After pushing back from the gate, I would suggest you use about 50-60% N1 power to get the plane rolling, then right away, back off the power. A good taxi, is one where you don't use the brakes too often. Not good for the passengers, and not good for the plane. Just take it easy, taxi slow to be safe. So, begin your taxi roll. If you have a twist handle joystick, twist the handle. I highly suggest this. Because it is a lot more realistic, than just turning the joystick like a turn. If you want, you can also use the keyboard keys for left and right rudder. Always remember to keep your taxi speed below 25 Knots at all times! How do you check your ground speed? Simple. Open your Flight Simulator default GPS unit, and look where it says GS in the GPS display. That is your ground speed. In the real world, it is a little different, but the simulator makes it easy! I usually keep my GPS unit open during taxi, so I can keep a constant observation on my ground speed. And if it gets above 25 Knots, simply reduce power. Don't slam on the brakes. Just back off a little power, the aircraft will slow down eventually. The preferred taxi speed in the real world is 15 Knots. As long as you keep it under 25, you are fine. You can also switch to GPS mode and look at the Heading indicator, and it will have your ground speed. Either way. The GPS is easier for beginners.

So, you are lined up and ready to go. Got your clearance, and you are about to hit the skies. Well, increase power. But stop the increase at 93% N1 power. Why you ask? Well, because if you go up to 105 % N1 or higher, its terribly unrealistic, and it can (and does) burn out your engines. So, play it safe. If you are not too heavy, you can even get away with 88% N1. You will use a little more runway, than if you cranked the throttles all the way up, but you will also have more realistic aircraft climb performance, and fuel burn. So, liftoff at about 130 Knots indicated. By the way, please set up your simulator to show indicated airspeed. Its more realistic.

The autopilot settings should be on standby. Never takeoff in autopilot. As lame as that sounds, I have seen it. Don't do it. So, what settings you ask. Your initial climb altitude. For example 10,000 feet, should be in the altitude area. And on standby. The runway heading should be in the heading area. And on standby. The vertical speed should read about 1800 FPM. Activate the yaw damper function.

After liftoff, rotate back to about 15-20 degrees of pitch for the first few thousand feet. At 2000 feet above ground level, start retracting your flaps. You will notice a slight nose drop. This is normal. Now, decrease your ascent rate to about 1200 FPM. And keep this setting. Remember, that under 10,000 feet, your indicated airspeed should be below 250 knots. Increase climb rate, if your airspeed increases to this number, below 10,000 feet. Or reduce throttle, whichever you prefer. I prefer the higher climb rate. After 10,000 feet, its time to get into cruise mode. Set your ascent to 1000 FPM or less. Autopilot activated. The whole idea, is to go fast, with little altitude gain over a given distance. Why? To get to your destination faster. So, you are climbing at 1000 FPM, your airspeed is reaching the red line (over speed) limits. Simply decrease throttle, to keep your airspeed just below the red line. You might be at 75% N1, that's fine. Great fuel economy. You will be amazed how much time you can shave off by doing this. Makes everyone happy.

As soon as I am in a comfortable climb mode, I will activate my autopilot per my clearance advisory. Such as climb and maintain 10,000 feet, and so on. This is called the INITIAL CLIMB. So, now the autopilot is functioning and keeping me at a steady ascent, and heading. If you get turned to a heading, it is a lot easier to dial it in. Fly your departure procedure, and adhere to all controller requests at this time. When you are cleared on course, then make sure your NAV/GPS switch is on GPS, and hit the NAV button on your autopilot. The heading indicator will go away, this is fine, and your plane might turn, its ok! Relax. Your airplane is now flying the course you planned. With wind drift accounted for. As you fly to waypoints, your plane will turn to the next one, and so on. Fully automatic. Simple as that. Now, just monitor your airspeed, and ascent rate as needed, to avoid a stall. And remember, above 18,000 feet, set your altimeter to 29.92.

You are approaching 31,000 feet. Altimeter is set on 29.92, and everything is going great! Well you better slow down that ascent rate quick. At about 30,000 feet (in this situation), begin to level off. Decrease your ascent rate to 800 FPM. Then, down to 400 FPM. This makes it so the plane will actually level off at the desired altitude, instead of overshooting it, and having to descend a few hundred feet. Just take it easy that last thousand feet, and settle the plane. Decrease your throttle setting (depending on your aircraft) to about 75%, and sit back. You are now ready to grab some coffee, and monitor the plane.

Alright, here we go, back to the "fun" part of flying. The descent. I always begin my descent at about 1200 FPM. Go ahead and set your altitude to whatever your arrival plan requires, or the controller says. And keep your descent rate relatively low, unless you have to get down in a hurry. Decrease throttle, but remain at a good clip. Don't go over the red line though. When you approach 12,000 feet, slow down. Remember, below 250 Knots under 10,500 feet indicated airspeed. Slow to 250 or less, I always slow to about 220 Knots on arrival, below 10,000 feet. Keeps everyone happy. And its not too slow, or too fast. Within 15 miles of an airport, slow to 200 Knots or less indicated.

