Flying the Captain Sim Boeing 787 Dreamliner Payware is one of the most rewarding experiences in Microsoft Flight Simulator. This aircraft brings the revolutionary Dreamliner to your home cockpit with an exceptional level of system depth and visual detail. Whether you are a virtual airline pilot seeking realism or a hobbyist wanting to explore next‑generation airliner operations, mastering this add‑on requires a solid understanding of its unique systems and flight procedures. In this guide, we provide essential tips and expanded guidance to help you fly the 787 Dreamliner with realistic systems, from pre‑flight preparation to emergency handling.

Pre‑Flight Preparation: Laying the Foundation for Realism

A realistic flight begins long before you push back from the gate. Proper pre‑flight preparation ensures that all systems are configured correctly and that your flight plan is loaded accurately. Captain Sim’s 787 models the real‑world flow of cockpit setup, so taking time with these steps will greatly enhance immersion.

Loading the Flight Plan and Initializing the FMC

Start by entering your flight plan into the Flight Management Computer (FMC). The 787 uses a dual FMC system similar to the Boeing 777 family. Use the following best practices:

  • Enter route, SID, and STAR details using the CDU keypad. Many payware aircraft support loadable SIMBRIEF or PFPX flight plans. Captain Sim’s 787 can import a .fltplan file for faster setup.
  • Verify the active runway and departure transition. Without correct SID data, the autopilot may struggle with lateral navigation.
  • Set the cost index and cruise altitude based on your flight distance. Real pilots use the load sheet – for simulation, use realistic values (e.g., cost index 40–80 for short/medium hauls).
  • Perform a weight and balance check. The 787’s fuel efficiency depends heavily on correct center of gravity. Use the payload manager or load sheet to distribute cargo and fuel within limits.

Cockpit Setup and System Checks

Once the FMC is initialized, move through the pre‑flight flow:

  • Battery and APU start – Turn on the battery bus, then start the APU using the overhead panel. Wait for APU generator to stabilize before switching electrical power.
  • Configure IRS and FMC alignment. The 787 uses an IMU (Inertial Measurement Unit) rather than traditional IRS. Ensure the aircraft is stationary during alignment – movement will reset the process.
  • Set external lights, fuel pumps, and pack valves according to the checklist. Captain Sim’s 787 includes a functional overhead panel where every switch matters.
  • Check flight controls via the synoptic pages. Verify that the fly‑by‑wire system is powered and all control surfaces respond correctly.

Understanding the 787’s Advanced Systems

The Dreamliner’s systems are distinctly different from legacy Boeing aircraft. Here are the critical subsystems you must grasp for realistic operation.

Electrical and Power Management

The 787 is the first commercial airliner with a primarily electrical architecture – no bleed air for cabin pressurization or engine start. Key points:

  • Engine starters are electric – During engine start, ensure the APU is supplying adequate electrical power (typically 200 kVA). Lower power may cause a hung start.
  • Cabin pressurization uses electric compressors – You must manually set the cabin altimeter and check the pressurization schedule on the EICAS. For realism, update the landing elevation well before descent.
  • Variable Frequency Generators (VFG) – The generators produce power at varying frequencies, which is automatically converted. Monitor the electrical synoptic page for load distribution.

Fly‑by‑Wire and Flight Controls

The 787 uses a fly‑by‑wire system with envelope protection. Unlike Airbus, Boeing retains conventional control column feel but with electronic commands. Tips for realistic handling:

  • Use the “Speed Trim” and “Autothrottle” carefully – The system provides C* (C star) law for pitch. In the simulator, fly with slight backpressure during turns to mimic real feel.
  • Understand the Alternate and Direct Modes – If you simulate failures, practice flying in alternate law (some protections lost) and direct law (no protections). The Captain Sim 787 models these modes accurately.
  • Check the “Flight Controls” synoptic page – It shows real‑time deflection of ailerons, elevators, and rudder. This is useful when troubleshooting.

Fuel and Hydraulics

The 787 uses two hydraulic systems (left and right) with electrically driven pumps. There is no central hydraulic system.

  • Fuel management – The 787 has an automatic fuel transfer system, but you can manually override. During long flights, monitor fuel quantity on the synoptic display. Unbalanced fuel can be corrected by turning off the transfer valve on one side.
  • Hydraulic pressure – Keep the electric demand pumps (EDPs) ON for both systems during flight. If you lose an EDP, the RAT (Ram Air Turbine) automatically deploys to provide emergency hydraulic power. Practice deploying the RAT via the overhead panel for failure scenarios.

Managing Systems During Flight

Once airborne, constant monitoring and subtle adjustments make the difference between a bland flight and an authentic one. Captain Sim’s 787 provides detailed synoptic pages and EICAS messages to keep you informed.

