0%
F/F = 3,200 LBS (X2) = 6,400 LBS per hour

FL310 CRUISE PERFORMANCE

IAS = 295
GS = 464
TAS = 483 (295 X 1.64 = 483)
MACH = 0.79
EPR = 1.98
N1 = 87.0%
EGT = 460
N2 = 89.0%
F/F = 3,100 LBS (X2) = 6,200 LBS per hour


B737-200 ADV (P&W JT8D-17) - PAX CONFIGURATION

2X P&W JT8D-17 fanjet engines rated at 16,000 LBS thrust e/a

MGTOW = 117,500 LBS
DEFAULT OVERLOAD = 11,970 LBS

FUEL & PAYLOAD ADJUSTMENT/REDUCTION

LEFT = 100.0%
CENTER = 37.4%
RIGHT = 100.0%
No payload adjustment .... results in 17 LBS overload

PANEL = "TM B737-200 V1.25/V1.26" (HJG JT8D-17 AIR.FILE)

TRIM = 6.0 units (gauge indication)
FLAP SETTING = 10*
MAX T/O THRUST = 2.15 EPR
V1 = 136
VR = 142
V2 = 147
INITIAL ROC = 2,000 FPM
FLAP 10 RETRACT SPEED = 180 KIAS (increase ROC to 2,200 FPM)
FLAP 5 RETRACT SPEED = 200 KIAS (increase ROC to 2,500 FPM)
FLAP 2 RETRACT SPEED = 220 KIAS (increase ROC to 2,800 FPM)
FLAP 1/SLAT RETRACT SPEED 240 KIAS (increase ROC to 3,000 FPM)
AFTER T/O CLIMB THRUST = 1.98 EPR

Maintain 2,000 FPM ROC until after gear and flap retraction .... then increase ROC to 3,000 FPM and assume the following climb schedule ....

- Maintain 3,000 FPM ROC until 10,000 FT
- 10,000 FT reduce ROC to 2,500 FPM
- 15,000 FT reduce ROC to 2,000 FPM
- 20,000 FT reduce ROC to 1,500 FPM
- 23,000 FT reduce ROC to 1,000 FPM
- 26,000 FT reduce ROC to 800 FPM
- 28,000 FT reduce ROC to 500 FPM
- 30,000 FT reduce ROC to 200 FPM
- 31,000 FT ALT CAPTURE

FL250 CRUISE PERFORMANCE

IAS = 331
GS = 468
MACH = 0.77.5
EPR = 1.80
N1 = 83.0%
EGT = 455
N2 = 86.0%
F/F = 3,800 LBS (X2) = 7,600 LBS per hour

FL280 CRUISE PERFORMANCE

IAS = 318
GS = 473
MACH = 0.78.9
EPR = 1.89
N1 = 87.0%
EGT = 455
N2 = 89.0%
F/F = 3,700 LBS (X2) = 7,400 LBS per hour

FL310 CRUISE PERFORMANCE

IAS = 298
GS = 469
TAS = 488 (298 X 1.64 = 488)
MACH = 0.80
EPR = 1.94
N1 = 86.0%
EGT = 450
N2 = 88.0%
F/F = 3,600 LBS (X2) = 7,200 LBS per hour


B737-200C/F/QC (P&W JT8D-17) - FREIGHT CONFIGURATION

2X P&W JT8D-17 fanjet engines rated at 16,000 LBS thrust e/a

MGTOW = 117,500 LBS
DEFAULT OVERLOAD = 11,138 LBS

FUEL & PAYLOAD ADJUSTMENT/REDUCTION

LEFT = 100.0%
CENTER = 41.8%
RIGHT = 100.0%
No payload adjustment .... results in 17 LBS overload

PANEL = "TM B737-200 V1.25/V1.26" (HJG JT8D-17 AIR.FILE)

TRIM = 6.0 units (gauge indication)
FLAP SETTING = 10*
MAX T/O THRUST = 2.15 EPR
V1 = 137
VR = 143
V2 = 148
INITIAL ROC = 2,000 FPM
FLAP 10 RETRACT SPEED = 180 KIAS (increase ROC to 2,200 FPM)
FLAP 5 RETRACT SPEED = 200 KIAS (increase ROC to 2,500 FPM)
FLAP 2 RETRACT SPEED = 220 KIAS (increase ROC to 2,800 FPM)
FLAP 1/SLAT RETRACT SPEED 240 KIAS (increase ROC to 3,000 FPM)
AFTER T/O CLIMB THRUST = 1.98 EPR

Maintain 2,000 FPM ROC until after gear and flap retraction .... then increase ROC to 3,000 FPM and assume the following climb schedule ....