Ready to land. Great. Refer to the flap speed charts, to know when to let the flaps out. I begin around 230 Knots for the first stage of flaps. Why flaps? They will increase drag on the wing, and in turn, give you more lift, so you can go slow, and stay in control the whole time. By the time you get to your base leg or about 10 miles out from the airport, your flaps should be almost all the way extended, you should be floating at 200 Knots, or less, but not below 180 Knots. Careful! A stall this low and slow is impossible to recover from. And a crash does not look good on your virtual resume. So, watch that airspeed indicator. And make sure pitot heat is on!! Shift+H. Alright, now, you are on base or if you are doing a straight in, about 10 miles out from the end of the runway. Begin to slow your descent to about 400 FPM. At these low altitudes, a slow descent rate is preferred.

Ok, you should have asked the controller 10 minutes ago, what runway is in use, if you don't know, and get the frequency, and heading of the runway. In the course section of the autopilot, enter the runway heading here. For example 35L at KDEN is on a heading of 350 degrees. Enter 350. Then, tune your NAV1 radio to the runway frequency (ILS). Say 108.5. And switch to NAV1 in your aircraft's panel. In the 737 default panel, it is at the bottom left, it says NAV1/NAV2. And a red button. Click it to indicate NAV1. Now, you are dialed into the runway frequency. At this time, take autopilot off the NAV mode, and go to the heading mode. So everything is manual now with heading changes, because the controller might turn you, and if your AP is on NAV mode, it wont turn when you select the new heading. So just click it over to heading mode, now. And keep heading you were on, until asked to change it (and you will be asked). Now, you are lined up with the runway, hit the "APR" button. This activates the auto land function. If you are not comfortable using this, then land manually, and turn off autopilot at the outer marker. Anyway, if you are using auto land, make sure you are cleared for the approach FIRST, before activating it. Your plane will descend per the ILS procedure on its own. Sometimes it works better than others. Turn off autopilot/auto land at the inner marker, and make a smooth landing. But, experiment. Don't rely on it though. Because to be honest, I have only used it twice, in over 1000 hours of simming. I prefer to land "by hand" as its called. And I have never used it in real life.

"Boop Boop" heard means you are crossing the outer marker for an ILS runway. Well, at this time, extend full flaps. And slow to the recommended gear extended speed. And stay in control. Extend the gear at this time. Your plane will slow down, increase throttle, to stay above 140 Knots. Sometimes you have to approach with 70% power. Don't be afraid of power at this time of the flight. Use it if you need it to maintain airspeed. Turn off your GPS unit. And turn off your autopilot if you are not using auto land, as described above. Ok, you are in control now. You should have a cleared to land clearance by now, well, slow down, and decrease your descent to about 200 FPM, to remain above the ground and on the glide slope. Over the threshold reduce power to idle, depending on your situation. I am always about 100' above ground level crossing the threshold, and at about 150 Knots, so when I kill the throttle, the plane slows gracefully to 140....130....120. Begin your flare at this time, and gently "fly" the plane onto the runway. You should settle down onto the runway, at about 120 Knots. Average. As soon as the mains make contact, extend the spoilers, and hold the nose up for a second. You don't want the nose to slam into the runway, and collapse your gear. GENTLY lower the nose, and apply reverse thrust. A good landing is one where you don't really need to use excessive brakes. Just roll out gently. Slow down, to exit the runway at about 35 Knots ground speed! Yep, back to ground speed. Open the GPS. Watch your speed. Exit the runway, retract the flaps, and spoilers. Your reverse thrust should be off by now. And taxi to the gate, under 25 Knots. Arrive at the gate, shut down the engines, and fill out your PIREP.

Oh, the missed approach. Its a mandatory requirement in the real world to practice, and something you never think of, until its too late sometimes. I will keep this section short and sweet. Ok, so you are lined up for 35L at Denver, heading 350, and you are descending through some fog (ILS conditions). Ok, everything is going fine, all of a sudden either someone pops up on the runway, or you notice you cant get the plane down in time, so you call missed. Tell the controller you are "going missed" or "missed approach" and they will vector you back around. BUT the important thing, is to always remember, to set your autopilot for the missed approach altitude first. A missed approach on 35L requires you to climb back up to 8,000. So, enter 8,000 before you proceed on the missed approach, and make sure your heading is correct. Then activate the autopilot, and missed approach procedure. You will climb gracefully to altitude, and you will be able to think rationally, with no pressure. One thing to note on the missed approach, about "cleaning up" your airplane. Usually you are in full landing configuration when you land, obviously. Well on the missed, you have to climb, and climb fast. So, retract your flaps FIRST about 50% of what they were on landing configuration. On the 737-300, it would be about 20 degrees flaps. THEN, retract your gear, as soon as you have a positive rate of climb. Increase throttle to remain BELOW 200 knots indicated, and then, fly your missed approach, back into the pattern, to a landing.