User Guide

and
Flight Tutorial

iFly Jets
The 737MAX8
for MSFS 2020
Version 1.0

The iFly Developer Team

Introduction

This flight tutorial and user guide are only for the iFly MAX8. The purpose of the tutorial is to help users familiarize
themselves with the iFly MAX8 simulation by leading them through the steps required to simulate a scheduled
airline flight. The user manual and tutorial explain all steps to configure the aircraft and use onboard systems
necessary for flight. Basic aviation knowledge is presumed. This tutorial is suitable for those who can already
successfully operate the default aircraft provided by Microsoft Flight Simulator, but are unfamiliar with complex
simulations. Even if you are a flight simulator veteran, it is recommended that you take the time to read through
this tutorial as the iFly simulation closely models the real MAX8.

After completing this tutorial and studying the Operation Supplement, users will be able to operate all systems of
the iFly MAX8 much like the real aircraft is operated.

THIS USER GUIDE AND TUTORIAL IS FOR THE iFly MAX8 ONLY, AN ADD-ON FOR Microsoft Flight
Simulator (MSFS). IT IS STRICTLY FORBIDDEN TO APPLY ANY INSTRUCTIONS GIVEN BY THIS TUTORIAL
TO ANY SITUATION THAT INVOLVES REAL AVIATION.

The flight used as the example in this tutorial is from Denver International Airport (KDEN) to San Francisco
International Airport (KSFO). The situation starts with a cold and dark aircraft. All screenshots are from the beta
version of the aircraft, and may be different from the final version. Also, for clarity some screenshots from the P3D
v5 2D panels are used. They are exactly the same as the MSFS VC panels.

This User Guide and Tutorial consists of a description of Flight 1 Manager functions and MSFS and aircraft set up,
flight plan entry and the takeoff, climb, cruise, descent, approach and landing phases of a simulated airline flight.
Also see the Operation Supplement for details of how the Flight Management System functions and other technical
functions of the software. Many aspects of the Supplement are purely for your information and are not part of the
tutorial flight. However, the examples may be applied in any simulated flight.

Default scenery is used for this tutorial:

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 iFly Manager
Early adopters will have used the iFly Manager to install the iFly MAX8 for MSFS2020. The Flight 1 product page.
also has a purchase and installation method using the Flight 1 Agent, which also downloads the iFly Manager.
Users needing to download the iFly Manager should go to: https://ifly.flight1.net/manager

After installation the Manger provides a number of very useful functions:

Livery Installation:

Click on “Install” for the livery you desire and the Manager will automatically uninstall it. After installation, you will
see “Uninstall” in red. Click that should you wish to uninstall a livery.

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Managing your order:

Users may refresh the MAX8 license on their pc, uninstall the MAX8, open the MAX8 Plugin to create an airport
map database for the EFB, and open the MAX8 “Work” folder to edit existing files. NOTE: This is an advanced
function and should not be used without a complete understanding of the files in the “Work” folder.

Manager settings:

From this screen users may access their Flight 1 Account, set the iFly Plugin to start on MSFS start by adding the
Plugin to the EXE.xml (as necessary), edit the EXE.xml or remove the EXE.xml. The MSFS2020 Community folder
may be changed or browsed and Downloads and the EXE.xml folders may be browsed.

The Manager also provides links to MAX8 documentation and the Flight 1 Discord, where support is provided.

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Preparation

In order to verify that your Microsoft Flight Simulator status is the same as used in this tutorial, some
configuration by you is necessary. You must also configure the aircraft’s weight and other parameters.

MSFS Configuration

In order for the iFly MAX8 to operate properly, certain changes must be made to MSFS settings.

A. Mouse Use: There are two methods of mouse use:

(1) MSFS. To use this mouse method navigate to the following folder (Community\ifyaircraft-
737max8•••):

Open the VCStyle folder (double click it) and then open one of the following folders:

In this example, we will use the MSFS mouse method. Copy the file shown in the following screenshot:

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 And paste the file into the folder boxed in red in the following screenshot:

(2) iFly. To use the iFly mouse method (right and left click and scroll wheel), make the following setting
change in MSFS GENERAL OPTIONS\ACCESSIBILITY after copy/paste of the proper file as above:

“LOCK” permits independent left and right mouse clicks to control MAX8 flight deck functions.
It also allows the mouse wheel to scroll up for Forward and scroll down for Backward functions.

B. GENERAL OPTIONS\FLIGHT MODEL: Set to “MODERN”

C. GENERAL OPTIONS\MISC\UNIT OF MEASURE: Set to “US SYSTEM”. Note this is required for
the tutorial flight.

D. ASSISTANCE OPTIONS:
(1) Take-Off Rudder – OFF
(2) Automixture – OFF
(3) Assisted Takeoff - OFF

E. It is up to each user to decide the best settings for their purposes. That said, we recommend the
following:
(1) Under FLIGHT CONTROL SURFACES\SECONDARY CONTROL SURFACES – assign
TOGGLE ARM SPOILERS to a controller key or keyboard combo.
(2) Under GENERAL OPTIONS\SOUND:
a. HEADPHONE SIMULATION – OFF
b. ACTIVE SPATIAL SOUND – OFF
c. Set sound sliders as desired

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 F. Assign MSFS controls to joysticks, yokes and brakes as desired.

G. Do not set any weather (WX). The tutorial flight does not use it, which avoids that variable.

iFly Plugin (Tool)

The iFly Tool loads when the MAX8 is loaded and minimizes to the system tray, and is a required component of
the iFly software: It provides communication between the MAX8 and MSFS. It is also used to read and compile
a data base of stock and add on airport maps for use by the EFB, which must be done when MSFS is not running.

The Tool also provides an alternate means of assigning MAX8 controls to key assignments:

After key combinations are assigned in the Tool Key Assignment drop down, the same key combinations are
assigned to buttons, switches, etc. in FSUIPC, or other utility. See the FSUIPC documentation for details.

IMPORTANT: Ensure the Tool is not running in the Windows System Tray before loading
the MAX8. Do Not Close the Tool while using the MAX8 in MSFS!

Aircraft Configuration

The iFly MAX8 is configured and loaded using the Electronic Flight Bag (EFB). There is an EFB on the left and
right sides of the flight deck, and each EFB is independent. The EFB is similar to an ordinary tablet, and can be
operated by clicking and dragging the screen. You can also click the selection and function keys on the bezel to
initiate the corresponding functions. The following describes how to use the EFB for the tutorial flight. See the
separate manual for more information about the EFB.

To first access the EFB, in MSFS, load the iFly MAX8 at KDEN, Gate 35 (the aircraft will load
in the cold and dark state). Then move your view to the Captain’s EFB (CTRL+3) and click the “PWR”
button on the upper right hand EFB bezel. You will see the following:

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Using the EFB, we can configure the aircraft for desired options and load the tutorial flight passengers (PAX),
cargo and fuel.

NOTE: All iFly MAX8 models MUST be configured with the EFB. Do not use third party tools for this

Now click “SYSTEM PAGE” on the EFB. The following page displays:

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Next click “APPLICATION PREFERENCES” and the following page will display:

For this tutorial, set the options on the page as shown above. IMPORTANT NOTE: Be certain to click “SAVE”
at the bottom left of this page. This also applies to all EFB pages.

NOTE: Clicking “Set Separate” on the APPLICATION PREFERENCES produces the following page:

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“Set Separate” is not used for this tutorial, but the page is shown for future reference.

Now click the large left-hand arrow on the top EFB bezel, which will display the “SYSTEM” page again.

Next click “SIM MENU” (green type) on the lower left-hand corner of the SYSTEM page. The following will display:

Each Tab on the “SIM MENU” page has multiple options which users may set. For options for this tutorial, click on
“PANEL STYLE”, and the following page will display:

Next click on each “PANEL STYLE” tab and set options as shown in the following screenshots (NOTE: remember
to click “Set” on each tap before leaving it. Click “BACK” to return to the “PANEL STYLE” page.

PANEL STYLE “GENERAL” PAGE

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NOTES: (1) Special attention should be g i v e n in order to c o n f i r m that U . S . S y s t e m
as shown on the “General” tab on the left above is set for this
t u t o r i a l . (2) Do not check Independent Nose Wheel steering if you do not have rudder pedals.

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 PANEL STYLE “AUTOPILOT” PAGE

PANEL STYLE “PRIMARY FLIGHT DISPLAY” PAGE

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 PANEL STYLE “NAVIGATION DISPLAY” PAGE

PANEL STYLE “MULTI-FUNCTION DISPLAY” PAGE

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 PANEL STYLE “GROUND PROXIMITY WARNING SYSTEM” PAGE

PANEL STYLE “RUNWAY AWARENESS AND ADVISORY SYSTEM” PAGE

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 PANEL STYLE “CONTROL DISPLAY UNIT” PAGE

NOTE: U n d e r C D U \ A C A R S Set Wind Data Source only if desired. See the Operation
Supplement for details.

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 PANEL STYLE “OTHER SYSTEMS” PAGE

PANEL STYLE “MISCELLANEOUS” PAGE

NOTE: When “Pause SIM (X) nm before T/D” is checked, the ND DU screen will split and the message
“Click Here to Unpause SIM” will display when the simulation pauses. Only 2X acceleration is supported.

Please be certain that all the options are set according to the screenshots above and that “SET” was
clicked prior to leaving each page.

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Aircraft Load

IMPORTANT NOTE: What follows is but one method to load the iFly Jets MAX8 and is used to teach details
of the EFB. See the Operation Supplement for other methods to load the aircraft.

Now the EFB will be used to load passengers (PAX), cargo and fuel. On the EFB “MAIN MENU” page click
“PERFORMANCE” and the following will display. Click ‘READ MSFS DATA”. Note: this is a required step.

The EFB page shown above is complex. Now, we are concerned only with “PAX”, “CARGO” and “FUEL”. After
clicking “READ MSFS DATA” the data in the fields for each of those clickable Tabs is shown in magenta, as above.
It may or may not correspond to what is needed for the tutorial. Click on “PAX”, “CARGO” and “FUEL” in turn set
the data according to the following screenshots by clicking on each data box and using the virtual keyboard to
enter data:

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Make note the “ZFW” (Zero Fuel Weight) of 124,607 pounds on the screenshot above. It is for use later in the
tutorial.

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When data entry is complete click the “PAX” tab then on “SET MSFS PAYLOAD”. Next click on the “FUEL” tab
then on “SET MSFS FUEL”. Then click “COMPLETE” which displays the EFB “PERFORMANCE” page. At this
point, we need only the CG (%) data from this page.

Make a note of the CG (%) above: 19.9. You will need this later for the Tutorial Flight. Finally, return to the EFB
MAIN MENU by clicking the “MENU” button on the top left of the EFB bezel, which completes use of the EFB at
this time.

When not needed either or both EFBs may be hidden by clicking on upper right corner bezel screw of either EFB:

Click

To display either EFB, click the sill on the relevant side of the flight deck:

Click

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Cabin Lighting:

Cabin lighting may be controlled from the forward and aft Attendants’ Panels, which are located on
the bulkhead by the forward entry door and in the Aft Galley:

Click in two opposite corners of the screen to activate the panel. A screensaver will engage
if the system is not being used.

Load the Tutorial Flight Plan

With the aircraft loaded with pax, cargo and fuel and properly configured and MSFS set for MAX8
operation, it’s time to start the Tutorial Flight. A flight plan is provided with the installation.

The EFB should already be on the “MAIN MENU” page. On that page click “SYSTEM” then click “SIM
MENU” (in green). With the “SIM MENU” open, click “SAVE AND LOAD” and the following page will
display:

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Then in the LOAD FlightPlan box click “KDENKSFO” (will highlight in green) then click
“Load FlightPlan”.

The iFly MAX8 is now at KDEN gate A35 in a Cold and Dark state with the tutorial flight
plan loaded.

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Instrument Panels iFly MAX8 User Guide

Instrument Panels
Before actually operating aircraft systems, let's take some time to familiarize ourselves with our
“office”.

In the following screenshots, each panel is numbered for quick reference in the tutorial discussion
which follows.

1
6 12

7 17
2
8 13
5
3
9 14
15
4 10 18
16
11
19 20 21 22
Forward Overhead Panel

1. Flight control panel.

2. Navigation selection panel.
3. Display source control panel.
4. Fuel control panel.
5. Electrical panel.
6. Overhead/Circuit Breaker Panel Light Control panel.
7. Lavatory fire alarm panel.
8. Equipment cooling panel.
9. Cabin Emergency Exit light panel.
10. Cabin and ground call panel.

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Instrument Panels iFly MAX8 User Guide

11. Wiper control panel.

12. Anti-icing system panel.
13. Hydraulic Pumps panel.
14. Door indicating panel.
15. Cockpit voice recorder panel.
16. Cabin pressurization indicator.
17. Bleed air and air conditioning system control panel.
18. Cabin pressurization system control panel.
19. External lighting system control panel.
20. APU control panel.
21. Engine start control panel.
22. External lighting system control panel.

23 24 25 26
31
27 28 29
30

32 33 34

35 36 37
Left Forward Panel

23. Left timer control panel.

24. Left warning light panel.
25. Left Electronic Flight Information System (EFIS) control panel.
26. Mode Control Panel (MCP).
27. Left side warning light (glide path deviation warning light, cabin altitude, takeoff warning).
28. Left Autopilot / Autothrottle Indicators.
29. Various warning lights (spoiler preposition indicator and warning light, trim warning light).
30. Integrated Standby Flight Display.
31. Speedbrakes Extended light.
32. The left outer display screen.
33. The left inner display screen.
34. Landing gear control panel.
35. Left light control panel.

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Instrument Panels iFly MAX8 User Guide

26 38 39 40
31 41 42
29
30

43 44
34

37 45 46 47
Right Forward Panel

26. Mode Control Panel (MCP)

29. Speedbrakes Extended light
30. Integrated Standby Flight Display
31. Speedbrakes Extended light
34. Landing gear control panel
37. Engine display control panel and automatic brake panel.
38. Right EFIS control panel.
39. Right warning light.
40. Right timer control panel.
41. Right Autopilot / Autothrottle Indicators.
42. Right side warning light (glide path deviation warning light, cabin altitude, takeoff warning).
43. The right inner display screen.
44. The right outer display screen.
46. GPWS control panel.
47. Lighting control panel.

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Instrument Panels iFly MAX8 User Guide

48

49 50 51

52 53 54
56
55 57

58 59

60 61 62
Aft Electronic Panel

48. Engine Overheat/Fire Protection Panel.

49. Radio Tuning Panel No. 1.
50. Cargo compartment fire panel.
51. Radio Tuning Panel No. 2.
52. Multi-Mode Navigation Control No. 1.
53. Weather radar panel.
54. Multi-Mode Navigation Control No. 2.
55. Audio Control Panel No. 1.
56. Transponder panel.
57. Audio Control Panel No. 2.
58. Radio Tuning Panel No. 3.
59. ADF panel.
60. Lighting control panel.
61. ALIERON and Rudder Trim control panel.
62. STAB Trim and Door control panel.

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Instrument Panels iFly MAX8 User Guide

67

66 68 70
64
69 71
65
72 73 74 75
Aft Overhead Panel

64. Emergency Locator Transmitter panel.

65. Leading Edge Devices Annunciator panel.
66. IRS control panel.
67. Audio Control panel No. 3.
68. Engine panel.
69. Oxygen system control panel.
70. Flight data recorder and overspeed warning system control panel.
71. Stall warning system control panel.
72. Not simulated.
73. Not simulated.
74. Dome Light Control panel.
75. Landing Gear Indicator lights.

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Instrument Panels iFly MAX8 User Guide

37
36 45

76 77
79
78 78

81
80 82 83
FWD Electronic Panel and Control Stand

36. Left Control Display Unit (CDU)

37. Engine display control panel and automatic brake panel.
45. Right Control Display Unit (CDU).
76. Spoiler handle.
77. Flap handle.
78. Stabilizer Trim Wheel and Indicator.
79. Throttle and thrust reverser handles.
80. Parking brake control and display panel.
81. Engine Start levers.
82. Landing Gear Warning Cutout Switch.
83. Horizontal stabilizer trim control panel.

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Instrument Panels iFly MAX8 User Guide

Now, Let’s go iFlying! Enter the Flightdeck.

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Electrical Power Up iFly MAX8 User Guide

Electrical Power Up
The aircraft is now in the Cold and Dark state, so the first thing we need to do is to establish normal electrical
power.

Tip: When engines, APU, and batteries are off and the external power supply is not connected, the aircraft is
in the Cold and Dark state. However, this does not mean that all power systems of the aircraft are out of
service: there is a HOT BATTERY BUS. The power source is the battery and is not controlled by the battery
switch (Panel 5). As an example of its use, when the fuel filler panel on the right wing is opened, the fuel filler
panel obtains power from the HOT BATTERY BUS to activate the panel display and fuel valve.

On the FWD Overheld Panel:

1. Check the battery switch (Panel 6) to confirm that the switch
guard cover is closed. Mouse click on the guard cover to open
it. If the switch is in the "ON" position, the cover will
automatically close after about 1 second. If the switch is OFF Guard
the cover cannot be closed. closed

2. Check the STANDBY POWER switch (Panel 6) to confirm

that the cover is closed. If the switch is in AUTO, the cover will
close automatically after about 1 second. If the switch is in BAT
or OFF, the cover cannot be closed.