- Maintain 3,000 FPM ROC until 10,000 FT
- 10,000 FT reduce ROC to 2,500 FPM
- 15,000 FT reduce ROC to 2,000 FPM
- 20,000 FT reduce ROC to 1,500 FPM
- 23,000 FT reduce ROC to 1,000 FPM
- 26,000 FT reduce ROC to 800 FPM
- 28,000 FT reduce ROC to 500 FPM
- 30,000 FT reduce ROC to 200 FPM
- 31,000 FT ALT CAPTURE

FL250 CRUISE PERFORMANCE

IAS = 331
GS = 468
MACH = 0.77.5
EPR = 1.80
N1 = 83.0%
EGT = 455
N2 = 86.0%
F/F = 3,800 LBS (X2) = 7,600 LBS per hour

FL280 CRUISE PERFORMANCE

IAS = 318
GS = 473
MACH = 0.78.9
EPR = 1.89
N1 = 87.0%
EGT = 455
N2 = 89.0%
F/F = 3,700 LBS (X2) = 7,400 LBS per hour

FL310 CRUISE PERFORMANCE

IAS = 299
GS = 469
TAS = 490 (299 X 1.64 = 490)
MACH = 0.80
EPR = 1.94
N1 = 86.0%
EGT = 450
N2 = 88.0%
F/F = 3,600 LBS (X2) = 7,200 LBS per hour


B737-200 ADV (P&W JT8D-17A/R) - PAX CONFIGURATION

2X P&W JT8D-17 fanjet engines rated at 16,500 LBS thrust e/a

MGTOW = 119,500 LBS
DEFAULT OVERLOAD = 9,970 LBS

FUEL & PAYLOAD ADJUSTMENT/REDUCTION

LEFT = 100.0%
CENTER = 47.8%
RIGHT = 100.0%
No payload adjustment .... results in 4 LBS overload

PANEL = "TM B737-200 V1.25/V1.26" (HJG JT8D-17R AIR.FILE)

TRIM = 6.0 units (gauge indication)
FLAP SETTING = 10*
MAX T/O THRUST = 2.18 EPR
V1 = 137
VR = 143
V2 = 148
INITIAL ROC = 2,000 FPM
FLAP 10 RETRACT SPEED = 180 KIAS (increase ROC to 2,200 FPM)
FLAP 5 RETRACT SPEED = 200 KIAS (increase ROC to 2,500 FPM)
FLAP 2 RETRACT SPEED = 220 KIAS (increase ROC to 2,800 FPM)
FLAP 1/SLAT RETRACT SPEED 240 KIAS (increase ROC to 3,000 FPM)
AFTER T/O CLIMB THRUST = 1.96 EPR

Maintain 2,000 FPM ROC until after gear and flap retraction .... then increase ROC to 3,000 FPM and assume the following climb schedule ....

- Maintain 3,000 FPM ROC until 10,000 FT
- 10,000 FT reduce ROC to 2,500 FPM
- 15,000 FT reduce ROC to 2,000 FPM
- 20,000 FT reduce ROC to 1,500 FPM
- 23,000 FT reduce ROC to 1,000 FPM
- 26,000 FT reduce ROC to 800 FPM
- 28,000 FT reduce ROC to 500 FPM
- 30,000 FT reduce ROC to 200 FPM
- 31,000 FT ALT CAPTURE

FL250 CRUISE PERFORMANCE

IAS = 331
GS = 468
MACH = 0.77.5
EPR = 1.80
N1 = 83.0%
EGT = 455
N2 = 86.0%
F/F = 3,800 LBS (X2) = 7,600 LBS per hour

FL280 CRUISE PERFORMANCE

IAS = 318
GS = 473
MACH = 0.78.9
EPR = 1.89
N1 = 87.0%
EGT = 455
N2 = 89.0%
F/F = 3,700 LBS (X2) = 7,400 LBS per hour

FL310 CRUISE PERFORMANCE

IAS = 298
GS = 469
TAS = 488 (298 X 1.64 = 488)
MACH = 0.80
EPR = 1.94
N1 = 86.0%
EGT = 450
N2 = 88.0%
F/F = 3,600 LBS (X2) = 7,200 LBS per hour


