How do I fly a Boeing 737 in a flight simulator?

To fly a Boeing 737 in a flight simulator, configure the aircraft and controls, load a valid route, enter performance data in the FMC, start and taxi with the checklist, fly take-off using the flight directors, manage LNAV/VNAV and MCP modes, then set up and complete a stabilised approach and landing.

In our Aviation & Real-World Flying coverage, the central 737 skill is mode awareness rather than memorising switch positions. The workflow applies across MSFS, X-Plane, Prepar3D and FSX, but system depth varies greatly. Follow the checklist supplied with your aircraft because the 737 Classic, NG and MAX are not interchangeable.

Which Boeing 737 should you learn in?

Choose a 737 model whose system depth matches what you want to practise. A simplified aircraft teaches basic handling and navigation; a study-level model expects accurate electrical, pneumatic, FMC and automation procedures. Our comparison of 737 add-ons for the main simulators explains what to look for before committing to one cockpit.

For a first full sector, use an engines-running gate start and a short route in calm weather. Add the cold-and-dark procedure after you can operate the MCP, interpret the flight-mode annunciator and manage the aircraft's speed.

What controls do you need?

You need reliable pitch, roll, yaw, thrust, trim and braking controls; extra panels are optional. A joystick or yoke, throttle and rudder pedals make the 737 easier to handle, but the cockpit switches can be operated with a mouse.

• Bind pitch and roll to the main stick or yoke axes.
• Bind rudder, wheel brakes and nose-wheel steering where the aircraft provides a separate steering control.
• Assign both engines to a throttle axis; separate levers are useful but not required.
• Keep pitch trim, flaps, landing gear, speedbrake, TO/GA and autopilot disconnect within easy reach.
• Use only enough dead zone to stop noisy axes. Large sensitivity curves make rotation and flare harder to judge.

A mistake we see constantly is leaving the same command on two devices. If the throttles jump, the brakes remain partly applied or the autopilot disconnects without warning, inspect every connected controller for duplicate or noisy bindings.

A complete Boeing 737 flight, step by step

A manageable first flight uses a straightforward IFR route, a long departure runway and an arrival with a published instrument approach.

1. Plan the flight. Select departure and arrival runways from the weather, then choose a route, SID, STAR and approach that connect sensibly. A navigation-data mismatch can cause missing waypoints or procedures, so check that the planner and aircraft use compatible data.
2. Establish cockpit power. For a cold start, use external power or the APU, configure standby power and begin IRS alignment early. Enter the aircraft position if the model requires it. Exact electrical and pneumatic flows differ, so use the add-on's checklist rather than copying an NG sequence into a Classic or MAX.
3. Program the FMC. Enter the position, route, departure, arrival, cruise level, reserves, cost index and take-off data. Activate and execute the route, inspect every leg and resolve only genuine discontinuities; some gaps deliberately represent radar vectors. Our step-by-step 737 FMC programming workflow covers this part in detail.
4. Set the MCP and take-off configuration. Set both flight directors, initial cleared altitude, runway or departure heading, take-off speed and the intended lateral and vertical modes. Do not put cruise altitude in the MCP when the departure clearance stops lower. Set the calculated flaps and stabiliser trim, arm the autothrottle as required and complete the before-start checklist.
5. Start the engines. Secure the aircraft, establish bleed air and place the start switch to ground for the selected engine. On many simulated 737NGs, fuel is introduced near 25% N2, but the exact indication and sequence must come from that aircraft's checklist. After both engines stabilise, configure generators, packs, hydraulics, probe heat and anti-ice as required.
6. Taxi slowly. Release the parking brake only after confirming the area is clear. Use small thrust changes, avoid riding the brakes and test the flight controls and brakes before reaching the runway. Recheck flaps, trim, speedbrake, flight instruments and take-off speeds.
7. Fly the take-off. If the take-off configuration warning sounds as thrust increases, stop and correct the problem. Stabilise the engines, select TO/GA and keep the aircraft on the centreline. At VR, rotate smoothly at roughly two to three degrees per second towards the flight-director command. Select gear up after a positive climb and do not engage the autopilot below the aircraft's permitted height, normally 400 ft AGL in a 737.
8. Clean up and climb. At acceleration altitude, lower the nose as commanded and retract flaps on the displayed speed schedule. Confirm the intended modes on the flight-mode annunciator rather than trusting illuminated MCP buttons. During cruise, monitor fuel, route progress, pressurisation, weather and the next altitude constraint.
9. Prepare the descent early. Check the arrival, approach, runway, minima, landing weight, VREF, autobrake and missed-approach procedure before top of descent. Lower the MCP altitude when cleared; VNAV normally will not descend through a higher selected altitude. Use our detailed 737 descent and approach setup for flap scheduling, energy management and ILS interception.
10. Fly a stabilised approach and landing. Reduce speed progressively, selecting each flap setting below its limit. For an ILS, intercept the localiser from a sensible angle and capture the glideslope from below. Disconnect the autopilot and autothrottle according to your chosen procedure, flare gently near the runway and close the thrust levers. After touchdown, verify speedbrake deployment, use reverse thrust and brake while maintaining the centreline.
11. Park correctly. Clear the runway before changing configuration. Retract the flaps, disarm the speedbrake, start the APU if needed and complete the after-landing and shutdown checklists at the stand.