Guard
closed

Note: Do not put the battery switch in OFF unless the "Secure Procedure" is performed after landing.

Note: The STANDBY POWER switch has 3 positions, BAT, OFF and AUTO. This switch is used to toggle
which power source is used as backup power. BAT indicates that only the battery will be used as the backup
power source. AUTO connects the battery and the Transformer Rectifier for backup power. OFF disconnects
backup power.

The aircraft is now powered by the batteries, which can provide power for only a limited time. Before connecting
external or APU power, we must check the status of alternate flaps, hydraulic and landing gear components to
ensure they are in the correct position.

Guard
3. Alternate flaps are electrically powered, so we need to closed
confirm that the system is OFF. Check the ALTERNATE
FLAPS master switch (Panel 1) to confirm that the cover is
closed (the cover is closed when the switch is OFF.)

Note: Normally flaps are “driven” by the hydraulic system. If the hydraulic system fails, electric power and the
backup hydraulic system may be used to retract the wing trailing edge (TE) flaps and leading edge (LE)
devices. To do this, first set the ALTERNATE FLAPS master switch to ARM, then extend or retract the flaps
with the switch to the right of the guard. The switch will return to OFF when released.

NOTE: LE devices can be lowered by the backup hydraulic system, but not retracted. TE flaps can be extended
and retracted via the electrical system.

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Electrical Power Up iFly MAX8 User Guide

4. Confirm that the left and right windshield wiper selectors

(Panel 11) are in PARK position. PARK

Note: When the wipers are in the INIT position, they run about
every 7 seconds.

5. Then check that the electro-hydraulic pump switches (Panel

13) are OFF.
OFF
Memory Item: The No. 1 pump switch is on the right and the
No. 2 pump switch is on the left.

Note: The hydraulic system of the MAX8 is divided into A system, B system and the backup standby hydraulic
system. The standby hydraulic system will be introduced later. Here we will introduce the A and B systems.
The A and B systems each consist of a hydraulic pump driven by an engine and an electric hydraulic pump
powered by the AC bus. When the hydraulic switch is ON, the corresponding pump starts. If the output pressure
of the hydraulic pump is low, the LOW PRESSURE warning light above the switch will display. The electric
hydraulic pumps have an OVERHEAT warning light, which display when an electric hydraulic pump overheats
or is faulty.

On the Main Instrument Panel (MIP):

6. Check the landing gear lever (Panel 34) to confirm it is DN.

Three
7. Confirm that the three green LEDs above the handle display Green
and the three red LEDs are not displayed. The green lights
indicate the corresponding landing gear is lowered and locked.
If the landing gear is not locked or if the corresponding landing
gear is not in the same position as the landing gear handle, red
lights display. DN

Now we have checked everything required before establishing external power or power from the APU. Here,
there are two options, (1) connect and set external power or (2) start the APU to power the aircraft. Either of
these sources supply sufficient power. In order to describe how to start and connect these power sources, we
will first establish external power, then start the APU and connect its power supply, and then disconnect
external power.

For external power:

8. As there is no ground crew to connect a power cart, we can

only simulate this process as closely as possible. First, confirm
SET
that the parking brake on the Control Stand (Panel 80) is pulled
up and that the parking brake light is illuminated. External
power will not connect unless the parking bake is ON.

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Electrical Power Up iFly MAX8 User Guide

9. Open the EFB. Click PWR ON -> SYSTEM PAGE -> SIM
MENU -> Ground Support – > Electric. Click Connect and then
SET. This will mobilize the ground power car and connect the
cables to the aircraft. Note that most of the options on the
Ground Support page are displayed only after the aircraft is
parked on the ground and the parking brake is ON. At other
times the Electric option is grayed out.

GRD
POWER
10. Back to the flight deck and now we're looking at the FWD
Overhead panel. The blue GRD POWER AVAILABLE light AVAILABLE
(Panel 5) is illuminated, indicating that the ground power supply ON
is connected and meets aircraft power requirements.
TRANSFER
11. There is a GRD PWR switch (Panel 5) below the light. BUS OFF
Click this switch to move it down to ON. The switch is spring
loaded and will automatically return to the neutral position. This SOURCE
connects the ground power supply to the AC transfer busses. OFF
Now confirm that the STANDBY PWR OFF, TRANSFER BUS
OFF and SOURCE OFF lights are all off (Panel 5).

STANDBY
PWR OFF
Note: The GRD POWER AVAILABLE light will be on when external power is connected, even if the aircraft is
in a state of no power.

Note: The STANDBY PWR OFF light on means that the AC standby bus, the DC standby bus or the Battery
bus is disconnected with the Battery switch ON.

Note: A TRANSFER BUS OFF light displays when a corresponding AC transfer bus has no power.

Note: A SOURCE OFF light displays when the corresponding AC transfer bus is not powered by the selected
power source. For example, when the left AC transfer bus is powered by the right power supply, the light
displays. Generally, the left and right AC transfer buses are powered by their own power sources (engine,
APU, external power supply) and operate independently. However, when the power source is invalid, the two
AC transfer buses are connected through the Bus Tie Breaker (BTC), and the AC transfer bus on one side will
supply power to the AC transfer bus on the other side. In this case, the corresponding SOURCE OFF light will
display.

Now we have successfully powered the aircraft with an external power supply, and will next start the APU. The
following operations may be performed while using only the external power supply, but in order to explain the
usefulness of each power source, we will start the APU and connect power for the aircraft to it. If you do not
want to start the APU, ignore the following and skip to the Preliminary Preflight Procedure section.

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Electrical Power Up iFly MAX8 User Guide

12. Before starting the APU, we need to do some checks.

Locate the APU fire alarm switch (Panel 48) on the After NORMAL
Electronic Panel and confirm that the switch is not pulled out
and is in its normal position. Then check the OVERHEAT NORMAL
DETECTOR switch to confirm that it is in NORMAL (middle)
position

FAULT

13. Click the OVERHEAT DETECTOR test switch (Panel 48) APU DET
to the left to FAULT/INOP to test the fault detection loops for INOP
both engines and the APU. During the test, the MASTER
FAULT/INO
CAUTION light, OVHT/DET annunciator, FAULT light, APU
DET INOP light on Panels 24 and 39 will display.
MASTER
CAUTION

OVHT/DET

Note: FAULT light displays to indicate the fault monitoring system is not available.

Note: APU DET INOP displays to indicate the APU detector loop is not available.

Note: There are warning light panels (Panels 24, 29) to the left and right of the MCP. The red Master fire
warning light and the amber Master warning light on each side are linked. Two System Annunciator Panels
with 6 warning lights each are called “Six Packs”, and each displays different system faults. For example, the
OVHT/DET light corresponds to the fire alarm system, and any fire alarm will cause the OVHT/DET light to
display. Display of a System Annunciator Panel warning triggers the associated main warning light to display.

14. Click the OVERHEAT DETECTOR test switch (Panel 48) Master
to the right into OVHT to test the overheat and fire detection FIRE MASTER
loops of the two engines, APU and wheel well fire detectors. CAUTION
During the test, the fire alarm bell will sound and the Master
FIRE WARN light, Master CAUTION light, OVHT/DET
annunciator light, WHEEL WELL fire warning light (Panels OVHT/DET
24, 39) will display. Click the Master FIRE WARN light to
turn off the lights and stop the fire alarm bell. The two engine
and APU fire alarm lights and both ENG OVERHEAT lights
display until the end of the test.

ENG 2
WHEEL OVERHEAT
WELL

ENG 1 APU fire

OVERHEAT switch

OVHT/FIRE

ENG 1 fire ENG 2 fire

switches switches

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Electrical Power Up iFly MAX8 User Guide

Note: The fire alarm system will continuously detect the temperature of the engines. Temperature is divided
into three modes: normal engine overheating, and engine fire alarm. " ENG 1 OVERHEAT " and " ENG 2
OVERHEAT " lights correspond to engine overheating. If the temperature reaches the engine fire temperature,
the warning lights on the ENG fire switches (Panel 48), the Master fire warning light (Panels 24 and 39), the
warning lights on the Engine Start Levers (Control Stand Panel 81), display and the fire warning bell is
triggered.

15. The last component that needs to be tested before

starting the APU is the fire extinguisher bottles. Click the
EXTINGUISHER TEST switch (Panel 48) left to the "1" 1, then 2
position. Confirm that all green lights under the switch
display. The switch automatically returns to the center
position, and the three green lights will be OFF. Click the
EXTINGUISHER TEST switch right to the "2" position to
repeat the test.
Note: The green lights indicate discharge circuit continuity for the corresponding fire bottle. When a fire
extinguisher bottle is discharged, the corresponding green light cannot be turned on.
LOW OIL
PRESSURE
16. This step starts the APU. Click the APU switch on the
Forward Overhead Panel (Panel 20) down to START. The
switch automatically returns to ON (center position). During
APU start, the LOW OIL PRESSURE light displays.

START

Note: When the APU is running and the oil pressure is low, the APU automatically shut downs. The warning
light goes out 5 minutes after the APU switch is placed in the OFF position.

APU GEN
17. When the APU is started, the APU GEN OFF BUS light OFF BUS
displays. Then click each APU GEN Switch (Panel 5) to ON,
and the APU will provide normal power to the aircraft. Look
at the SOURCE OFF lights, TRANSFER BUS OFF lights, ON
and STANDBY PWR OFF lights, and confirm that they are
OFF. TRANSFER TRANSFER
BUS OFF BUS OFF

STANDBY SOURCE
SOURCE
PWR OFF OFF
OFF

Note: The "APU GEN OFF BUS" light displays when the APU is running normally but APU generator power is
not selected.

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Electrical Power Up iFly MAX8 User Guide

18. The aircraft is connected to both external power and

APU power. However, this does not mean that both provide
power to the aircraft at the same time. Rather, the last power
source to be connected, the APU, is providing power.

Now that the APU is powering the aircraft, let's tell the
ground staff to disconnect the external power supply. It's
simple, and as with step 9 above, the only difference is that
"Disconnect" needs to be selected on the EFB. After the GRD POWER
external power supply is disconnected, confirm that the blue AVAILABLE
GRD POWER AVAILABLE light on Panel 5 of the Forward
Overhead Panel is OFF.

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Preliminary Preflight Procedure iFly MAX8 Flight Tutorial

Preliminary Preflight Procedure

It is recommended to perform full IRS alignment before

each flight. Between 78°15'N and 78°15'S latitude, the IRS OFF, then NAV
can be calibrated normally. The time to align varies
depending on the location of the aircraft and is around 5-17
minutes. Turning both IRS switches (Panel 66) to the "OFF"
position and then to the "NAV" position starts the full IRS
alignment procedure. The IRS will do an internal power test
before starting the calibration, so we will see the "ON DC" ON DC
light on for about 1-2 seconds after the test is over, the "ON
DC" light goes off, and then the "ALIGN" light turns on,
indicating that the IRS has entered the calibration state. The
input of the initial coordinates can be entered through the
keyboard on the IRS, or through the POS INIT page of the
CDU. In this tutorial, we enter initial coordinates through the ALIGN
POS INIT page.

Note: There are 4 positions on the right of the IRS switch, " OFF “, " ALIGN “, " NAV “, " ATT “. The most
commonly used functions are OFF and NAV. When the switch is turned to the OFF position, the corresponding
IRU will enter the shutdown cycle. When the switch enters the NAV position from the OFF position, the
corresponding IRU will enter the full IRS alignment procedure. If the IRU fails in the air, you can turn the knob
from the NAV gear to the ATT mode. At this time, after inputting the heading to the POS INIT page of the CDU,
the IRU will continue to output the aircraft attitude data. The ALIGN position is used to quickly calibrate the
aircraft after landing in order to eliminate errors accumulated by the IRU. In this tutorial, we only cover the most
commonly used full IRS alignment procedures and shutdown cycles.

Note: In addition to the " ON DC " light being briefly illuminated during the power test, if the corresponding
IRU's AC power supply is invalid and only running on DC power, the " ON DC " light will also be illuminated.

Note: The " ALIGN " light is always on, indicating that the corresponding IRU is running in ALIGN mode, the
initial ATT mode, or the shutdown cycle. The " ALIGN " light flashes to indicate that the IRU cannot complete
the calibration, for example, no aircraft position coordinates have been entered.

Tips: If you can't stand such a long calibration process, you can set the accelerated calibration process by
clicking " Fast Alignment Time " in EFB -> SYSTEM PAGE -> SIM MENU -> PANEL STYLE - >
MISCELLANEOUS - > IRS alignment, about as long as 20% of the normal time can be calibrated. Of course,
you can also customize the calibration time.

2. Check the ELT switch (Panel 64) to make sure the safety
Guard
cover is down and the ELT light is off. ELT
closed

Note: The iFly MAX8 does not simulate the ELT system, and the related panels and warning lights only have
simple interactive functions.
3. Check the ELEVATOR JAM LANDING ASSIST switch Guard
ASSIST
(Panel 72) to make sure the safety cover is down and the closed
ON
ASSIST ON light is off.

The iFly Developer Team

Preliminary Preflight Procedure iFly MAX8 Flight Tutorial

Note: The iFly MAX8 does not simulate jamming of the control system.

4. Check the GPS, ILS, and GLS lights (Panel 66) to make
sure they are all off. Check the MAINT light (Panel 73)
to make sure it is off。
GPS GLS

MAINT
ILS

Note: The " GPS " light indicates that the GPS system has failed. If both sets of GPS fail, the GPS light will
light up directly. If only 1 set of GPS systems is faulty, the fault light will only come on when any one of the
system annunciator panels (Panels 24, 39) is pressed.

System
Annunciator
Panel

5. Check EEC (Panel 68). Make sure that both EEC REVERSER REVERSER
switches are in the "ON" position, and that the "REVERSER COMMAND AIR/GRD
COMMAND" light, "REVERSER AIR/GRD" light, two REVERSER
"REVERSER LIMITED" lights and two "ENGINE CONTROL" LIMITED
lights are off.
ON
ENGINE
CONTROL
Note: After the EEC switch is pressed, the ON light displays. There is an "ALTN" light on the bottom half of the
button. When "ALTN" lights up, it means that the EEC has entered the alternate control mode.

Note: In the air, if the thrust reverser handle is not down, the "REVERSER COMMAND" light will be on. Since
the warning signal requires the PSEU (Proximity Switch Electronics Unit) to provide the AIR/GND signal, and
finally the DPC (Display Processing Computer) outputs the signal logic, the failure of the PSEU and DPC may
also trigger the " REVERSER COMMAND" light.

Note: i FlyMAX8 only triggers the "REVERSER AIR/GRD" light when the PESU air-ground logic is invalid, and
does not detect the internal system failure of the thrust reverser.

Note: When the aircraft is on the ground, the "REVERSER LIMITED" light will be activated whenever the
system detects a failure of the thrust reverser system. "REVERSER LIMITED" is only triggered by a severe
thrust reverser failure while the aircraft is in the air. When "REVERSER LIMITED" lights up in the air, it means
that the thrust reverser system cannot be used after landing.

Note: When the engine control system fails, the "ENGINE CONTROL" light is on. The "ENGINE CONTROL"
light will only come on before takeoff and after landing. If the aircraft is in the air, the "ENGINE CONTROL"
light does not come on.

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Preliminary Preflight Procedure iFly MAX8 Flight Tutorial

6. Next we check the oxygen system. Make sure the safety

cover of the PASS OXYGEN switch (Panel 69) is down (the
safety cover can only be lowered when the switch is in the Guard
"NORMAL" position). Confirm that the "PASS OXY ON" light closed
is off. Confirm that the oxygen pressure is sufficient. Check

PASS OXY
ON

Note: When the cabin oxygen system is activated, the " PASS OXY ON " light is on. Once the oxygen system
is activated, the aircraft can only reset the oxygen system via the EFB after landing. Open EFB -> SYSTEM
PAGE -> SIM MENU -> GROUND SUPPORT - > OXYGEN - > OXYGEN RESET

7. The landing gear of the MAX8 has two independent landing

gear indication systems. In previous Electrical Power Up we LEFT RIGHT
have checked the landing gear indicator system on the main GEAR GEAR
panel. Now we check the landing gear indication system on
the AFT OVHD panel. Verify that 3 green GEAR lights (Panel
75) display. NOSE
GEAR

8. Check the Flight recorder switch (panel 70) to make

Guard Switch Switch
sure the safety cover is down。 closed No.1 No.2

9. There are two MACH AIRSPEED WARNING TEST

switches on the right side of the Flight recorder Panel
(panel 70). Press the NO. 1 switch first to confirm that the
stick shaker sound can be heard. Release the button,
and then press the NO. 2 switch to confirm that the sound
of the stick shaker can be heard.

Access Door
10. Verify that the Manual gear extension access door closed
behind the FO seat is closed.

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CDU Preflight Procedure iFly MAX8 Flight Tutorial

CDU Preflight Procedure

We’ll next start the CDU Preflight Procedure. The iFly MAX8 has two CDUs (Panels 36 and 45). Normally, use
the CDU which is on the same side of the flight deck you are using. First, there are several CDU operations to
perform, such as checking IDENT data, and entering performance and navigation data. For the convenience
of explanation, the LSKs (Line Select Keys) are numbered in the screenshot below and the screen is divided
into blocks.