B737-200C/F/QC (P&W JT8D-17A/R) - FREIGHT CONFIGURATION

2X P&W JT8D-17 fanjet engines rated at 16,500 LBS thrust e/a

MGTOW = 119,500 LBS
DEFAULT OVERLOAD = 11,138 LBS

FUEL & PAYLOAD ADJUSTMENT/REDUCTION

LEFT = 100.0%
CENTER = 41.8%
RIGHT = 100.0%
No payload adjustment .... results in 17 LBS overload

PANEL = "TM B737-200 V1.25/V1.26" (HJG JT8D-17 AIR.FILE)

TRIM = 6.0 units (gauge indication)
FLAP SETTING = 10*
MAX T/O THRUST = 2.18 EPR
V1 = 137
VR = 143
V2 = 148
INITIAL ROC = 2,000 FPM
FLAP 10 RETRACT SPEED = 180 KIAS (increase ROC to 2,200 FPM)
FLAP 5 RETRACT SPEED = 200 KIAS (increase ROC to 2,500 FPM)
FLAP 2 RETRACT SPEED = 220 KIAS (increase ROC to 2,800 FPM)
FLAP 1/SLAT RETRACT SPEED 240 KIAS (increase ROC to 3,000 FPM)
AFTER T/O CLIMB THRUST = 1.96 EPR

Maintain 2,000 FPM ROC until after gear and flap retraction .... then increase ROC to 3,000 FPM and assume the following climb schedule ....

- Maintain 3,000 FPM ROC until 10,000 FT
- 10,000 FT reduce ROC to 2,500 FPM
- 15,000 FT reduce ROC to 2,000 FPM
- 20,000 FT reduce ROC to 1,500 FPM
- 23,000 FT reduce ROC to 1,000 FPM
- 26,000 FT reduce ROC to 800 FPM
- 28,000 FT reduce ROC to 500 FPM
- 30,000 FT reduce ROC to 200 FPM
- 31,000 FT ALT CAPTURE

FL250 CRUISE PERFORMANCE

IAS = 331
GS = 468
MACH = 0.77.5
EPR = 1.80
N1 = 83.0%
EGT = 455
N2 = 86.0%
F/F = 3,800 LBS (X2) = 7,600 LBS per hour

FL280 CRUISE PERFORMANCE

IAS = 318
GS = 473
MACH = 0.78.9
EPR = 1.89
N1 = 87.0%
EGT = 455
N2 = 89.0%
F/F = 3,700 LBS (X2) = 7,400 LBS per hour

FL310 CRUISE PERFORMANCE

IAS = 299
GS = 469
TAS = 490 (299 X 1.64 = 490)
MACH = 0.80
EPR = 1.94
N1 = 86.0%
EGT = 450
N2 = 88.0%
F/F = 3,600 LBS (X2) = 7,200 LBS per hour


T43-A/N43-A (P&W JT8D-9 military service )

2X P&W JT8D-9 fanjet engines rated at 14,500 LBS thrust e/a

MGTOW = 111,500 LBS
DEFAULT OVERLOAD = 4,504 LBS

FUEL & PAYLOAD ADJUSTMENT/REDUCTION

LEFT = 100.0%
CENTER = 76.3%
RIGHT = 100.0%
No payload adjustment .... results in 8 LBS overload

PANEL = "TM B737-200 V1.25/V1.26" (HJG JT8D-9 AIR.FILE)

TRIM = 6.0 units (gauge indication)
FLAP SETTING = 10*
MAX T/O THRUST = 2.04 EPR
V1 = 138
VR = 143
V2 = 148
INITIAL ROC = 1,500 FPM
FLAP 10 RETRACT SPEED = 180 KIAS (increase ROC to 1,800 FPM)
FLAP 5 RETRACT SPEED = 200 KIAS (increase ROC to 2,000 FPM)
FLAP 2 RETRACT SPEED = 220 KIAS (increase ROC to 2,200 FPM)
FLAP 1/SLAT RETRACT SPEED 240 KIAS (increase ROC to 2,500 FPM)
AFTER T/O CLIMB THRUST = 1.98 EPR

Maintain 1,500 FPM ROC until after gear and flap retraction .... then increase ROC to 2,500 FPM and assume the following climb schedule ....