Autopilot and Flight Director Usage

The 787 has a modern autopilot with various lateral and vertical modes. For realistic flying:

  • Use LNAV and VNAV as primary modes after climbing through 10,000 feet. Engage the autopilot only after establishing a positive rate and retracting flaps.
  • Transition to FLCH (Flight Level Change) or V/S when ATC assigns an altitude not in your flight plan. The 787’s autopilot handles thrust transitions smoothly if you pitch correctly.
  • Monitor the MCP – Set speed, heading, altitude, and vertical speed with reference to the flight plan. The aircraft will command speed and pitch automatically in VNAV, but always cross‑check with the ND.

Descent and Approach Planning

Descending the Dreamliner efficiently requires early planning:

  • Use the VNAV descent path – if properly set up in the FMC, the aircraft will calculate top‑of‑descent (TOD) and idle thrust only if descending correctly. In the simulator, you can also use “EXPEDITE” for emergency descent (but note that it overrides pressurization).
  • Set the approach altitude and QNH early. The 787’s EFIS will show the glideslope intercept once you are within range.
  • Use the “LOC” and “APP” modes for ILS approaches. The autopilot can fly coupled approaches down to Category IIIA minima (RVR 200m) – try landing in low visibility to experience the aircraft’s capability.
  • Flap and V‑speed management – The 787 uses flaps 1,2,5,15,20,30. Follow the FMC flap schedule during approach. Remember that the electric flaps retract slower than hydraulic ones, so plan timing.

Managing the Pressurization and Environmental Systems

The 787’s cabin altitude is normally scheduled to 6,000 feet at cruise, and pressure is controlled automatically. But for realism:

  • Set the landing altitude in the pressurization panel before descent. Failing to do so may cause a pressure warning at landing.
  • Monitor pack outflow – on the environmental synoptic page you can see each pack’s cooling flow. If one pack fails, the remaining pack can maintain cabin altitude.
  • Use the “RAM DOOR” switch to open the ram air inlet when on ground for cooling, but seal it before takeoff.

Handling Emergencies Realistically

Simulating failures adds depth to your training. Captain Sim’s 787 includes many failure modes through the “Failures” page in the CDU. Here are recommended scenarios:

Engine Failure After V1

Simulating an engine failure at V1 tests your reaction:

  • Maintain directional control using rudder. The 787’s fly‑by‑wire automatically applies rudder trim with power asymmetry, but you still need to use rudder pedals.
  • Climb at V2+15 and retract flaps at acceleration height. The aircraft will climb to 400 ft AGL before turning.
  • Use the “ENG FAIL” checklist in the Quick Reference Handbook (QRH). The simulated EICAS will show engine parameter redlines.

Hydraulic System Failure

Loss of a hydraulic system (e.g., left EDP failure) will affect:

  • Flight controls – some surfaces become less responsive. The aircraft will still be flyable but requires more effort.
  • Gear extension – the landing gear can be lowered manually via the gravity extension lever on the pedestal.
  • Braking – normal braking uses hydraulics; you may need to use alternate braking with accumulator pressure.

Practice these scenarios with the failures menu to build muscle memory.

Loss of Pressurization

A rapid decompression requires emergency descent:

  • Don oxygen masks – simulate by clicking the mask icon in the cockpit.
  • Descend to 10,000 feet or MEA – use EXPEDITE or override the autopilot and push the nose down.
  • Set pressurization panel to emergency – if the outflow valve failed, the aircraft may not maintain cabin altitude.

Electrical Failures

Loss of both generators (e.g., dual engine flameout) will leave you on battery power for about 30 minutes. In the simulation:

  • Reduce electrical load by turning off unnecessary packs, galley power, and passenger entertainment.
  • Start the APU while still airborne (must be within APU start envelope below 25,000 ft). This restores hydraulic and electrical power.
  • Declare emergency and land at the nearest suitable airport.

Additional Tips for Maximum Realism

Beyond system management, fine‑tune your experience with these best practices:

  • Use real‑world weather with live METARs. The 787’s inertial systems and wind calculations rely on accurate data for fuel predictions.
  • Fly with realistic airlines and routes – choose aircraft weights, takeoff thrust derates, and cost indices from actual dispatch. Resources like SIMBrief provide free flight planning with real airline data.
  • Follow written checklists. The official Captain Sim 787 documentation includes a detailed tutorial and checklists. Use them sequentially.
  • Set up your hardware – calibrate throttle detents for reverse, autothrottle arm position, and flap axis. The 787 uses a distinctive throttle quadrant with reverse locks.
  • Join a virtual airline like VATSIM or IVAO. Flying with ATC in live environment forces you to manage checklists, radio communications, and procedures in real time.
  • Watch online tutorials from experienced virtual pilots – channels such as 320 Sim Pilot or AviationPro often cover Captain Sim aircraft.

Conclusion

Mastering the Captain Sim Boeing 787 Dreamliner Payware demands a thorough approach to pre‑flight preparation, systems knowledge, and in‑flight management. By understanding its electrical architecture, fly‑by‑wire nuances, and advanced autopilot, you can elevate your simulation from a simple flight to a deep, realistic experience. Incorporate emergencies, read the official product manual, and practice with live weather and ATC. With time and attention to detail, you will enjoy every flight as if you were sitting in the real Dreamliner cockpit. Happy and realistic flying!