Title Field
1L 1R
2L 2R
3L Left Field Right Field 3R
4L 4R
5L 5R
6L 6R
Scratchpad

1.First, click IDENT at LSK at 1L to check the aircraft model

and other associated data. Of course, for sim pilot this check
is not so important, and can be ignored if you are in a hurry.
This page allows us to check whether the model, engine thrust
and navigation database are correct. If the IDENT page does
not display, click INDEX a LSK 6L then click LSK 1L to enter
the IDENT page.

2. Next, click LSK 6R on the IDENT page, which takes us to

the POS INIT page. The POS INIT page can also be
accessed through the INDEX page. If you correctly initialized
the IRS in the previous section, there will be a series of
boxes at LSK 4R. Current coordinates of the aircraft location
must be entered here to successfully complete the IRS
alignment. The easiest way to do this is to press LSK 1R to
copy the last position saved by the FMC to the CDU
scratchpad, then press LSK 4R to enter the coordinates in
the IRS.

The ICAO code of an airport can be entered at 2L, and then

1R will display the coordinates of the airport. You can enter
the parking position at 3L to provide more precise
coordinates. Click either of the associated LSKs to copy the
coordinates to the scratchpad, and then click LSK 4R to
enter them in the IRS.

Current coordinates may be manually entered in the

scratchpad, then click LSK 4R. Be certain they are correct.
Also, check to confirm that the current date and time in 5R
and 5L, respectively, are correct。

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CDU Preflight Procedure iFly MAX8 Flight Tutorial

3. Now it's time to enter route data. Press LSK 6R to enter the
RTE page. On the first RTE page we need to enter the ICAO
code of the departure and destination airports, the departure
runway and the flight number. The departure runway can be
entered when the SID is entered later, and the flight number
can be left blank. A saved flight plan can be entered at 2L of
the RTE page. The tutorial route was installed with the iFly
software so enter KDENKSFO in the CDU scratchpad, click
LSK 2L, and the route will load. Then press LSK 6R to activate
the route, and you see that the white light above the CDU
EXEC button illuminates. Click the EXEC button to execute
(complete entry) of the route.

Although entry of the tutorial route can be done as described

above, we will explain how to enter the route step by step.
First, using the CDU keyboard, enter KDEN in the scratchpad
then click LSK 1L. Next, type KSFO in the scratchpad then
click LSK 1R. If desired, the flight number can be entered at
2R, and can be up to 8 digits long.
Next, click NEXT PAGE to go to the second RTE page.
Airways and waypoints specific to the route are entered here.
Each line on the left is for an airway or Direct (DCT) and each
line on the right is for waypoints contained in the route. Route
details may also be entered waypoint by waypoint on the CDU
LEGS page, but the workload will be high.
The tutorial route is as follows. Note that KDEN-VOAXA segment is a SID and INYOE-KSFO is a STAR.
Cruise altitude is 32,000 ft (FL320). Many people will ask where to find a flight route. There are many websites
where routes may be obtained. For example, https://www.simbrief.com
NOTE: See the Operation Supplement for other methods of importing flight plans and/or winds using
the iFly ACARS function and CDU.

KDEN SID VOAXA Q136 OAL DCT INYOE STAR KSFO

ID FREQ TRK DIST VIA coordinates

KDEN --- --- SID N39°51'42.00" W104°40'23.40
VOAXA 265 86 Q136 N39°47'18.41" W106°31'57.66"
ELLFF 259 81 Q136 N39°35'18.20" W108°16'00.64"
WEEMN 257 80 Q136 N39 ° 21'57.00 "W109 ° 58'02.79"
MANRD 256 45 Q136 N39 ° 14'02.43 "W110 ° 55'39.90"
TRALP 255 69 Q136 N39 ° 01'05.09 "W112 ° 23'05.23"
GDGET 254 70 Q136 N38 ° 46'52.91 "W113 ° 50'53.58"
CRLES 252 60 Q136 N38 ° 33'50.21 "W115 ° 05'40.66"
CATS 251 60 Q136 N38°20'00.00" W116°19'59.99"
RUMPS 248 46 Q136 N38°07'10.00" W117°16'14.99"
OAL 117.7 247 25 Q136 N38°00'11.74" W117°46'13.60"
INYOE 250 47 DIRECT N37°53'44.24" W118°45'53.97"
KSFO 259 173 STAR N37°37'07.70" W122°22'31.50"

The iFly Developer Team

CDU Preflight Procedure iFly MAX8 Flight Tutorial

4. Before entering a waypoint, let's introduce the Select

Desired Waypoint page. When an entered waypoint name is
not unique within the navigation database, the Select Desired Identifier
Waypoint page will display automatically. Click the LSK
corresponding to desired waypoint to add it to the route. Waypoint Name
Type

Frequency

Location

Note: The sorting order logic of the navigation points on the Select Desired Waypoint page differs according
to the search position. If you are searching on the RTE or LEGS page and the Select Desired Waypoint page,
displays, distances to each waypoint are sorted from nearest to farthest. For example: 3 points are currently
displayed on the LEGS page, namely WP01~WP02~WP03, and we want to insert a waypoint point between
WP01 and WP02. If there are multiple waypoints or other navigational aids with the same name in the database
then the distance to WP01 point is sorted from nearest to farthest. If you enter the Select Desired Waypoint
page by searching other pages other than RTE and LEGS, the information will be sorted in descending order
of distance from the current position of the aircraft.

! ! ! Be sure to check the latitude and longitude before selecting a waypoint!!!

5 Now we need to enter VOAXA-Q136-OAL-DCT-INYOE.
The remainder of the route will be entered later.

This route can be divided into two sections: VOAXA-Q136-

OAL and OAL-DCT-INYOE".

The first section indicates that the route starts at VOAXA and
continues along airway Q136 to OAL. This segment of the
route may contain multiple waypoints. First, type VOAXA into
the CDU scratchpad then click LSK 1R. You will then see
DIRECT automatically display at 1L, which indicates that the
route is direct to VOAXA after takeoff.t.

Next, we enter the remaining parts of the first route section.

Enter Q136 in 2L. After that a blank box is displayed at 2R,
indicating that the desired waypoint or navigational aid must
be entered here.

Enter OAL in 2R, and your CDU should look like the figure to
the right. This completes the VOAXA Q136 OAL section of the
route.

Note: If a box is displayed in an input area of the CDU, it means that data must be entered there or the FMC
will not be able to complete related calculations. If a dotted line is displayed in an input area, it means that an
input is not required and is optional.

Then we enter the "OAL DCT INYOE" segment. This route

segment starts at OAL goes direct (DCT) to INYOE. Enter
INYOE in 3R and then 3L will automatically display DIRECT.
Your CDU should be the same as shown to the right.

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CDU Preflight Procedure iFly MAX8 Flight Tutorial

Now click "6R" to activate the route and the white light above
the CDU EXEC button will illuminate. Click the EXEC button
to execute the route.

6. It’s now time to select a KDEN standard instrument

departure (SID) procedure. Click the CDU DEP ARR button
to display the DEP/ARR INDEX page. In our tutorial we are
taking off from runway 16R, using the COORZ 6 departure
procedure and the VOAXA transition procedure. Use the CDU
PREV PAGE and NEXT PAGE buttons to find runway 16R on
the right side of the screen.

Click LSK 4R to select the runway. <SEL> 16R at 1R indicates

that the correct runway is selected. After the runway is
selected, only the SIDs related to runway 16R will be
displayed on the left side of the screen.

Use PREV PAGE and NEXT PAGE to locate the COORZ 6

departure on the left side of the CDU screen and click LSK 4L
to select it.

Note all the transitions included with COORZ6 display at 2L.

See the figure at the right. Click LSK 2L to select the VOAXA
transition to our route.

Finally, click the EXEC button to add the SID and transition。

7. Now click LSK 6L, INDEX, and the DEP/ARR INDEX

page. will display. Click LSK 2R to enter the KSFO arrivals
page. We will use the DYAMD 5 Standard Terminal Arrival
(STAR) with the INYOE transition. And the ILS 28R approach
with the ARCHI transition is used for landing. Use the "PREV
PAGE" and "NEXT PAGE" buttons to find the DYAMD 5
STAR on the left side of the CDU screen. While practice
varies, note that arrival data is usually entered when the
aircraft is closer to the destination. We’ll do it now for
illustrative purposes.

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CDU Preflight Procedure iFly MAX8 Flight Tutorial

Click LSK 4L to select DYAMD 5. Note <SEL> in the figure to

the right.

Then select the INYOE transition listed DYAMD 5. Note

<SEL> in the figure to the right.

Use the NEXT PAGE button to find the ILS 28R approach on
the right side of the screen and click LSK 2R to select it. Then
click LSK 3R to select the ARCHI transition Finally, click the
CDU EXEC button to this data in the route. The CDU should
now look like the figure to the right

8. Next, we need to check whether the entered route is

correct. Click the CDU LEGS button to enter the LEGS page,
and use the PREV PAGE and NEXT PAGE buttons to view
page by page to ensure there are no route discontinuities. If
there are disconnected waypoints, you need to manually
connect them in order for the FCM to function properly.
Suppose there is now a discontinuity as shown to the right.
Note the box displayed at 1L.

Removing the discontinuity on the route is very simple. Select

the first navigation point after the discontinuity, which is the
INYOE waypoint in the example on the right. Click LSK 2L to
transfer INYOE to the scratchpad.

Then click LSK 1L to transfer INYOE to the correct place in

the route, which eliminates the discontinuity.

Repeat this step until all route discontinuities are eliminated.

Finally press the EXEC button to execute the route
modification.

9. With the route now ready, performance data must be

entered. Without this information, required flight management
data cannot be calculated. Click the CDU INIT REF button to
enter the INIT/REF INDEX page. All data where boxes are
located is required. Data at locations with dotted lines is not
required. 1L is for aircraft gross weight, 2L is the weight of the
fuel loaded on the aircraft, and 3L is the empty weight of the
aircraft: 1L=2L+3L. Remember the zero fuel weight (ZFW) of
the aircraft we recorded after using the EFB at the very
beginning of the tutorial? Enter that at 3L. Or click LSK 3L,
and, if the fuel weight is valid, the FMC will automatically
calculate the ZFW and enter it at 3L. The FMC can obtain the
fuel data automatically through the sensor, or it may be
manually entered.

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CDU Preflight Procedure iFly MAX8 Flight Tutorial

Now enter the required reserve fuel quantity in 4L. The units
entered are 1000 kilograms or 1000 pounds. We will use 5.0,
which means the backup fuel is set to 5000 lbs. The CDU will
generate a "USING RSV FUEL warning if the FMC predicts
that fuel remaining at the destination airport will be less than
5,000 pounds, in our case. If the amount entered here is taken
from flight planning software, you may assume that it is
correct.

The Cost Index (CI) in 4L is used to calculate economical

speeds during the climb, cruise and descent phases of the
flight. The CI input range is 0~499. The larger the value, the
faster the ECON speed, and the smaller the value, the slower
the ECON speed. CI is defined as a ratio of the flying time to
the cost of fuel. It is determined by divided the dollar cost per
hour to operate the aircraft excluding fuel, by the cost of fuel
in cents per pound. We use a CI of 26.

10. Next we enter data on the right of the CDU screen. 1R

contains the cruise altitude. The input format can be feet
or flight level. In this example we are using 32000 feet,
so we type "32000" or "FL320" in the scratchpad and
LSK it to 1R.
11. This step is not necessary, so if you find it troublesome
you may skip to step 12 below. Rows "2R" ~ "4R"
respectively contain wind speed and direction for cruise
phase, the temperature deviation during the cruise
phase, and the outside air temperature when the aircraft
reaches the top of climb (T/C) point. Wind speed and
direction must be entered together, with the wind
direction in 3 digits (if less than three digits precede the
direction with zeros, e.g., 090). Enter data in either 3R
or 4R, and the other data will be automatically calculated
and entered. The default temperature input unit is
Celsius. When entering Fahrenheit, F suffix must be
added after the temperature. If these lines do not contain
data, the FMC will use the calm winds and standard
atmospheric temperature for calculations. In the
example on the right, we enter "090/50" in the CDU
scratchpad and then press "2R" to complete the data
input. "090/50" means the wind direction is 090 degrees
and the wind speed is 50 knots. Enter "-43" in the
scratchpad, then press "4R" to complete the data entry.
"-43” means the temperature at T/C is -43 degrees
Celsius. The CDU automatically converts this to “F” and
also computes the ISA DEVIATION at 3R

12. 5R is Transition Altitude. At or above this altitude, the

system uses Flight Levels (FLs); below this altitude feet is
used. In the U.S., the transition altitude is 18000 feet.

The iFly Developer Team

CDU Preflight Procedure iFly MAX8 Flight Tutorial

13. Next click the N1 LIMIT button on the CDU keyboard to

open the N1 LIMIT page. 1L contains Selected Temperature
(SEL) and outside temperature data. The maximum input
temperature SEL data is 70 degrees Celsius (about 158
degrees Fahrenheit). A higher temperature at the SEL input
will reduce more thrust. This is an advanced function which
should not be used without complete understanding of the
effect as takeoff thrust is involved.
Lines 2L ~ 4L represent thrust for TO, TO-1 and TO-2
respectively, where TO-1 and TO-2 represent a thrust
reduction of approximately 10% and 20%, respectively. TO is
full thrust. After selecting takeoff thrust, the corresponding
climb thrust mode will display at 2R~4R. For example, in the
figure at the right, 3L was clicked to select TO-1 mode, and
CLB-1 mode was automatically armed.

The final calculated takeoff N1 data is displayed in 1R and its

title changes with the various takeoff modes selected and SEL
data entered. In our tutorial, we use TO mode without SEL
temperature. If data has already been entered, click the CDU
DEL button, then 1L to delete the SEL data. Click 2L to select
TO mode. See picture to the right.

14. Now click LSK 6R on the N1 LIMIT page, then click

"NEXT PAGE" to display the TAKEOFF REF 2/2 page. The
data for this page is set according to need. Runway wind data
is at 1L. and runway slope is 2L. The thrust reduction altitude,
where the aircraft changes from takeoff mode to climb mode,
is at 4L. Select the runway condition at 1R. 4R shows the
Engine Out (EO) Acceleration Height. Thrust setting is shown
at 5R.

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CDU Preflight Procedure iFly MAX8 Flight Tutorial

15. Press “PREV PAGE” to display the TAKEOFF REF 1/2

page. 1L contains the takeoff flap setting, which must be
entered. The FMC calculates V1, VR and V2 speeds based
on the flap setting. Allowed values are 1, 5, 10, 15, and 25.
We use 5 degrees FLAP takeoff. Enter "5" in the scratchpad,
then click "1L" to complete the entry.
V1, VR and V2 speeds will display on the right side of the
CDU screen after the takeoff flap input is complete. Click
LSKs 1R~3R. (this is required). The three speeds will display
in uppercase, indicating the data is entered into the system. If
any of the speeds are lowercase, the PFD will display a "NO
V SPEED" warning. This warning disappears after the input is
completed. The speeds may also be manually entered. Type
each V speed into the CDU scratchpad and then click the
corresponding LSK to complete the data input. Be certain
these speeds are correct.

16. The center of gravity (CG) percentage from the EFB is

entered at 3L on TAKEOFF REF 1/2 page. Enter "22.1" in the
scratchpad, then click "3L" to complete the entry. After
entering the CG data, 5.25 appears to the right. This is the
required elevator take-off TRIM setting for the CG. Write this
down as it will be needed when setting the TRIM.

17. Let's still look at the TAKEOFF REF 1/2 page. If the data
in the previous steps was entered correctly, 4L, 5L, 4R and
5R will be blank and the message PRE-FLT COMPLETE
displays on the CDU screen. If any required data is missing,
the pages corresponding to the unentered data display in 4L,
5L, 4R and 5R. For example, in the picture at the right,
DEPARTURE is displayed at 5R, indicating there is no
DEPARTURE data in the CDU. Click LSK 5R to enter the CDU
DEPARTURE page and enter the required data.

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Preflight Procedure iFly MAX8 Flight Tutorial

Preflight Procedure

On the Forward Overhead Panel: Guard

1. Check the flight control panel (Panel 1). Check the two closed
FLIGHT CONTROL switches to make sure the safety
cover is down (the cover will be down only when the
switch is ON). Since the hydraulic system is not yet
pressurized, the two LOW PRESSURE lights below the
FLIGHT CONTROL switch should be on.

Note: The FLIGHT CONTROL switch has 3 positions. Under normal circumstances, the switch should be ON.
With the switch ON, the flight control shutoff valve is in the open position, and the elevator, aileron, rudder and
hydraulic systems of the aircraft are connected. When the switch is OFF, the flight control shutoff valve is
closed, and the elevator, aileron and rudder lose hydraulic pressure. When the switch is on STBY RUD , the
flight control shutoff valve is closed, the elevator and ailerons lose hydraulic pressure and the backup hydraulic
system provides rudder operation.

Note: The "LOW PRESSURE" light will illuminate when hydraulic pressure is lost to the flight control system.