- Maintain 2,500 FPM ROC until 10,000 FT
- 10,000 FT reduce ROC to 1,800 FPM
- 15,000 FT reduce ROC to 1,500 FPM
- 20,000 FT reduce ROC to 1,000 FPM
- 22,000 FT reduce ROC to 800 FPM
- 23,000 FT reduce ROC to 500 FPM
- 24,000 FT reduce ROC to 200 FPM
- 25,000 FT ALT CAPTURE

FL250 CRUISE PERFORMANCE

IAS = 321
GS = 478
MACH = 0.78.0
EPR = 1.90
N1 = 86.0%
EGT = 465
N2 = 89.0%
F/F = 3,400 LBS (X2) = 6,800 LBS per hour


5.01"RECOMMENDED B737-200 DESCENT & APPROACH TO LANDING PROCEDURES"

The following descent procedures assume maximum payload with no more than approximately 20% total fuel remaining prior to the commencement of descent.

These procedures are intended to ensure descent to FL100 by approximately 30 DME from any destination airport or its nearest NAV aid .... and to promote further normal descent and entry to any airport approach circuit/pattern, flying downwind, base, and final approach legues prior to landing.


Descending from FL310 ....

- 110 DME from destination airport .... reduce engine thrust to N2 80% .... maintain level flight to aid airspeed reduction to less than 280 KIAS prior to commencing descent.
- 100 DME from destination airport .... commence 2000 FPM ROD .... reduce engine thrust to N2 70%.
- Passing through FL175 .... set altimeter barometric pressure indication to 2991/1012 (or as required).
- Passing through FL150 .... reduce engine thrust N2 65 %.
- Passing through FL100 .... reduce ROD to 1000 FPM .... adjust engine thrust (as required).
- FLAP 1 = 250 KTS (downwind legue) - adjust engine thrust to control drag induced speed reduction.
- FLAP 2 230 KTS (base legue) - adjust engine thrust to control drag induced speed reduction (as required).
- FLAP 5 210 KTS (base legue) - adjust engine thrust to control drag induced speed reduction (as required).
- FLAP 10 = 190 KTS (final approach legue) - adjust engine thrust to control drag induced speed reduction (as required).
- GEAR DOWN = 180 KTS (final approach) - adjust engine thrust to control drag induced speed reduction (as required).
- FLAP 15 = 170 KTS ILS/GS intercept (final approach) - adjust engine thrust to control drag induced speed reduction (as required).
- FLAP 25 = 150 KTS (final approach) - adjust engine thrust to control drag induced speed reduction (as required).
- FLAP 30 = 140 KTS (final approach) - adjust engine thrust to control drag induced speed reduction (as required).
- FLAP 40/FULL FLAP = 130 KTS - adjust engine thrust to control drag induced speed reduction (as required).

The above flap/gear airspeed recommendations should ensure an approach to landing pitch attitude which varies between -0/+1 (degrees) .... in accordance with the recommended MLW and flap/gear extension airspeeds.

APPROACH TO LANDING AIRSPEED -with full flaps and landing gear extended = 124-128 KTS (depending on B737-200 type and simulated weight).

- 100 FT .... disengage AP.
- 20 FT .... Flare to land and reduce engine power.

LANDING VAT (with full flaps and landing gear extended) ....

- B737-200 JT8D-7 = 125/126KTS
- B737-200/200C JT8D-9 = 126/127 KTS
- B737-200/200C JT8D-15 = 127/128 KTS .... "COMMING SOON"
- B737-200/200C JT8D-17 = 128/129 KTS

- B737-200/C/F/QC ADV/CT-43A JT8D-9 = 122/123 KTS
- B737-200/C/F/QC ADV JT8D-15 = 123/124 KTS
- B737-200/C/F/QC ADV JT8D-17 = 124/125 KTS
- B737-200/C/F/QC ADV JT8D-17A/R = 125/126 KTS

T-43A JT8D-9 = 131/132 KTS

PLEASE NOTE: Recommended VAT is dictated by B737-200 engine type/weight assignments.

- Deploy wing spoilers immediately upon ground contact.
- Derotate to land the NG.
- Apply reverse thrust.
- 80-60 KTS .... cancel reverse thrust.
- Vacate RWY and retract wing spoilers and flaps.
- Select Landing lights "OFF".
- Select Taxi lights "ON".
- Start and configure APU.
- Continue taxiing to gate.


Mark C
AKL/NZ