It's called navigation - you have a working clock, a working heading reference, you can plot a fix to determine your current position ... In your particular case - the dual IRS's in the 737 were still working, all you had to do was look up for your actual track & ground speed, and get a chart out to see where the place was.
I asked you how to proceed to an RNAV point
raw data, not by proceeding VFR or
Dead reckoning.
Neither hardly wise choices in congested RVSM/RNAV airspace.
For data to be
"raw", there needs to be data in the first place. That means that you have the ability to track some form of
navaid which provide data.
Did you even consider the drift of the IRSs???
Such old ladies are not the most precise, and I may remind you that the updating from VOR/DME is applied to the FMC (which just failed). Hence you are left with a position that may have several hours of flight time and thereby drift - perhaps 10 miles or more. So what is the accuracy of your navigation when you include the accuracy of your DR?
Sometimes it's good to be cleaver, and sometimes it's better to leave out the completely irrelevant anecdotes (plus insults).