2. Check the two SPOILER switches (Panel 1) to make sure Guard

the safety cover is down (The safety cover will be down closed
when the switch is in the "ON" position).

Note: The SPOILER switch is only for ground maintenance personnel, please ensure that the switch is always
in the ON position. When the switch is in the OFF position, the corresponding flight spoiler shutoff valve will be
closed, and control of the spoiler is lost.

3. Continuing down Panel 1, turn the YAW DAMPER switch YAW

ON. Confirm that the YAW DAMPER light above the DAMPER
switch is not illuminated. ON

Note: The YAW DAMPER switch activates the YAW DAMPER system. If there is a fault, the switch will
automatically return to the OFF position.

Note: If the YAW DAMPER system fails, the YAW DAMPER light will be on.

4. Then we look to the right on the flight control panel. LOW

Confirm that the LOW QUANTITY, LOW PRESSURE, QUANTITY
and STBY RUD ON lights are all off. LOW
STBY PRESSURE
RUD ON

Note: When the hydraulic pressure of the standby hydraulic reservoir is insufficient, the LOW QUANTITY light
will illuminate.

Note: When the standby hydraulic pump is automatically or manually activated and the output pressure is low,
the LOW PRESSURE light will illuminate.

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Preflight Procedure iFly MAX8 Flight Tutorial

Note: The STBY RUD ON light is on when the backup hydraulic pump is activated automatically or manually.

5. Check the ALTERNATE FLAPS master switch to ensure Guard

the safety cover is down (The safety cover is down when the closed
switch is OFF). Also check that the ALTERNATE FLAPS
position switch on the right side of Panel 1 is also OFF. OFF

Note: The ALTERNATE FLAPS master switch has two positions, OFF and ARM. Normally, the switch is OFF
and the flap system is hydraulically operated. When the switch is in the ARM position, trailing edge (TE) flap
bypass valve is open and the standby pump must be started.

Note: The ALTERNATE FLAPS position switch operates only when the ALTERNATE FLAPS master switch is
in ARM. The ALTERNATE FLAPS position switch has 3 positions, UP, OFF and DOWN. Normally, the switch
is OFF. When it is UP, an electric motor retracts TE flaps. When the switch is DOWN, the backup hydraulic
system operates the leading edge (LE) devices and the electric motor operates the TE flaps. The DOWN
position is spring-loaded, so when the switch is released, it automatically returns to OFF.

Note: LE devices cannot be retracted with the alternate flaps system.

FEEL
6. Look down again and check that the 5 warning lights (FEEL
SPEED TRIM DIFF PRESS
DIFF PRESS, SPEED TRIM FAIL, MACH TRIM FAIL, AUTO
FAIL MACH TRIM
SLAT FAIL and SPOILERS) are OFF.
AUTO SLAT FAIL
FAIL
SPOILERS

Note: The iFly MAX8 does not model the " FEEL DIFF PRESS" warning system.

Note: When the speed trim system fails, the SPEED TRIM FAIL light displays. When the mach trim system
fails, the " MACH TRIM FAIL" light displays. If a single flight control computer fails, pressing the System
Annunciator Panel will turn on these two warning lights. Clicking the MASTER CAUTION light turn these two
lights off.

Note: When the auto slat system fails, the " AUTO SLAT FAIL" light displays. If a single Stall Management Yaw
Damper (SYMD) fails, clicking the System Annunciator Panel will turn on the " AUTO SLAT FAIL" light. Clicking
the MASTER CAUTION light will turn it off.

Note: When the spoiler system fails, the " SPOILERS" light displays.

7, Now that the flight control panel is checked, let's look at the
NAVIGATION Panel (Panel 2) just below. Make sure that the
the VHF NAV transfer switch, IRS transfer switch and FMC
transfer switch are all in the NORMAL position.
NORMAL NORMAL

NORMAL

Note: The iFly MAX8 has two Multimode Receivers for receiving and processing DME, ILS/GLS, VOR, and
MCP course data. The VHF NAV transfer switch selects the appropriate Multimode Receiver to provide
navigation information for the aircraft. When the switch is in the NORMAL position, left side instruments are

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Preflight Procedure iFly MAX8 Flight Tutorial

supplied with data by Multimode Receiver 1 and right-side instruments are supplied with data by Multimode
Receiver 2. When the switch is in the BOTH ON position, Multimode Receiver 1 provides data for the left and
right instruments. When the switch is in the BOTH ON 2 position, Multimode Receiver 2 provides data for the
left and right instruments.

Note: There are two IRSs on the iFly MAX8. The IRS transfer switch is used to select the corresponding IRS
system to provide the aircraft with attitude and heading information. When the switch is in the " NORMAL "
position, the left instruments are supplied with data from IRS L and right instruments are supplied by IRS R.
When the switch is in the BOTH ON L position, IRS L provides data for the left and right instruments
simultaneously. With the switch in the " BOTH ON R " position, IRS R provides data to all instruments.

Note: There are two FMCs on the iFly MAX8. The FMC transfer switch is used to select the the system which
provides attitude and heading information. When the switch is in NORMAL, FMC L is the main control computer
for the aircraft, and FMC R automatically synchronizes data with FMC L. When the switch is in BOTH ON L,
FMC L is the primary control computer. When the switch is in BOTH ON R, FMC R is the main control computer
for the aircraft. NOTE: Moving the FMC transfer switch will cause LNAV and VNAV to disengage.
AUTO NORMAL
8. Continuing to look down, examine DISPLAYS (Panel 3).
Ensure that the SOURCE knob is in AUTO position and the
CONTROL PANEL switch is in NORMAL position

Note: These two switches are used to select data and controls for the left and right instruments. The SOURCE
knob is used to select which Display Processing Computer (DPC) controls the left and right instruments. The
CONTROL PANEL knob is used to select which Electronic Flight Information System (EFIS) panel controls the
left and right instruments. Under normal circumstances, the two switches should be placed in AUTO and
NORMAL.

ENG VALVE
CLOSED
9. Next look at the fuel panel (Panel 4). Now both engines are
off, with the Engine Start Levers (Control Stand, Panel 81) in
the CUTOFF position, so we want to confirm that both ENG
VALVE CLOSED and SPAR VALVE CLOSED lights are on.
Confirm that the "FILTER BYPASS" light is off. SPAR VALVE
CLOSED

Note: Fuel enters the engine after passing through SPAR FUEL SHUTOFF VALVE and ENGINE FUEL
SHUTOFF VALVE in sequence. The ENG VALVE CLOSED light indicates the status of ENGINE FUEL
SHUTOFF VALVE. The SPAR VALVE CLOSED light is used to indicate the status of SPAR FUEL SHUTOFF
VALVE. When the valves are open, the indicator lights go out. When the valves are closed, the indicator lights
are dimmed. When actual valve position does not match the commanded position, such as when the valve is
moving, the indicator lights are bright.

DIM BRT

Note: When the fuel filter is blocked, the " FILTER BYPASS " light displays.

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Preflight Procedure iFly MAX8 Flight Tutorial

VALVE OPEN
10. Place the CROSSFEED selector (Panel 4) in the CLOSED LIGHT
(middle) position. Confirm that the VALVE OPEN light just
above the switch is off. CLOSED

Note: The CROSSFEED selector controls the cross feed valve. When the valve is closed, the VALVE OPEN
light does not display. With the cross feed valve open, the light is dim. When valve position does not match the
commanded position, such as when the valve is moving, the indicator light is bright.

LOW LOW
11. Turn all 6 FUEL PUMP switches (Panel 4) to the OFF PRESSURE PRESSURE
position to turn off all oil pumps. Also confirm that the "LOW
PRESSURE" lights of the 2 center tank fuel pumps are off,
and the "LOW PRESSURE" lights of the 4 main tank fuel
pumps are on.

OFF
Note: FUEL PUMP switches are used to turn on or off the corresponding pump. When the central fuel tank fuel
pump switch is in the ON position and the output pressure of the fuel pump is low, the corresponding "LOW
PRESSURE" light will be on. After any central fuel pump "LOW PRESSURE" light is on for 10 seconds, the
main warning light and the FUEL system annunciator lights are triggered. When the main fuel tank switch is in
the OFF position, or the output pressure of the fuel pump is low, the corresponding "LOW PRESSURE" light
is on. Both low pressure lights on the main fuel tank will trigger the main police lights and the FUEL system
annunciator lights to come on. One “LOW PRESSURE” light causes MASTER CAUTION and FUEL system
annunciator lights to illuminate on MASTER CAUTION light recall.

12. Go to the power panel (Panel 5) and verify that both the ON
CAB/UTIL power switch and the IFE/PASS SEAT power
switch are in the ON position.

Note: the iFly MAX8 does not model complete analog CAB/UTIL and IFE/PASS SEAT corresponding functions.
Only the function of CAB/UTIL to control cabin lights is simulated.

BAT
13. Make sure the BAT DISCHARGE, TR UNIT, and ELEC DISCHARGE ELEC
lights are all off.

TR UNIT

Note: When the battery discharge current is greater than 5 amperes for more than 95 seconds, or greater than
15 amperes for more than 25 seconds, or greater than 100 amperes for more than 1.2 seconds, the BAT
DISCHARGE light is on.

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Note: When the aircraft is on the ground and any transformer rectifier unit fails, the TR UNIT light is on. When
the aircraft is in the air and the transformer rectifier unit 1 fails, or both the transformer rectifier unit 2 and the
transformer rectifier unit 3 fail, the TR UNIT light is on.

Note: When the aircraft DC system or backup power system fails, the ELEC light is on.

14. Go to the power panel (Panel 5) and make sure the covers
of the two Generator drive DISCONNECT switches are
closed. The 2 DRIVE lights above the switches should be on.
DRIVE

Guard closed

Note: Generator drive DISCONNECT switches are used to disconnect the Integrated Drive Generators (IDG)
from the engines. The IDGs can be disengaged only when the corresponding engine start lever is in the IDLE
position. Once disengaged, the IDGs cannot be reconnected when airborn. With the aircraft stationary on the
ground, re-engage the IDGs with the EFB SYSTEM PAGE SIM MENU GROUND SUPPORT PG: 3/4
Integrated Drive Generator (IDG) and click Reconnect for BOTH engines.

15. Verify that the "GEN OFF BUS" lights are ON (Panel 5).

GEN OFF
BUS
Note: When an IDG is not supplying power to a transfer bus, the corresponding GEN OFF BUS light is ON.
SMOKE
16. Verify that the Lavatory SMOKE light (Panel 7) is OFF.

Note: iFly MAX8 does not simulate the actual function of SMOKE lamps.
OFF

NORM
17. Turn the two EQUIPMENT COOLING switches (Panel 8)
to NORM position. Confirm that the OFF lights above the
switches do not display. Check that the EQUIP SMOKE light
is off. EQUIP
SMOKE

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Note: The equipment cooling system is used to cool the flight deck and electronics bay. It consists of supply
duct and exhaust ducts, each with normal and alternate fans.

EQUIPMENT COOLING switches are used to control the selection of normal/alternate fans. When the selected
fan has insufficient airflow for about 20 seconds, the OFF light will display.

Note: The iFly MAX8 does not simulate the actual function of the EQUIP SMOKE lamp.

18. Check the EMERGENCY EXIT LIGHTS switch on Panel

9 to confirm that the safety cover is down (the cover will be
down with the switch ARMED). Verify that the NOT ARMED Guard
light to the left of the switch is OFF. NOT ARMED closed

Note: the iFly MAX8 does not simulate the actual function of the EMERGENCY EXIT lamp.

AUTO or ON
19. Check the NO SMOKING and FASTEN BELTS switches
on Panel 9 are set to AUTO or ON.

OVERHEAT

20. Turn the four WINDOW HEAT switches (Panel 12) to ON

and confirm that the four ON lights above the switches display
Green and that the four OVERHEAT lights are off. ON

Note: 4 WINDOW HEAT switches are used to control the corresponding windshield heating. When the
windshield heating system is operating normally, the ON light is on. When the windshield overheats, the
OVERHEAT light above will illuminate and the heating system will be turned off at the same time.

CAPT L ELEV PITOT R ELEV

PITOT PITOT F/O PITOT
21. Turn the two PROBE HEAT switches (Panel 12) to the
AUTO position, and confirm that the warning lights to the left
and right of the switches are all ON.
AUTO

TEMP PROBE L ALPHA

AUX R ALPHA
VANE
PITOT VANE
Note: When PROBE HEAT switches are ON, heating starts. When the switches are in AUTO and the aircraft
engines are running, heating starts. When a probe is not heated the corresponding warning light is displays.

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Preflight Procedure iFly MAX8 Flight Tutorial

22. Turn the WING ANTI–ICE switch (Panel 12) to OFF, and L VALVE R VALVE
confirm that the L VALVE and R VALVE lights are off.

OFF

Note: When the WING ANTI–ICE switch is OFF the valve is closed. When the switch is ON and aircraft is in
the air, the valve is open. When the switch is in the ON position and the aircraft is on the ground, the valve will
open only when thrust is below takeoff warning setting. The valve closes when the throttle position exceeds
takeoff warning setting thrust. When the aircraft is in the air, the switch returns to OFF.

Note: When the position of the wing anti-ice control valves is inconsistent with the switch position, the
corresponding warning lights display.
ENG ANTI-ICE ENG ANTI-
23. Turn the two ENGINE ANTI-ICE switches (Panel 12) to ICE
OFF, and confirm that the ENG ANTI-ICE, COWL ANTI-ICE, COWL ANTI- COWL ANTI-
and COWL VALVE lights above the switches are all off. ICE ICE

COWL VALVE COWL VALVE

OFF
Note: The ENGINE ANTI–ICE switch controls the cowl anti–ice valve. When the switch is ON and the aircraft
is in the air, the valve closes.

Note: When an engine core anti-ice fault exists, the ENG ANTI-ICE lights display.

Note: The iFly MAX8 does not simulate the actual function of COWL ANTI-ICE lights.

Note: The COWL VALVE light illuminates when the cowl anti–ice valve position is different from the
commanded position.
LOW OVERHEAT LOW
PRESSURE PRESSURE
24. Continue down to the hydraulic panel (Panel 13). Make
sure that the two outer ENGINE HYDRAULIC PUMPS
switches are ON and the two inner ELECTRIC HYDRAULIC
PUMPS switches are OFF. Confirm that the four LOW
PRESSURE lights above the switches are on and the two
OVERHEAT lights are off. ON ON
OFF

Note: The iFly MAX8 hydraulic system has three components: A, B, and backup. The A and B systems each
include an engine-driven hydraulic pump and an electric-driven hydraulic pump. The four switches on Panel
13 control these hydraulic pumps. When hydraulic pump output pressure is low, the corresponding LOW
PRESSURE light displays. An OVERHEAT light displays when an electrically driven hydraulic pump motor
overheats

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Preflight Procedure iFly MAX8 Flight Tutorial

25. Next is Panel 16. If the destination airport is at high altitude

(more than 10,000 feet) click the High ALT LDG switch and it
will display ON. In the case of our tutorial destination airport
for this tutorial, this switch does not need to be ON

Note: When the switch is ON, the cabin altitude warning

trigger altitude is changed from 10,000 to 15,200 feet.

ON
Now move on to Air Conditioning Systems (Panel 17).

ZONE
26. First turn the TRIM AIR switch to ON and confirm that the
three ZONE TEMP lamps are off. TEMP

Note: If duct temperature overheats the corresponding ZONE TEMP light displays.
AUTO
27. Turn the three Temperature selectors to AUTO.

Note: The selectors provide temperature control for the zones associated with each knob. With the knobs in
AUTO temperature is automatically controlled. When knobs are turned to C (cool), approximately 65F (18C) is
set for the zone and W (warm) sets 85F (30C)

28. Set the two RECIRCULATION FAN switches to AUTO.

AUTO

Note: When the switches are in AUTO the circulating fans maintain the set state of the air conditioning system.

29. Turn the two Air Conditioning PACK switches to AUTO or

AUTO or HIGH
HIGH. Turn the ISOLATION VALVE switch to OPEN.

OPEN
Note: Under normal circumstances the switches are in AUTO.

Note: The ISOLATION VALVE separates left and right engine bleed air for normal operations. The switch is
used to prevent the failure of one bleed air system from causing total loss of bleed air to aircraft. When the
switch is in the AUTO position, left and right air conditioner pack switches are in AUTO or HIGH and both
engine BLEED air switches are ON, the valve is closed. It opens if any bleed air or pack switch is OFF.
DUAL
BLEED
29. Turn both Engine BLEED air switches and the APU
BLEED air switch ON. Confirm that the DUAL BLEED light is
on. ON

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Note: The DUAL BLEED light displays when the APU bleed air valve is open and either of the engine bleed air
valves is open.
PACK

30. Verify that the six warning lights (PACK, WING–BODY

OVERHEAT and BLEED lights) are off.
WING–BODY
OVERHEAT

BLEED

Note: The PACK light displays to indicate that the corresponding air conditioner is disconnected due to a
malfunction. A BLEED light displays to indicate that the corresponding engine bleed air system is
malfunctioning. After a PACK or BLEED air fault is corrected, click the TRIP RESET button warning lights.