How do LNAV, VNAV and the MCP work together?

The FMC contains the planned path, while the Mode Control Panel tells the aircraft which parts of that plan it is allowed to follow. The active and armed modes shown across the top of the primary flight display are the final authority.

After every mode selection, read the flight-mode annunciator and ask what is active now, what is armed next and who controls speed. If the aircraft turns or pitches unexpectedly, disconnect the automation, fly manually and simplify the problem. For persistent faults, use these targeted LNAV and VNAV checks.

Boeing 737 take-off and landing speeds

There is no universal 737 take-off or landing speed. V1, VR, V2 and VREF depend on variant, weight, flap setting, runway length, wind, temperature, pressure, runway condition, thrust setting and anti-ice use.

Use the aircraft's FMC, electronic flight bag or supplied performance tool. Enter the calculated speeds on the appropriate take-off or approach page and verify that the speed bugs appear. Do not rotate at a memorised number or approach at a fixed speed copied from another flight.

For landing, fly the calculated VREF plus only the wind or safety additive required by the modelled procedure. Excess speed causes floating and runway overruns; too little speed produces high angle of attack, poor flare authority and possible stick-shaker activation.

How do you know when the approach is stable?

A 737 approach is stable when the aircraft is on the correct lateral and vertical path, fully configured, on target speed, using a manageable descent rate and requiring only small corrections.

• Adopt 1,000 ft above the runway in instrument conditions and 500 ft in visual conditions as useful simulator decision gates; airline policies differ.
• Complete the landing checklist and establish the planned flap, gear, speed and thrust before the applicable gate.
• A sustained descent above roughly 1,000 ft per minute needs a clear reason and extra scrutiny.
• Go around if the aircraft is not stable, the runway is not clear or the approach cannot be completed within limits.

On a normal approach, begin a small flare around 20 to 30 ft radio altitude and smoothly reduce thrust. Do not haul the nose up or hold it off like a light aircraft: excessive pitch risks a tail strike, while excess speed produces a long float. After touchdown, let the nose wheel lower gently and keep reverse thrust symmetrical.

Common 737 simulator failures and fixes

Most failed flights come from incomplete setup, poor energy planning or misunderstanding the active automation mode.

• LNAV flies the wrong way: verify that the route is active, the correct leg is sequenced and no unexpected discontinuity remains.
• VNAV will not descend: select a lower MCP altitude, check that the aircraft has reached top of descent and inspect altitude constraints for an impossible profile.
• The autothrottle fights the hardware: remove duplicate throttle bindings, add a small dead zone and use the add-on's throttle synchronisation option if one is provided.
• The autopilot keeps disconnecting: check for control-axis noise, manual pressure on the controls, excessive trim imbalance or an invalid flight-director condition.
• The ILS does not capture: confirm the frequency and course, identify the signal, intercept the localiser at a modest angle and approach the glideslope from below.
• The aircraft is too high and fast: reduce speed earlier, use LVL CHG or speedbrake deliberately and avoid extending flaps above their limit speeds. If the approach cannot be stabilised, go around rather than forcing the landing.
• The take-off warning sounds: reject before committing to the take-off and check flaps, stabiliser trim, speedbrake and parking-brake configuration.

Using a 737 simulator as a learning tool

A desktop 737 is valuable for learning cockpit flows, FMC logic, instrument scanning, energy management and automation discipline. It does not qualify anyone to operate the real aircraft, and simplified add-ons may omit protections, failures or system dependencies. Treat the aircraft's supplied documentation as the authority for that simulation and use consistent checklists on every flight.