Note: The WING–BODY OVERHEAT light indicates that the temperature of the corresponding engine strut,
inboard wing leading edge and other parts is too high due to bleed air leakage

OFF SCHED
AUTO FAIL DESCENT MANUAL
31. Continue to Cabin pressurization (Panel 18). Turn the
lower right Pressurization mode selector switch to AUTO. The
two windows on the left of the panel display the Flight Altitude
ALTN
and Landing Altitude, respectively. Confirm that the
displayed FLT ALT altitude is for the tutorial flight plan: Outflow Valve
32000 feet. Set LAND ALT to 50 feet (KSFO landing Switch
altitude is actually 13 feet but entry for the landing Flight Altitude
altitude window is in 50 feet increments, so set the
window to the lowest available altitude above landing
field altitude.). Confirm that the panel’s four warning lights
(AUTO FAIL, OFF SCHED DESCENT, ALTN and MANUAL) Landing Altitude
are OFF. AUTO

Note: When Pressurization Mode selector switch is in AUTO the system automatically selects the main and
backup boost controllers. When the switch is in the ALT position, the system uses the backup boost controller.
When the switch is in the MAN position, the automatic boost controller is disconnected and the flight crew
manually controls the cabin pressure with the outflow valve switch.

Note: If the AUTO FAIL light only is on, both the main and backup controllers failed. If both the AUTO FAIL
ALTN lights are, one of the boost controllers is faulty.

Note: The OFF SCHED DESCENT light indicates the controller detects that the aircraft did not reach the flight
altitude set by the controller before the aircraft entered the descent phase of the flight.

Note: The ALTN light displays to indicate that the alternate boost controller is active.

Note: The MANUAL light displays to indicate that manual operation mode is in use.

32. Now look at the Lighting panel at the lower left (Panel 19).
Turn the LANDING, RUNWAY TURNOFF and TAXI switches
OFF.
OFF

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Note: Different landing lights and taxi lights configurations may be selected with the EFB: EFB SYSTEM
PAGE SIM MENU PANEL STYLE MISCELLANEOUS OPTIONS. When the LANDING light switches
are in the FLASH position, the landing light will flash 45 times per minute. When the TAXI light switch is AUTO,
the taxi lights automatically turn off when the landing gear is retracted.

AUTO
33. Now look right at Panel 21. Turn the Ignition select switch
to BOTH. Turn the two ENGINE START switches to OFF.

BOTH

Note: ENGINE START switches have four positions: GRD, OFF, CONT and FLT. GRD is used to start each
engine. OFF ends the normal engine start sequence. CONT and FLT provide continuous ignition conditions
and are generally used in the air to prevent engine stalls. The Ignition select switch is used to select the startup
igniter.

34. Now move to the right to the Lighting panel (Panel 22).
Turn the ANTI-COLLISION light switches OFF. The other
switches, LOGO, POSITION and WING are used for specific
situations.

This completes the Forward Overhead Panel Preflight Procedure. We now move to the Main Instrument Panel
(MIP).

35. On the Mode Control Panel (Panel 26), turn ON the two
FLIGHT DIRECTOR (F/D) switches. If you are simulating the COURSE
Captain, turn on the F/D on the left side of the MCP first.
Otherwise, turn on the right side FD. The MA light above the
F/D switch will display on the side that was first turned on. MA

For the tutorial flight departure, set 173 degrees on both sides. ON

FD will display on the Primary Flight Display (PFD) when a F/D is on. Since no pitch and roll modes are yet
selected, horizontal and vertical guidance indications are not displayed.

36. On the MCP, Set the Bank Angle Selector as desired. 25

degrees is recommended.

SET

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Note: The Bank Angle Selector sets the maximum bank angle which will be used when HDG SEL or VOR
modes are set.

37. Check the Autopilot Disengage Bar. Be certain the bar is

on (UP). Lift up

Note: The autopilot will not engage when the Autopilot Disengage Bar is in the down position.

FPV switch VSD switch METERS switch

36. Next look at the EFIS control panels (Panel Range

25, and Panel 38, to the left and right of the selector
Mode
MCP, respectively). Set the Mode selector to
selector
MAP. Other switches may be set as desired. VOR/ADF
NOTE: WXR is not presently modeled. VOR/ADF switch
switch
CENTER
button Map buttons TRAFFIC
button

37. Next set MINS (Radio or barometric pressure (BARO) and

atmospheric pressure. The outer BARO knob is used to select
inches (IN)or hectopascals (HPA) mode, and the inner knob
is used to set the appropriate value. In our tutorial, we use
RADIO=200, IN=29.92. MINS BARO

Note: Minimums (MINS) and barometric pressure are displayed in the lower right corner of the PFD
.

Note: Choose whether to synchronize (recommended)the MINS and BARO settings of the left and right EFIS
with the EFB: EFB SYSTEM PAGE SIM MENU PANEL STYLE MISCELLANEOUS OPTIONS.

38. Check the TAKEOFF CONFIG light and CABIN TAKEOFF CABIN
ALTITUDE light (Panels 27and 42). Verify that neither of these CONFIG ALTITUDE
lights is on.
Note: If the aircraft is not configured for takeoff (for example, flaps not set, brakes not released, etc.), pushing
the throttles forward will trigger a takeoff configuration warning, and the TAKEOFF CONFIG light will display.

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Note: If the high altitude landing option (Panel 16) is not enabled, the CABIN ALTITUDE warning light will
display if the cabin altitude is more than 10,000 feet. If the high altitude landing option is activated, the CABIN
ALTITUDE light will display when cabin altitude is more than 12,500 feet.

39. Now look at the Autopilot/Autothrottle Indicator (Panel 28). A/P

Click to place the TEST switch in 1 and confirm that the three P/RST 1
warning lights below display in amber.

A/T
FMC
P/RST
P/RST

40. Click and move the TEST switch to 2 and confirm that the 2
A/P and A/T lights display steady red, and the FMC Alert Light
displays steady amber.

Note: The Autopilot (A/P) Disengage Light flashes red to indicate that the AP is disengaged. A steady red light
indicates the stabilizer is out of trim below 800 feet radar altitude (RA) with the aircraft performing an autoland.
When a solid amber light displays, the autoland capability is reduced. Click the light to reset.

Note: The Autothrottle (A/T) Disengage Light flashes red to indicate that the AT is disengaged. Click the light
to reset.

Note: The FMC Alert Light indicates there is an alert message on the CDU. Click the light to reset.

41. Check that the Stabilizer Out Of Trim Light (Panel 29) is STAB
not illuminated. OUT OF
TRIM

Note: The Stabilizer Out Of Trim Light displays to indicate that system was not able to set required trim. The
light displays only when the AP is on.

! ! ! IMPORTANT: Before proceeding, ensure that IRS alignment is complete! ! !

44. Check flight instruments (Panels 32, 33, 43, 44). Confirm that are all displayed normally, and that the
ND is in MAP mode.

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NO V TCAS
SPD OFF
43. Check flight instruments (Panel 32) and confirm that
TCAS OFF, NO V SPD symbols are displayed.
Roll Mode
Confirm that the PFD autopilot pitch and roll Flight Mode
Annunciations (FMAs) are blank, and the auto throttle status
bar is blank. Autopilot Status shows FD.
A/T Mode Pitch Mode
Autopilot Status

44. Check the Display Select Panels (Panels 35 and 47).

Confirm that the selectors are in NORM. NORM

Note: The PFD/MFD selectors are used to set display configuration. When a switch is in NORMAL, outboard
screens show the PFD and the AUX display. The Captain’s inboard screen shows a reduced-size ND and
Engine data. The First Officer’s inboard screen shows a normal ND. With the switch in INBD, the outer screen
does not display, a reduced size PFD and engine data (if previously selected) display on the right side of the
inner screen and the ND displays on the left side of the inner screen. When the switch is in the OUTBD position,
the inner screen does not display and the engine data is moved to the right half of the outer screen.

NORM
48. Next, on the Right Forward Panel, examine the GROUND
PROXIMITY panel (Panel 46). Check that the covers of the
FLAP INHIBIT, GEAR INHIBIT, TERRAIN INHIBIT and
RUNWAY INHIBIT switches are closed (the covers will be INOP
down when the switches are in NORM). Confirm that the
GROUND PROXIMITY INOP and RUNWAY INOP lights are
not lit.

Note: The FLAP INHIBIT switch disables the TOO LOW FLAPS warning. The GEAR INHIBIT switch disables
the TOO LOW GEAR warning. The FLAP INHIBIT switch also disables look–ahead terrain alerts and terrain
display. RUNWAY INHIBIT switch is used to disable RAAS callouts and alerts.

Note: The GROUND PROXIMITY INOP light indicates the GPWS computer is faulty or the GPWS has received
invalid data.

Note: The RUNWAY INOP light displays to indicate that the RAAS function is disabled .

INCHES
46. Next, on the Center Instrument Panel, check the
Integrated Standby Flight Director (ISFD) (Panel 30) and
confirm that the screen is displayed normally with no warning
flags. Verify that the ISFD is set to the correct atmospheric
pressure.

Set

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47. Now confirm that the landing gear handle is DN (Panel

34). The three green lights should be on with no red lights
displaying. Confirm that the NOSE WHEEL STEER ALT
switch cover is down. The cover is closed when the switch is
in NORM. Guard
closed

DN

48. Check the Primary Engine Indications on the inboard

screens to confirm that data is displayed normally, and there
are no warning messages

49. Move the FUEL FLOW switch (Panel 37) to RESET. It will
automatically return to the RATE (middle) position. RESET

Note: The switch is used to select and reset fuel consumption information. RESET resets consumption
information, RATE (normal position), displays the current fuel flow and USED displays fuel consumption since
the last RESET.
AUTO BRAKE
DISARM
BRAKE
50. Rotate the AUTO BRAKE selector (Panel 37). to RTO TEMP
(rejected takeoff) and confirm that the AUTO BRAKE
DISARM, ANTISKID INOP, BRAKE TEMP, and TIRE
PRESSURE lights are not displayed. RTO

ANTISKID TIRE
INOP PRESSURE

Note: With the AUTO BRAKE selector in RTO, the automatic braking system self-tests. After the test is passed,
RTO is armed. During the self-test, the AUTO BRAKE DISARM light displays for about 1.4 seconds. If the self-
test fails, the AUTO BRAKE DISARM will continue to display. When the aircraft decelerates to 88 knots (kts)
and throttles are idle, RTO will activate, with the automatic system braking at maximum capacity.

51. Press the C/R switch (Panel 37) to verify that autoland
status advisory messages are not displayed.
Push C/R

Note: The C/R switch is used for Cancels / Recalls autoland advisory messages. When there is a fault affecting
the autoland system, an autoland advisory message is displayed on the right side of the engine page.

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When NO LAND 3 is displayed, it means the aircraft is still capable of completing an automatic landing. When
NO AUTOLAND is displayed, it means that the aircraft cannot complete the automatic landing.

C
52. Confirm that both SELECTOR switches (Panel 37) are in
C.

Note: The iFly MAX8 does not simulate the actual function of
SELECTOR switch

53. Move to the Control Stand, confirm that the SPEED BRAKE lever (Panel
76) is DOWN. Check that the SPEED BRAKE ARMED and SPEED BRAKE
DO NOT ARM lights on Panel 29 are off. Also check that the
SPEEDBRAKES EXTENDED light on Panel 31 is off.
SPEED BRAKE SPEED BRAKE SPEEDBRAKES
DO NOT ARM ARMED EXTENDED
DOWN

Reverse thrust
levers
54. Verify that the Reverse thrust levers on Panel 79 are down
and the Forward thrust levers are closed.

Forward thrust
levers

55. Verify that the FLAP lever (Panel 77) matches the
flap indicator displayed with the Primary Engine Flap Position
Indications and that the FLAP LOAD RELIEF light Indicator
below the flap position indicator is not illuminated. FLAP LOAD
FLAP lever RELIEF

56. Confirm that the Parking brake (Panel 80) is pulled up

(parking brake engaged) and the Parking Brake Warning Light
next to is on.

SET

CUTOFF

57. Verify that the Engine start levers (Panel 81) are in
CUTOFF.

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58. Verify that both STABILIZER TRIM cutout switches (Panel NORMAL
83) are in NORMAL.

Note: STABILIZER TRIM cutout switches are used to disconnect main electric and autopilot trim operation.
When any switch is in the CUTOFF position, only the trim handwheel (Panel 78) may be used for stabilizer
trim.

59. On the AFT Electronic Panel, check the cargo

compartment fire suppression system (Panel 50).
Confirm that both DETECTOR SELECT switches are in
NORM.
NORM
Click the TEST switch and confirm that the warning lights
display.

Click

60. Check the Radio Tuning Panels (Panels 49, 51, 58) and
set the radios as desired. Offside
Tuning Light

Note: There are three Radio Tuning Panels (RTP). Normally, RTP 1 ( Panel 49 ) corresponds to VHF1 , RTP
2 ( Panel 51) corresponds to VHF2 , and RTP 3 ( Panel 58) corresponds to VHF3. If an RTP is not set to the
corresponding VHF frequency or the corresponding VHF frequency is set on other RTPs, the Offside Tuning
Light on the normal panel will display.
Note: The iFly MAX8 does not simulate HF and AM.

Active Mode and Standby Mode

Frequency and Frequency
61. Check the Multi-Mode Navigation Control panels (Panels I di
52, 54). Confirm that they are set to ILS mode with a
frequency of 111.90 (KDEN ILS 16R FREQ).
Transfer Switch

Mode Switches

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Note: The Multi-Mode Navigation Control panel may be used for ILS/VOR/GLS frequencies. The method of
use is very simple, first use Mode Switches to select a mode, and the two up and down arrows cycle through
the ILS/VOR/GLS modes. After selecting a mode, use the keyboard on the right to enter a frequency. It is not
necessary to input all of a frequency. For example, if desiring 109.90, you can only enter 109.9. After entering
the frequency, press the Transfer Switch to complete the frequency and mode switching.
3
62. All functions of the Audio Control Panels (Panels 55, 57,
67) are not modeled, as they have no use in MSFS. The
following are modeled: 1

1.MIC SELECTOR Switches 2

2.RECEIVER Switches

3. CABIN Call Light

See the Operation Supplement for details.

Frequency Selector
63. Check the ADF Control Panel (Panel 59). Confirm that
the settings are as desired. Mode Selector
Switch

Note: The ADF Control Panel can adjust the frequency of two ADFs at the same time. The two Frequency
Selectors at the bottom of the panel are used to adjust the frequencies of ADF1 and ADF2 respectively . The
outer knob is used to adjust thousands and hundreds, the middle knob is used to adjust tens, and the inner
knob is used to adjust ones and tens. The Mode Selector Switch is used to select the mode corresponding to
the ADF. When the switch is in the OFF position, the ADF is closed. When the switch is in the ANT position,
only ADF audio data is valid. When the switch is in the ADF position, the ADF audio and bearing data is valid.

64. Check that the WEATHER RADAR (WXR) control panel

SYSTEM CONTROL knob (Panel 53) is in NORM.

Note: WXR is not currently simulated in MSFS. NORM

65. Check the Transponder panel (Panel 56) and set the
transponder code as required。

66. Check that the STABILIZER TRIM override switch (Panel

62) cover is down. The cover is down when the switch is in
NORM.
NORM

Note: With the switch is in NORM, power to the trim motor is cut if the trim being applied is in the opposite
direction of control yoke movement. For example, if the control yoke is being pulled back (up), the trim motor
cannot be activated if down trim is applied.

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Preflight Procedure iFly MAX8 Flight Tutorial

Perform the Preflight Checklist

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Before Start Procedure iFly MAX8 Flight Tutorial

Before Start Procedure Reference N1

Readouts
1. Confirm that the N1 BUG indications on the MIP (Panel 30)
are consistent with the green N1 Reference indications.

2. Set up Panel 26, the Mode Control Panel (MCP) for

takeoff. Move the AUTOTHROTTLE ARM switch to ARM.
N1 BUG
In step 15 of the CDU Preflight Procedure, we recorded the
V2 speed for takeoff. Now set V2 (139 kts) in the
IAS/MACH window by rotating the knob. Click the VNAV
and LNAV buttons to arm those modes and confirm that the
lights above each switch display.

Now set MCP altitude and heading: 173 as the heading

(takeoff runway heading) and the first departure altitude
restriction shown on the CDU (10000ft) as the altitude.

SET V2 ARM VNAV

ARM A/T SET HEADING ARM LNAV SET ALTITUDE

Note: When power is established, 100 knots displays in the MCP IAS/MACH window. A Speed Condition
Symbol may also display to the left of the MCP speed. A flashing " A" indicates under speed and a flashing "
8" indicates overspeed. Speed limits include Vmo or Mmo, landing gear, and flaps.

IAS/MACH displays in the window as follows:

• 100 knots to Vmo (Maximum Operating Speed) in 1 knot increments
• .60M to-Mmo (Maximum Mach Opeating Speed) in 0.1 knot increments
Note: If the A/T ARM switch is not on, the throttles will not be automatically controlled. With A/T ARM on, the
throttles are automatically controlled when the following autopilot modes are on:
• LVL CHG • ALT HOLD
• ALT ACQ • G/S capture
• V/S • TO/GA
• VNAV

When the A/T arm switch is ARMed, the green light above the switch displays.
Note: In LNAV mode, the FMC controls Automatic Flight Director System (AFDS) roll to capture and track the
active route. On the ground the following conditions must all be met for proper LNAV operation:
• Flight plan takeoff runway data valid
•Valid route entered and executed in the FMC
• Angle between the first segment track and runway heading is within 5 degrees
• LNAV selected before pressing the TO/GA switch
LNAV connection in the air requires:
• Valid FMC route entered and executed
• LNAV will engage with the aircraft on any heading if the aircraft is within 3 nautical miles of the active route

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Before Start Procedure iFly MAX8 Flight Tutorial

• Beyond 3 nautical miles from the active route, the aircraft must
•• Intercept the route at or under 90 degrees
•• Intercept the route before reaching an active waypoint

3. On the FWD Overhead Panel, check the exterior door

panels (Panel 14) to verify that no warning lights display.

Note: There is an indicator light for each cabin/cargo compartment door. When the door is not closed, the
indicator light is on.

4. Then on the fuel panel (Panel 4) ensure sure all oil pump LOW
switches are ON and that the LOW PRESSURE lights are PRESSURE
off。
ON
LOW
PRESSURE

ON

5. On the light panel (Panel 20) place the ANTI COLLISION

light switch ON. ON

6. At step 15 of the CDU Preflight Procedure, we made note

of the required TRIM value. On the Control Stand, set the
Stabilizer trim to this value by rotating the trim wheel with the
mouse. Confirm that the trim indicator is within the green
takeoff range and that Aileron and Rudder trim are neutral。

With the control yoke check that the stabilizer, ailerons and
rudder move freely.

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Before Start Procedure iFly MAX8 Flight Tutorial

Perform the Before Start Checklist

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Pushback or Towing Procedure iFly MAX8 Flight Tutorial

Pushback or Towing Procedure

PUSHBACK is controlled with the EFB. Click SYSTEM PAGE -> SIM SIMU->PUSHBACK and set the following
options as discussed below:

6 1

3
4

First, let's introduce the towing lever. The towing lever is at the left forward side of the nose gear steering
metering valve and is spring-loaded in the off position. The towing lever is used to cut off the hydraulic supply
to the nose gear steering system. The towing lever has two positions, TOW POSITION and NORMAL
POSITION. When the handle moves forward into TOW POSITION, the steering metering valve is closed, and
the front wheel steering system loses hydraulic pressure. At this time, PUSHBACK can be performed. When
the handle returns to NORMAL POSITION , the steering metering valve is opened and the hydraulic pressure
is restored. At this time, the PUSHBACK is strictly prohibited . Next we select "Move Towing Lever and Install
Towing Lever Pin" to move the towing lever forward and use the towing lever pin to hold it in position. During
the entire PUSHBACK process, ensure that nose gear steering system hydraulic pressure is OFF.

Now click Remove Towing Lever Pin and Release Towing Lever, Step 1 above.

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Pushback or Towing Procedure iFly MAX8 Flight Tutorial

Towing Lever
Pin

Towing Lever

Then, as shown in step 2 above, enter the straight-line distance for the PUSHBACK, 320 feet . See 3 above
for the PUSHBACK turn direction. Next enter the angle of the turn as shown in 4 above. After entering as per
the screenshot, click START NOW to start PUSHBACK . The aircraft will first move back 320 ft , then the nose
gear wheel will turn 90 degrees to the left ( produces a right turn of the aircraft) to complete PUSHBACK . If
the PUSHBACK needs to be stopped during the this process , press STOP NOW. Finally, click Move Towing
Lever and Install Towing Lever Pin as shown in step 6 in the above screenshot.

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Engine Start Procedure iFly MAX8 Flight Tutorial

Engine Start Procedure

Starting the engine may be done during PUSHBACK or after PUSHBACK. In this tutorial, we will start the
engines after PUSHBACK is complete.

1. Since we need to monitor N2 and EGT data when starting

the engine, we first confirm that the engine display screen
(Panel 33) on the MIP displays secondary engine indications.
If the secondary engine indications are not displayed click the
ENG button on MIP Panel 37. Secondary Engine
Indications

ENG

2. On the FWD OVHD Panel, turn the two Air conditioning

PACK switches (Panel 18) OFF. Note: Required to start the OFF
engines.

3. On the FWD OVHD Panel, turn the left ENGINE START

switch (Panel 21) to GRD. Confirm that the N2 percentage
displayed on the MIP gradually increases
GRD

4. When N2 reaches about 20%, the indicator on the MIP will

display "MOTORING" for 10~60 seconds. When
MOTORING is no longer displayed, N1 percentage
IDLE
starts to increase. When N2 reaches about 25%, the
Engine start lever on Control Stand Panel 81 moves to
the IDLE position. Confirm that the ENGINE START
switch FWD OVHD Panel (Panel 21), automatically
returns to OFF when N2 reaches about 63%. Observe
the MIP engine display and confirm that the LOW OIL About 25%
PRESSURE warning light on the left engine is off.
Various parameters such as N1, N2, FF, EGT and oil
pressure of the engine need to be monitored throughout
the start-up process.

LOW OIL
OFF
PRESSURE

When the left engine stabilizes at IDLE, repeat steps 3-4 to start the right engine.

Note: When the engine start lever moves to IDLE, the Electronic Engine Control (EEC) performs a test of the
Engine Overspeed and Thrust Control Malfunction Accommodation (EOS/TCMA) functions. During this test,
fuel flow will indicate zero and the engine fuel shutoff valve will open and close repeatedly. The ENG VALVE
CLOSED light will illuminate and remain bright blue during this test, and will extinguish when the test completes.

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Before Taxi Procedure iFly MAX8 Flight Tutorial

Before Taxi Procedure

1. On the FWD OVHD Panel, turn the GENERATOR 1 and 2

switches (Panel 5) to ON. The switches will automatically
return to the neutral position. The aircraft is now powered by
the two engine generators。
ON

Note: The left and right AC transfer buses of the iFly MAX8 accept a/c power from either engine, the APU, and
external power. Power should be supplied by only one source. Previously, the aircraft was first powered by an
external power cart, then the APU was selected to provide the power, which automatically disconnected
external power. Now we elected the engine generators for the power source, so APU power is automatically
disconnected.

2. Set the two PROBE HEAT switches (Panel 12) to ON and

verify that the warning lights on either side of the switch are
off.
ON

ON, as needed
3. If needed, turn the Anti-Ice switches (Panel 12) ON

AUTO
4. On Panel 17, set the PACK and ISOLATION VALVE
switches to AUTO.

5. Turn the APU BLEED air switch (Panel 17) to “OFF”.

OFF

6. Turn the APU switch (Panel 17) OFF.

OFF

7. In step 14 of the CDU Preflight Procedure, we set take-off Flaps, and now move the Flap lever on the
Control Stand to that position. Confirm that the Flap Position Indicator on the MIP shows the correct angle
and the green light LE FLAPS EXT displays.

Match

LE FLAPS
EXT

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Before Taxi Procedure iFly MAX8 Flight Tutorial

8. On the MIP, press the SYS button (Panel 37) once, which displays Flight
Control Surface Position Indicator on the LOWER DISPLAY UNIT. Move the
yoke/joystick, and rudder pedals in all directions to verify that the control surfaces SYS
move freely through full travel and return to neutral.

9. On the AFT ELEC Panel, set the Transponder mode selector (Panel 56)
to XPNDR.
XPNDR

Note: The iFly MAX8 provides independent front nose wheel steering control. If you have a separate controller
for that, you can select Independent Nose Wheel Steering Wheel on the second page of EFB->SYSTEM
PAGE->SIM MENU->PANEL STYLE->GENERAL. Then assign "NOSE WHEEL STEERING AXIS" to your
controller in MSFS CONTROLS OPTIONS\MISCELLANEOUS Settings. Do not reverse the axis. iFly Support
Forums also have a FAQ to set this using FSUIPC.

10. Click and hold the mouse button on the “Six Pack” for either side of the MCP (Panels 24 or 39) and
verify that all 12 warning lights display. Release the mouse and confirm that all warning lights turn off.

Click

Release

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Before Taxi Procedure iFly MAX8 Flight Tutorial

Perform the Before Taxi Checklist

After getting clearance from Ground, we can taxi. Push the throttles forward to about 30% N1 and when the
aircraft starts to move, close the throttles to about 22 % ~ 25 % N1. You’ll need to adjust thrust to keep taxi
speed at 15 knots or less. Taxi to the runway 16R hold line and stop.

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Before Takeoff Procedure iFly MAX8 Flight Tutorial

Before Takeoff Procedure

1. On the MIP, confirm that the engine oil temperature is 31 At or Above
degrees Celsius or above. 31°C

2. On the EFIS, select Terrain Display as desired.

WXR TERR

Perform the Before Takeoff Checklist

BEFORE TAKEOFF CHECKLIST

FLAPS…………………………………………____, Green Light

Stabilizer trim………………………………………….____ Units

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Takeoff Procedure iFly MAX8 Flight Tutorial

Takeoff Procedure
It’s time to take off! We will simulate “line up and wait” clearance from ATC. Release the brakes, taxi the
aircraft into takeoff position on the runway and hold. Confirm that the aircraft is correctly aligned with the runway
centerline.
ON
1. On the FWD OVHD panel, move the POSITION light switch
(Panel 22) to STROBE&STEADY and the ANTICOLLISION light
switch to ON. Set the other lights as desired.

STROBE&STEADY

Give yourself takeoff clearance, place the LANDING light switches ON

(Panel 22) to ON.

TA/RA
2. On the AFT ELEC Panel, set the transponder mode selector
(Panel 56) to TA/RA.

Release the brakes and confirm that the aircraft is in the takeoff position on the runway.

Verify that the aircraft

heading agrees with the
assigned runway heading.

Verify that the runway

and runway entry point
are correct.

Near 40% N1
3. Push the throttles forward to about 40% N1and observe that the
N1 displays are normal.

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Takeoff Procedure iFly MAX8 Flight Tutorial

4. After confirming that N1 is stable for both engines, click a

Takeoff/Go Around (TO/GA) button (Panel 79) or the MCP left upper
mounting screw, which is a hidden TO/GA click spot, then push any TO/GA
hardware throttles “full up” . Observe that thrust increases to takeoff
N1. Confirm that is normal. Check the Flight Mode Annunciations
(FMA) on the PFD: A/P status is FD, pitch mode is TO/GA, and roll
mode is blank. The following screenshots show the FMA before and
after engaging TO/GA.

. After TO/GA (both FDs ON

Before TO/GA
and A/T armed)
Note: ARM indicates autothrottle (A/T) mode is not engaged. As the throttle lever servo motors are off, the
flight crew can set thrust manually. In this case, the A/T system provides only minimum speed protection. That
is to say, if aircraft speed is below minimum speed, the A/T will engage. N1 displayed in the FMA indicates that
the thrust is being held at the selected N1 (see the screenshot at step 3 above: 94.9 percent N1 is being held).
TO/GA indicates that the current pitch mode of the aircraft is takeoff/go-around mode. Takeoff is a flight director
(FD) only function of TO/GA. Flight director pitch and roll commands are displayed and the autothrottle
maintains takeoff N1 thrust limit calculated by the flight management computer (FMC). The autopilot (A/P)
does not actually control the aircraft in Takeoff mode. The flight crew must manually control the aircraft to follow
FD guidance
After engaging TO/GA and until ground speed is 60 knots, the F/D commands 10 degrees nose down and no
roll. When ground speed exceeds 60 knots, the F/D commands 15 degrees nose up.

Below 60 knots Above 60 knots

When airspeed reaches 84 knots, the A/T FMA mode displays THR HLD, and throttles may be manually
adjusted by the flight crew.

Above 84 knots

Note: THR HLD indicates A/T mode is not engaged. The difference between this mode and ARM is that THR
HLD mode does not cut off power to the thrust lever servo system motors but does not control the throttles via
the Flight Control Computer (FCC).
With airspeed at V1, the system automatically calls out V1. When rotation speed (VR) is reached, gently rotate
the aircraft 15 degrees up with a smooth, continuous movement of the yoke. During the entire takeoff
procedure monitor the engine instruments, vertical speed and airspeed for normal indications.

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Takeoff Procedure iFly MAX8 Flight Tutorial

Note: When aircraft speed is less than V1 and any abnormality is seen, immediately close the throttles and
engage reverse thrust and stop the aircraft. At this time, the automatic system will break with the maximum
braking capacity. When the aircraft stops or exits the runway, the tire temperatures need to be checked. Brake
temperature data can be displayed by clicking on the SYS button (Panel 37). When the brake temperature is
less than 4.9, a white hollow square is displayed. When the brake temperature is greater than or equal to 5.0,
a solid amber square is displayed. When the temperature drops to 3.5 or below, the white hollow square again
displays.

Brake Symbol

SYS

Note: The iFly MAX8 simulates brake system natural cooling process. As that takes some time, brake
temperture may be reset. Select Brake Temperature Reset using: EFB->SYSTEM PAGE->SIM
MENU->GROUND SUPPORT .

5. When the aircraft is off the ground, the FD pitch command remains at 15 degrees until adequate rate of
climb is reached. Pitch is then commanded to maintain MCP speed. (Recall that we set the MCP speed to
V2 + 20 knots.) The default roll command is wings level.

In the event of an engine failure during takeoff, the pitch command target speed is:
• V2, if the speed is lower than V2;
• the current speed, if the speed is between V2 and V2+20;
• V2+20, if the speed is higher than V2+20

6. When a positive rate of climb is observed on the altimeter, retract the landing
gear by moving the handle UP (Panel 34).
UP

7. We previously armed LNAV, so after 50ft AGL it engages. If LNAV was not previously armed, select a roll
mode when the aircraft reaches 400ft RA. Confirm that the FMA autopilot mode displays correctly.

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Takeoff Procedure iFly MAX8 Flight Tutorial

Check Roll
Engaged Mode

We also previously armed VNAV and it engages above 400ft AGL. If it was not previously armed, select
a pitch mode when the aircraft reaches 400ft RA. Confirm that the FMA pitch mode display is correct.

Check Pitch
Engaged Mode

Note: In VNAV, there may be three FMA displays .

• VNAV SPD indicates that the Automatic Flight Director System (AFDS) is maintaining FMC speed as
displayed on the PFD speed indicator and/or the speed shown on the CDU climb or descent page. That
is to say, the system is using the elevator to control airspeed. When airspeed needs to increase, vertical
speed decreases. Conversely, vertical speed is increased to reduce airspeed.
• VNAV PTH indicates the system is maintaining airspeed required to meet/maintain the required FMC
computed altitude or the FMC computed descent path, The elevator controls the aircraft on the
computed vertical path.
• VNAV ALT displays when a conflict occurs between the VNAV profile and the set MCP altitude. The
aircraft levels off at the MCP altitude, which is then maintained.

Note: In VNAV mode, the MCP speed display is blank for the following cases.
• VNAV mode on
• A/T engages FMC SPD mode
• During a two-engine AFDS go-around

8. With the aircraft continuing to climb to 800ft RA, A/T arm mode is engaged. This is shown on the FMA as
ARM.

Check A/T Check Climb

Engaged Mode Thrust Mode

9. When thrust reduction altitude is reached (set on the TAKEOFF 2/2 page of the CDU, with an allowable
range of 800ft~9999ft. The default is 1500ft), the flight phase switches from takeoff to climb. At this point, the
FMC-calculated thrust changes from takeoff to climb and N1 displays on the FMA. Verify that N1 is displayed.

Check A/T Engaged

Mode

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Takeoff Procedure iFly MAX8 Flight Tutorial
10. Now click CMD A or CMD B to engage the autopilot. (IMPORTANT NOTE: As with the actual MAX8,
the aircraft must be in proper trim with no pressure on the controls or the A/P will not engage.) With
the A/P engaged, CMD displays on the PFD.

Now our aircraft is tracking the tutorial route under the control of autopilot, the climb thrust (N1) calculated
by the FMC is being maintained, and the system is controlling the elevator to maintain the airspeed
commanded by the FMC.

11. Refer to the table below for flap retraction speeds. Don’t forget to monitor the displayed position of flaps
and slats to confirm it is the same as indicated by the flap handle. Flap reduction speeds are also indicted
on the PFD Speedtape.

Takeoff At speed Select

Flaps (display) Flaps
V2+15 15
“15” 5
25
“5” 1
“1” UP
V2+15 5
15 or 10 “5” 1
“1” UP
V2+15 1
5
“1” UP
1 “1” UP

We used 5 degrees flaps for takeoff. Per the table above, we need to pay
attention to these speeds: V2+15 and 1. When airspeed exceeds V2+15
(139+15=154 knots), retract flaps from 5 degrees to 1 degree. Then when the
speed exceeds the green 1, as shown to the right, fully retract flaps by moving
the handle to UP.

Perform the After Takeoff Checklist

AFTER TAKEOFF CHECKLIST

Engine bleeds…………………………………………………….On

Packs..……………………………………………………….AUTO

Landing Gear…………………………………………………….UP

Flaps...……………………………………………...…UP, No lights

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Climb Procedure iFly MAX8 Flight Tutorial

Climb Procedure
Now the aircraft is flying along the route in the FMC under the control of the automatic flight director system.
During the climb phase, we have time to introduce some required knowledge and operations. Before
introducing these, let's talk about a few operations which need to be performed during the climb phase .
1. When the center fuel tank low pressure light displays, set the center pump switches on the FWD OVHD
Panel to OFF (Panel 4) .
3. When the aircraft is above 10000ft set landing light switches to OFF (Panel 19 ) .
4. Set passenger signs (Panel 9 ) as desired .
Now let's look at the commanded speed and altitude and where the aircraft is headed. Click LEGS on the CDU
to open the LEGS page:
Active Waypoint

On the CDU LEGS page, the active altitude and waypoint are displayed in magenta. Other waypoints, altitude
and speeds display in white. On the ND, active data, including the route, navigation waypoints, speed ,altitude
and offset data also display in magenta. Inactive data displays in cyan and modified data displays white. On
the PFD , the commanded speed and altitude are displayed on the speed and altitude bars, respectively. As
you can see on the LEGS page and the ND screenshot above, we are currently flying towards 5930, an altitude
constraint which is part of the active departure procedure.

Now the aircraft has passed the 5930 feet altitude constraint and started a right turn toward the next waypoint,
FOAMS. See the following ND screenshot. Because LNAV was armed before takeoff and we are following FD
guidance, the FMC automatically sequences to the next waypoint

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Climb Procedure iFly MAX8 Flight Tutorial

As the aircraft approaches FOAMS, the FMC automatically sequences to the next active waypoint and the
aircraft turns toward IPALE. The PFD and ND display as follows (Note the required altitude at IPALE -the
aircraft must be at or above 12,000 feet):

Now click the CDU N1 LIMIT button to view system thrust

settings. We have the A/T engaged, so the FMC will calculate
the N1 limit for each phase of flight. On this page, N1 thrust limits
for each phase of flight can be manually entered. A flight crew-
entered thrust restriction is automatically replaced by AUTO
when the autopilot changes the vertical mode. The numbers on
the right of the page represent the calculated N1 limits for both
engines in each mode. The last line is the setting for climb phase
reduced thrust, which is similar to the reduced thrust setting for
takeoff. If reduced thrust is selected, when the aircraft climbs
through 10000ft thrust gradually increases and sets normal
thrust at 15,000 feet. The reduced thrust setting is then deleted.

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 Climb Procedure iFly MAX8 Flight Tutorial

Next we look at the command speed, which involves the LEGS and CLB pages

Target Speed
Calculated Waypoint Speed
Speed Restriction
or
Specified Waypoint Speed

Selected Speed

Speed Bug

On the CDU and PFD, command speed is displayed in magenta. There is a magenta colored Speed Bug and
Selected Speed display on PFD. These indicate:
• speed manually selected in the IAS/MACH window
• FMC-computed airspeed when the IAS/MACH window is blank.
Now the IAS/MACH window on the MCP is blank, so the FMC-computed airspeed is displayed on the PFD. As
can be seen from the figure, the current command speed is 250 knots.
Since this 250 knot speed is calculated by the FMC, let's take a look at how the FMC calculates speed. During
the climb phase, the FMC simultaneously considers the following factors:
• If flaps are not fully up, the flap limit speed minus 5 kts;
• If the gear is not fully retracted, landing gear limits;
• IAS/MACH window, if IAS/MACH window is not blank;
• Target Speed is calculated by FMC according to the current climb mode, such as ECON speed, RTA, MAX
RATE;
• ECON: indicates the speed is based on a cost index.
• MAX RATE: indicates the speed is based on the maximum altitude over the shortest period of time.
• MAX ANGLE: indicates the speed is based on the maximum altitude over the shortest horizontal distance.
• Speed Restriction, if entered;
• Specified Waypoint Speed, if available.

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Climb Procedure iFly MAX8 Flight Tutorial

The slowest of the above speeds is passed to the automatic flight system. In our example, flaps and gear are
fully retracted, the IAS/MACH window is blank, and the current navigation point has no specified speed, so the
effective command speed is the smaller of Target Speed and Speed Restriction. The 250 knots under 10,000
feet restriction is also applied. When the altitude is above 10000 feet, the aircraft will fly at Target Speed.
Let’s talk about how to modify the speed of the autopilot system. Flap and gear speed limits may not be
modified and will always apply. If the MCP IAS/MACH window is not blank, rotate the IAS/MACH Selector knob
to adjust the speed. If the IAS/MACH window is blank, click the Speed Intervention (SPD INTV) button and the
current speed displays and can adjusted.

Speed Intervention

To modify Target Speed, you can directly input an IAS or MACH, or you can choose different speeds by
selecting different takeoff modes. The speed of each mode is affected by multiple factors such as aircraft
weight, cruise altitude, cost index, and the maximum and minimum speeds on the PERF LIMITS page. Click
NEXT PAGE on the PERF INIT page to reach the PERF LIMITS page. On this page, you can set the maximum
and minimum speed for each flight stage and the time error allowable value for RTA mode, which is discussed
in the Operation Supplement.

Enter calibrated airspeed or MACH for a waypoint on the LEGS page to specify the speed limit when the
aircraft reaches that waypoint. The calibrated airspeed is entered using three digits (xxx) in knots. Mach
numbers are entered as a decimal point followed by one, two or three digits. If a waypoint has a limited speed,
then that speed displays in uppercase; otherwise it will be lowercase to indicate the speed calculated by the
FMC. Modifying speed restrictions on the CDU RTE page requires inputting speed and altitude, separated by
“/”.

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Climb Procedure iFly MAX8 Flight Tutorial

Next look at altitude, which involves the CDU LEGS and CLB pages.

Calculated Waypoint Altitude Cruise Altitude

or
Specified Waypoint Altitude

Selected Altitude

Selected Altitude Bug

The Selected Altitude Bug and Selected Altitude on the PFD altitude tape show the altitude set in the MCP
ALTITUDE window. Rotate the Altitude Selector knob to adjust the MCP ALTITUDE setting in increments of
100ft
The Calculated Waypoint Altitude or Specified Waypoint Altitude for each waypoint is displayed on the CDU
LEGS page. At or above altitude restrictions are entered with a suffix letter A (example: 6890A). At or below
altitude restrictions are entered with a suffix letter B (example: 13770B). Mandatory altitude restrictions are
entered without any suffix letter (example: 20000). Altitude restrictions that are between two altitudes are
displayed with the lower limit first, followed by a suffix letter A, then the upper limit, followed by a suffix letter B
(example: 6890A13770B). Altitudes may not be manually entered on the CDU LEGS page for waypoints in the
cruise phase. Cruise altitude is displayed on the CLB page.
In the take-off and climb stages, the autopilot uses the lowest of MCP altitude, the waypoint altitude restriction
or cruise altitude as command altitude. In the descent stage, MCP altitude and the highest altitude restriction
for a waypoint altitude is the command altitude. As you can see on the LEGS page above, the current altitude
restriction is 10000B (below 10,000 feet). Our MCP altitude setting is 10000 feet, so we must to set MCP
altitude to our cruise altitude before the aircraft passes FOAMS. If the altitude is not reset, the aircraft will
remain at 10000 feet after passing FOAMS.
Again, if a higher altitude is not set on the MCP before passing FOAMS, the aircraft will remain in level
flight. If that happens and you want to continue the climb, first set a higher altitude on the MCP, and
then click the MCP Altitude Intervention (ALT INTV) button and the aircraft will climb. When the aircraft
reaches cruise altitude reengage VNAV.

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Climb Procedure iFly MAX8 Flight Tutorial

Altitude
Intervention Button

Next, click the CDU PROG button to open the PROGRESS page.

This page provides q u it e a lot of i m p o r t a n t flight data. The first line displays the last waypoint we
passed and the altitude, time, and fuel quantity which remained when passing that waypoint. The second
line displays the waypoint we are now approaching, and the distance-to-go (DTG) from present position
to the waypoint, predicted arrival time, and the predicted fuel quantity when reaching that waypoint.
The third line displays the next following waypoint and its corresponding data. The fourth line displays
the corresponding data when reaching the destination airport. The data on this line is very important,
and should be checked often during flight. Confirm there is sufficient fuel to reach the destination
airport. If the fuel quantity displayed at 4R is less than the RESERVES value set on the CDU PERF
page, a “USING RSV FUEL” warning message displays. 5L displays the time and flight distance to T/C
(top–of–climb), T/D (top–of– descent), S/C (step climb), and E/D (end of descent) according to the current
flight phase. 5R displays the total fuel quantity at the moment. 6L shows the current wind speed and
wind direction. From the current Progress page, we can see that we have just passed the waypoint
5930 ( a de part ure alt itud e res tric tion) and are now flying toward FOAMS.

When the aircraft passes through 18000 feet altitude, the barometric pressure display under the PFD altitude
tape displays in amber with an amber box drawn around the pressure setting. This indicates that we need to
set the Barometric (BARO) Standard (STD) Switch on the EFIS (Panel 25) to STD. After clicking the STD
switch, the system uses standard air pressure (29.92 inches Hg for this tutorial) as the barometric altitude
reference. See the following screenshots.

Click to select standard air

pressure

Note: 18,000 feet is the transition altitude in the United States. Transition altitude is set on the CDU
PERF INIT page at LSK 6R.

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Climb Procedure iFly MAX8 Flight Tutorial

Transition Altitude

Next click the CDU VNAV button to display the CLB page. The cruise (CRZ) or descent (DES) page will display
according to the phase of flight. The desired page can also be selected using the CDU NEXT PAGE and PREV
PAGE buttons.

The CLB page displays commanded speed, altitude restrictions, command thrust and other data useful during
the climb phase. Modifications on this page are usually not required. Also, when it is range, the CLB page will
display top of climb (T/C) information.
If the MCP IAS/MACH display is not blank, the display will automatically changeover between IAS and
MACH.

Later in the climb, a green circle displays on the ND with T/C to the
side. This is the top-of-climb where the aircraft reaches cruise altitude
and enters cruise mode of flight. The green arc displayed on the ND
is the altitude range arc. Based on the current vertical and ground
speeds, the arc approximates where the aircraft will reach VNAV
calculated altitude or the altitude set in MCP altitude window. In this
case, the arc indicates where our aircraft will reach cruise altitude.
Because the altitude range arc is calculated based on current vertical
and ground speeds and the higher the flight altitude, the less the
vertical speed, the arc generally first displays before T/C. As altitude
increases, the display error between the two gradually decreases.

With the aircraft passing T/C, the CLB phase ends and the aircraft enters the cruise phase. The CDU will
automatically change to the CRZ page.

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Cruise Procedure iFly MAX8 Flight Tutorial

Cruise Procedure
Aside from checking the navigation, responding to ATC, keeping up with aircraft system status and planning
ahead, there is not that much to do during the cruise phase. This would be a good time to study the
additional information in the Operation Supplement.

Press “CRZ” on CDU to access the cruise page. The climb page is displayed on CDU before reaching
the T/C point, then after passing the T/C, the cruise page will be automatically displayed. Through the
cruise page, we can select various cruise modes, just as in the climb page. These modes are described
in the tutorial supplement

The most often-used A/P modes used in the cruise phase are VNAV+LNAV. A/P roll modes which are used in
the cruise phase include HDG SEL and VOR/LOC and pitch modes include ALT HOLD, MCP SPD, and V/S.
These modes are discussed in the Operation Supplement.

The iFly MAX8 provides an Intelligent Cruise function. Settings are accessed through the EFB -> SYSTEM
PAGE -> SIM MENU -> PANEL STYLE -> MISCELLANEOUS page. If you choose to activate the acceleration
function, when the aircraft enters the cruise phase and speed, altitude and heading are stable, the aircraft will
automatically fly at the set Time Compression. Some other settings can have related effects whether or not the
acceleration mode is activated. Maximum acceleration should exceed 8 times when the autopilot is engaged,
and only use the acceleration function when the aircraft is at a constant speed. 4x Time Compression is
recommended.

Prior to the descent, there are several things to take care of while altitude is above 10,000 feet.
OFF
On the FWD OVHD Panel:

If the center fuel tank LOW PRESSURE lights are on, turn off
the fuel pump switches (Panel 4).

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Cruise Procedure iFly MAX8 Flight Tutorial

Verify that the correct landing altitude displays on the cabin

pressurization panel (Panel 18). If required, manually set the
landing altitude by turning the landing altitude selector knob.

Landing Altitude Selector

On the CDU:

We need to set the landing speed (VREF) and flaps, in

our case FLAP 40. Open the CDU Approach REF page
to set our landing flaps and speed.

Click LSK 3R, which transfers the landing flaps setting

and VREF to the FMC scratchpad.

Click LSK 4R and the flap setting and VREF will transfer
from the CDU scratchpad.

VREF

This data may be entered manually. Input format is

FF/SSS, where FF is a flap setting of 0, 1, 2, 5, 10, 15,
25, 30, 40 and SSS is speed. Note that this is not
recommended.

Be aware that VREF may change when the aircraft

is closer to landing and must be checked as noted
below.

Check the Runway Conditions on the second page of

the APPROACH REF page. VREF speeds are adjusted
to account for runway conditions

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Cruise Procedure iFly MAX8 Flight Tutorial

Click the MCP system annunciator lights (Panels 24 and 39)

to recall and review any system warnings.
System Annunciator
Lights
5On the EFIS Control Panel, check and adjust the
RADIO/BARO minimum altitude (Panels 25 and 38) as
required for the approach. Click the outer knob to select Minimums (MINS)
RADIO or BARO. Then click the inner knob to set the Reference
required minimum altitude. Minimum altitude is displayed Selector
in the lower right corner of the PFD. In our case, set 200
feet RADIO altimeter.
Minimums
Reference/Altitude

Set the auto brake according to landing runway and weather

conditions. Set as desired

Perform the DESCENT Checklist

DESCENT CHECKLIST

Pressurization……………………………………..LAND ALT____

Recall…………………………………………………….Checked

Autobrake……………… ……………………….____

Landing data……….………………….VREF____,Minimums____

Approach briefing,,,,,,,,………………………………….Completed

The following tasks should be accomplished prior to commencing the descent:

1. Prior to the top of descent, modify the active route as required for the arrival and approach.

2. When cleared to descend, set the clearance limit altitude on the MCP.

3. Set VREF.

4. Set RADIO or BARO minimums.

5. Set the AUTOBRAKE selector. Normally, a setting of 2 is sufficient.

6. Set or verify that the navigation radios and MCP course settings are correct for the selected
approach.

7. Familiarize (brief) yourself with the approach to be flown and double check the nav/radio setup.

The iFly Developer Team

Descent Procedure iFly MAX8 Flight Tutorial

Descent Procedure
The descent phase begins at the T/D (top–of–descent) . Let's take a look at ND .

We can see that there is a green circle before route waypoint DYAMO with T/D displayed at the right. This is t
where the descent begins, and after which the aircraft enters the descent phase. There are several methods
to start the descent:
• With the aircraft In VNAV cruise mode, passing T/D will automatically start the descent.
• Clicking DES NOW at 6R on the CDU DES page (VNAV page 3) and then clicking the EXEC key starts
descent.
• With the aircraft In VNAV cruise mode and within 50NM before T/D, reset MCP altitude lower than the cruise
altitude and click the MCP ALT INTV button.
IMPORTANT NOTE: The MCP altitude MUST be lower than cruise altitude or the aircraft will remain at
cruise altitude despite entering the descent phase.
Using methods 2 or 3 above to start the descent causes the aircraft to enter early descent mode. The aircraft
begins to descent at -1000 feet per minute until the normal descent path is intercepted. During this process,
VNAV uses FMC SPD as autothrottle mode and VNAV PTH as pitch mode. The dotted line in the figure below
is the path of an early descent. After intercepting the normal descent path, the aircraft will descend along that
path.
T/D

NOTE: Clicking ALT INTV outside of 50 NM from T/D just resets a new cruising altitude.

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Descent Procedure iFly MAX8 Flight Tutorial

50NM 50NM
Old CRZ ALT
T/D

New CRZ ALT

In our tutorial, we will use the first method mentioned above to enter the descent. Before reaching T/D reset
MCP altitude to an altitude restriction below cruise altitude or simply set altitude to the landing airport elevation.
Now set MCP altitude to 22000, which is the lowest altitude authorized at waypoint LAANE. Active route altitude
restrictions are shown on the CDU LEGS page.

If we do not reset altitude, the FMC will issue a " RESET MCP ALT" warning message on the CDU about 5 NM
before the T/D .
When the aircraft passes T/D, the throttles close to idle position and the FMA displays ARM.

The descent roll mode remains LNAV. Pitch mode needs to be explained here. VNAV descends in two ways:
Path (displayed as VNAV PTH on the FMA) or Speed (displayed as VNAV SPD). These two VNAV methods
of descending are explained separately.
1. Path Descent
During a path descent the FMC uses idle thrust and pitch to maintain the path. The descent path starts from
the T/D, and path calculation considers the following factors:
• Altitude restrictions • Target speed on the CDU DES page
• Speed restrictions
•Wind data on the CDU DES forecast page
• Idle thrust
• Speedbrakes retracted
It is important to remember that path descent uses speed for planning only. The logic of the autopilot
system is to keep the aircraft on the path rather than maintain speed. As target speed may not be
maintained, it is necessary for the flight crew to monitor the airspeed and use thrust and/or speedbrakes as
necessary.

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Descent Procedure iFly MAX8 Flight Tutorial

If information for path descent is not available, the FMC switches to speed descent. If the airspeed increases
significantly due to factors such as a tailwind, the CDU displays the message " DRAG REQUIRED". If the
aircraft exceeds a speed limit VNAV disconnects.
2. Speed Descent
During speed descent, the FMC uses idle thrust and pitch to descend and meet the altitude and speed
restrictions contained in the active route, similar to a descent in LVL CHG mode.

When the aircraft enters the descent, a figure displays at the lower right corner of the ND, as shown in the
following:

The figure is the VNAV path pointer, with the white line indicating offset. The pointer indicates deviation from
the descent planned by the FMC . The scale indicates ± 400 feet deviation. When the pointer indicates more
than ± 400 feet the deviation is displayed above or below the scale. In the screenshot above, the aircraft is on
the calculated descent path. In the screenshot below, the aircraft is 202 feet above the calculated descent
path.

Now that our aircraft is descending under the control of autopilot, we will introduce the commonly used CDU
pages and other descent operations.

First is the descent (DES) page. If aircraft is already in the descent, click the CDU VNAV button to open the
DES page. If the aircraft has not entered descent, click the CDU VNAV button then PREV PAGE or NEXT
PAGE to open the DES page. If the CDU displayed the CRZ page before reaching T/D, the DES page will
automatically open after passing T/D. The screenshot below shows the DES page with the aircraft descending.
If the DES page is opened when the aircraft is not in the cruising phase, some data will display slightly
differently than the data in the screenshot.

The descent page is used to monitor, modify or select the descent path. Data displays at each page location
as follows:
1L: End of descent altitude. Many not be manually deleted or modified.
2L: Target speed (283 kts in the screenshot above). May be manually entered.

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Descent Procedure iFly MAX8 Flight Tutorial

3L: Speed limit below 10000ft. May be manually enter or deleted. If flaps are down, the flap limit speed is
displayed. Flap limit speeds cannot be manually deleted or modified.
4L: Vertical deviation from the descent path. Data is displayed only when the aircraft is in the descent phase.
LO means below the path and HI means above the path.
5L:ECON displays as the descent mode. If the aircraft is not descending in ECON, click LSK 5L to return to
ECON mode.
6L: Click the LSK to open the descent forecast page. Data is entered on the DES forecast page prior to descent
in order to make the descent path calculations more accurate.
1R: Next waypoint with altitude constraints on the RTE LEGS page, if one exists. Displays only when the
aircraft is in the descent.
2R: Time and distance data to a waypoint. If the aircraft is not in the descent phase, time and distance to T/D
displays.
3R: Displays the same data as 1R, showing the next waypoint with altitude restrictions. Displays only when
the aircraft is in the descent.
4R: Displays the parameters required to reach the waypoint at 3R. FPA is the current actual flight path angle.
V/B shows the flight path angle required to meet altitude constraints at the waypoint in 3R. V/S is the vertical
speed required to fly V/B . Simply put, if we maintain V/S we will pass the waypoint at 3R at the specified
altitude. Data displays only when the aircraft is in the descent.
Click LSK 6R to open the RTA page. The use of descending RTA is the same as cruising RTA. (DES NOW or
ERASE) may also display here. RTA is discussed in the Operation Supplement.

Let's look at the current status of the aircraft along the active route. As shown below, we are passed DYAMD,
on the descent path through 25,700 feet descending at about 2,000 feet per minute with the throttles in idle
(ARM), and on the way to LAANE (note the below and above altitude restrictions at LAANE). The green arc
serves the same purpose for descent as it did during the climb phase:

In the descent, ATC will sometimes require a change of the STAR or approach procedure due to weather,
heavy traffic or other reasons. If that becomes necessary, open the CDU arrivals (ARR) page to select the
required procedure. Note that after the selection we need to go to the LEGS page to close Route
Discontinuities in the CDU and to confirm that the new route is correct. After repeated revisions, the CDU route
may become very “messy”. If that happens, particularly in the final descent stage, we recommend using
automatic flight modes other than LNAV and VNAV.

The iFly Developer Team

Descent Procedure iFly MAX8 Flight Tutorial

Now is the time to focus on flying the aircraft in anticipation of the Approach Procedure phase, rather than
discussing procedures for setting up and using aircraft systems. Please see the Operation Supplement for in-
depth systems discussion.

At transition altitude, on the EFIS Control Panels click the STD,

button then set the correct pressure for the landing airport. Click
the inner knob to select inches (IN), then click the outer knob to SET
set the correct value. Confirm that the setting displays correctly
below the PRD altimeter tape.

Procedures for the approach may be started after descending below transition altitude, and should be
completed prior to the initial approach fix (IAF) or commencing a visual approach .

On the FWD OVHD Panel:

Set as needed

1. Set the cabin lights (Panel 9) as desired. Normally, both switches are in
e AUTO position or ON.

ON
2. When descending below 10000 feet MSL, set the landing light switches
(Panel 19) to ON.

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Descent Procedure iFly MAX8 Flight Tutorial

Flap Extension Schedule

In the descent, the FMC will set lower command speeds, and ATC may also impose various speeds. As speed
decreases, we need to gradually set flaps. This process may involve both Approach and Landing stages

The following table shows speeds and associated flap setting:

At Speedtape Command Speed for

Current Flap Position Select Flaps
“Display” Selected Flaps
UP "UP" 1 "1”
1 "1” 5 "5”
5 "5” 15 "15”
(VREF30 or VREF40) +
15 "15” 30 or 40
wind additives
Let's see how this data is applied. Faps are currently in the UP position and the aircraft is decelerating. Per
the first row of the table above, we observe UP displayed on the PFD speedtape.

When speed reduces to UP displayed on the speedtape (200 knots), set flaps to 1, as outlined in the first row
and third column of the table.

Continue to set the flaps as displayed on the PFD speedtape until landing flaps, in our case FLAP 40, are set.

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Landing Procedure iFly MAX8 Flight Tutorial

Landing Procedure
1. Confirm correct ILS frequency and course display on the CDU APPROACH REF page. As shown in the
screenshot below, the frequency for the KSFO ILS 28R is 111.70,Channel 284, and ILS identifier is
IGWQ.

ILS data

2. Verify that the navigation radios are set to ILS and tuned to the correct and the MCP course is correct . Set
111.70 on both navigation radios (Panels 52, 54).

111.70

And set the ILS course of 284 degrees in each of the COURSE windows on the MCP (Panel 26).

284 284

On the PFD, confirm that the ILS course and identifier are correct. Confirm that the G/S and LOC pointers
display. NOTE: See the Operation Supplement for an explanation of the PFD white “ghost” pointers.

ILS Ident ILS crs

G/S Pointer

LOC Pointer

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Landing Procedure iFly MAX8 Flight Tutorial

3. Fly the aircraft to intercept the ILS using LNAV /VNAV or other autopilot modes.

4. Before G/S capture, confirm that VREF is correct and adjust if needed.

5. Click the APP button. Depending on the position of the aircraft, the autopilot system will arm or engage
APP mode. If a dual channel approach is desired, click the second autopilot engage button. As shown below
after clicking APP, the LOC is active (displayed in green) and the FMA changes from LNAV to VOR/LOC.
VNAV is still engaged with the G/S armed (displayed in white).

Subsequently, the G/S is intercepted and the autothrottle FMA changes to MCP SPD.

When the radio altitude drops below 1500ft, the ILS system will perform a self-check. Confirm that the ILS
scale and pointer turn amber and blink. If the second autopilot is armed the PFD A/P status displays LAND3,
as shown below. This is confirmation that the system is set for an autoland.

6. At G/S capture set MCP speed to 133 knots (VREF +5) and follow the flap extension guidance on the PFD
speedtape.

Set MCP altitude to the missed approach altitude, 3000 feet.

Three
Green
7. When speed allows, extend the landing gear and confirm that the 3 green
indicator lights display

DN

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Landing Procedure iFly MAX8 Flight Tutorial

8. Set the engine start switches (Panel 11) to CONT.

Set as needed

9. Click on the boxed area next to the spoiler handle to make sure the
SPEED BRAKE ARMED light on the main panel is on.

Set the speed brake

SPEED BRAKE lever to ARM
ARMED Light

NOTE: The iFly MAX8 models the Landing Attitude Modifier (LAM) system. This system has two functions:

1. On approach with Flaps 30 or 40, flight spoilers extend equally, which decreases lift and
produces a higher angle of attack to give better nose gear contact margin. Spoiler movement
starts at about VREF +10 kts and the amount of extension depends on approach speed.
2. With Flaps 15 through 30 and with throttles near idle, flight spoilers slightly deploy equally,
which provides more drag in order to increase thrust above idle.

The LAM system does not function unless Flaps are 15 – 40 and VREF is confirmed on the CDU LANDING
page. Also, the radar altimeter (RA) must be less than 2500 ft.

The preceding steps need to happen quickly. Don’t hesitate to pause MSFS in order to stay ahead of the
aircraft.

Perform the Landing Checklist

LANDING CHECKLIST

Engine start switches………………………………………...CONT

Speedbrake...………………………………………………ARMED

Landing Gear...……………………………………………….Down

Flaps……………………………………………..____, Green Light

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Landing Procedure iFly MAX8 Flight Tutorial

10. Use the autopilot system or manually control the aircraft for landing. For a manual landing, best practice is
to disconnect the A/P prior to reaching 500 feet altitude.

11. Landing any aircraft is an acquired skill. There are many variables in the landing “mix” which requires
constant practice. With that said, there are some guidelines which can help with a manual landing:

• Start with a stabilized approach, on glide path, on speed and in trim

• Do not use extreme control inputs.

• When the runway threshold is no longer in sight, look at a point about ¾ down the runway.

• At about 20 feet altitude, pitch up about 2-3 degrees and at the same time start gradually reducing thrust to
idle. Make small pitch adjustments as necessary to maintain the target descent rate. Try to have the throttles
at idle when the main gear touch down.

• Gradually “fly” the nose gear onto the runway.

• Do not add trim during or after the flare as that increases the likelihood of a tail strike.

• Do not hold the aircraft off the runway as it will float in ground effect and increase landing distance.

12. After landing, disconnect the A/P and A/T, engage reverse thrust as needed and confirm that the automatic
brake is working normally. NOTE: When reverse thrust is engaged, braking is “mixed” between reverse
thrust and the iFly advanced automatic brake to create braking for average stopping distance.
Depending on the autobrake setting, the brake message on the lower left MSFS screen may disappear..

13. When the speed reduces to 60 knots, stow the thrust reversers.

14. When exiting the runway, retract the spoilers.

15.. Before reaching taxi speed, turn the automatic brake switch (Panel 37) to
"OFF and manually brake as required. OFF

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After Landing Procedure iFly MAX8 Flight Tutorial

After Landing Procedure

1. Turn the Probe Heat switches (Panel 12) to AUTO.

AUTO

2. Set landing lights, taxi lights and strobe lights as needed.

OFF

3. Set the engine start switches (Panel 11) to OFF

position.

4. Retract the flaps.

5. Set the Transponder Mode Selector (Panel 56) to XPNDR.

XPNDR

6. Click the EFIS Control Panel button to turn off TERR, if

needed.

7. Taxi to the assigned gate or ramp parking space. Note that before taxiing into the parking position, ensure
that the landing and taxi lights are off.

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Shutdown Procedure iFly MAX8 Flight Tutorial

Shutdown Procedure
Execute the Shutdown Procedure when the aircraft reaches the gate or other parking spot and stops,.

1. If the aircraft still needs power supply after engine shut down, start the APU or connect an external power
supply. Refer to the chapter "Electrical Power Up" for the details .

2. Set the Parking brake (Panel 80) and verify that the parking Parking Brake
brake warning light illuminates. Warning Light

SET

3. Shut down the engines. It is best to allow an engine to idle for 3

minutes before shutdown to stabilize temperatures. Taxi time when
engines are running at or near idle may be counted for the 3-
minutes cool down. Pull the two Engine start levers (Panel 81) to
CUTOFF to shut down the engines.

OFF
4. On Panel 9, set the FASTEN BELTS switch to OFF and position
the NO SMOKING switch as required.

Set as needed

5. Set the ANTI-COLLISION light switch (Panel 22) to OFF. Set

other external lights as desired。

OFF

6. Set all FUEL PUMP switches (Panel 4) to OFF.

OFF

7. Set the CAB/UTIL and IFE/PASS SEAT switches (Panel 5) to OFF.

OFF

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Shutdown Procedure iFly MAX8 Flight Tutorial

8. Set WING ANTI–ICE and 2 ENGINE ANTI–ICE switches

(Panel 12) to OFF.

OFF OFF

9. On the hydraulic panel (Panel 13), set the 2 ELECTRIC

HYDRAULIC PUMPS switches to OFF. The 2 ENGINE OFF
HYDRAULIC PUMPS switches remain ON.

ON

10. Set the 2 Air conditioning PACK switches (Panel 17) to AUTO
AUTO. Set the ISOLATION VALVE switch to OPEN. Set 2
Engine BLEED air switches and the APU BLEED air switch
to ON。 OPEN

ON

11. On the MCP (Panel 26) set the 2 FLIGHT DIRECTOR

switches to OFF.

AUTO

12. Set the Transponder mode selector (Panel 56) to ALT

OFF.

ALT OFF

13. If necessary, place wheel chocks and safety cones (EFB->SYSTEM PAGE->SIM MENU->GROUND
SUPPORT PAGE 1). Release the Parking brake when the chocks are in place. Note: without wheel chocks,
the aircraft may move due to bleed off of parking brake hydraulic pressure.

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Shutdown Procedure iFly MAX8 Flight Tutorial

Perform the SHUTDOWN CHECKLIST

SHUTDOWN CHECKLIST

Fuel pumps……………………………………………………..OFF
Probe heat………………………………………………………OFF
Hydraulic panel…………………………………………………..Set
Flaps……………………………………………………………...UP
Parking brake…………………………………………………..____
Engine Start Levers……………………………………….CUTOFF

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Secure Procedure iFly MAX8 Flight Tutorial

Secure Procedure
1. Set the 2 IRS mode selectors (Panel 56) to OFF. Since
the IRS has a shutdown cycle of about 30 seconds, the
white ALIGN lights remain on during this time.
OFF

2. Set the EMERGENCY EXIT LIGHTS switch (Panel 9) to OFF.

ALT OFF

3. Set the 4 WINDOW HEAT switches (Panel 12) to OFF. OFF OFF

OFF
4. Set the 2 Air conditioning PACK switches (Panel 17) to
OFF.

Note: At this point, the crew has done its work. However, the aircraft is still powered up because follow-up
maintenance personnel will conduct post-flight inspections and troubleshooting. Only after maintenance
completes all required work is the aircraft powered down and all doors closed. The iFly MAX8 does not currently
provide maintenance simulation. After the SECURE CHECKLIST, we’ll power down the aircraft.

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Secure Procedure iFly MAX8 Flight Tutorial

Perform the SECURE CHECKLIST

SECURE CHECKLIST

IRSs…………………………………………………………….OFF

Emergency exit lights………………………………………….OFF

Window heat……………………………………………………OFF

Packs……………………………………………………………OFF

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Electrical Power Down iFly MAX8 Flight Tutorial

Electrical Power Down

1. Set the APU and/or GRD POWER switches (Panel 5)
to OFF.

OFF

2. Set the DC BATTERY switch (Panel 5) to OFF.

OFF

The aircraft is now cold and dark. Congratulations on completing a full flight! In this tutorial, we covered only
normal procedures for take-off, climb, cruise, descent and landing. If you want to have an in-depth
understanding of MAX8 systems, we recommend that you study the Operation Supplement and also explore
websites such as http://www.b737.org.uk/.

This concludes our tutorial. The iFly team hopes you will enjoy flying our MAX8 in MSFS!

The iFly Developer Team

 Acknowledgements

Developers: Liveries:
Jiangwei Shen Steve Drabek
Bo Yuan Jordan Davison
Ming Xia Ric Yuan

Project Manager: Manuals:

Jannie Roelofse Jim Harnes

Beta Testers: Cabin Announcements

Steve Drabek Alice Harnes
David Norfolk
Austin M. Jones HiFi Simulation Technologies:
Jeffrey Gerbert Damian Clark
Jim Harnes Kostas Terzides
Simon Hickson
Will MacTavish Navigraph:
Henrik Isaksen Richard Stefan
Daniel Desjardins Markus Hamburger
Jordan Davison
Norman Bowman SimBrief:
Norman Bates Derek Mayer
Paolo Fumagalli
Dale Robertson Flight 1:
Steve Halpern
Advisors:
Nicolas Potiron Support Forum Manager:
Sylvain Coolsaet Jim Harnes
Rob Coulson
Christopher Allen Sound:
Karim Youssef Boris Vanian
Jur van den Berg
Jasper Hulleman FSiPanel & SDK;
Giorgio La Pira Jean-Pierre Garraio
Russell Neale
Honghua Zhou
Wenlin Zhang
Yiwei Liu
Yinrui Li

The iFly Developer Team