737 FMC Inop
Thread Starter
Join Date: Feb 2009
Location: Far Far Away
Posts: 7
Likes: 0
Received 0 Likes
on
0 Posts
737 FMC Inop
Hi all..i'm new here.
the question is..if i have a fmc inop the TMA (thrust mode anunciator) is blank right???
so how should i select climb thrust??
the question is..if i have a fmc inop the TMA (thrust mode anunciator) is blank right???
so how should i select climb thrust??
Thread Starter
Join Date: Feb 2009
Location: Far Far Away
Posts: 7
Likes: 0
Received 0 Likes
on
0 Posts
can i still use the A/T and use the N1 button?..
will it still select climb thrust or I have to set the N1 bug manually and then hit the N1 button
tell me how u guys will climb ??
setting the thrust manually??
thanks..
will it still select climb thrust or I have to set the N1 bug manually and then hit the N1 button
tell me how u guys will climb ??
setting the thrust manually??
thanks..
Join Date: Jan 2006
Location: In a far better place
Posts: 2,480
Likes: 0
Received 0 Likes
on
0 Posts
The A/T will be inop in the absence of an inop FMC. Thus the NFP will fine tune the thrust settings based on QHR, and or Planning and Performance Manual figures.
Join Date: May 2004
Location: london
Posts: 81
Likes: 0
Received 0 Likes
on
0 Posts
You will have to have the climb thrust figure written down and....yes, believe it or not, YOU will have to thrust back the engines to that figure. Amazing heh?
The AT is useless on N1 modes such as T/O, CLB, GA, but it will work fine on a speed mode later, when you reach the cruise (monitoring the max cruise N1).
The AT is useless on N1 modes such as T/O, CLB, GA, but it will work fine on a speed mode later, when you reach the cruise (monitoring the max cruise N1).
Join Date: Mar 2001
Location: I wouldn't know.
Posts: 4,498
Likes: 0
Received 0 Likes
on
0 Posts
The bigger question is though if you are still allowed to dispatch without any FMC as that is required for RNAV Operation. At least in this part of the world IFR flights without RNAV are not possible anymore so FMC inop is not allowed.
Join Date: May 2004
Location: london
Posts: 81
Likes: 0
Received 0 Likes
on
0 Posts
The only scenario I can think of, is a very short flight (ferry or something), that does not require you to climb above FL190 (or thereabouts), therefore remaining below BRNAV airspace. You could dispatch with FMC inop in this case.
Join Date: Sep 2008
Location: MI
Posts: 570
Likes: 0
Received 0 Likes
on
0 Posts
I find it very strange that a "qualified" pilot of a 737 has to come to an Internet Forum to get answers to a question that should have been covered in his ground school...if he went to one.
Join Date: Jan 2006
Location: In a far better place
Posts: 2,480
Likes: 0
Received 0 Likes
on
0 Posts
Hey DC-ATE... who appointed you as the forum police? Some times less typed is far better than uncalled for comments... wouldn't you agree?
In response to your question dinie, you need to consult your company's MEL/DDPG concerning not only if you can go... but areas are approved operations too.
You will have A/T function via the MCP for speed/mach control in cruise, Vert Speed/ and level change.
Thrust Management
The autothrottle operates in response to flight crew mode control panel inputs orto automatic FMC commands. Reference thrust can be selected on the N1 LIMIT page. Automatic FMC autothrottle commands are made while VNAV is engaged.
The autothrottle system:
• uses reference thrust limits calculated by the FMC
• commands the thrust levers
• commands thrust equalization through the electronic engine controls.
Thrust limits are expressed as N1 limits. Thrust equalization references N1. The FMC calculates a reference thrust for the following modes:
The thrust reference mode automatically transitions for the respective phase of flight.
These modes can be selected on the N1 LIMIT page. The selected thrust reference mode is displayed on the thrust mode display.
The flight crew can specify the thrust reduction height where the transition from takeoff to climb thrust takes place by making an entry on TAKEOFF REF page 2. Allowable entries are 800 feet to 9,999 feet.
The default value is determined by the airline and is stored in the model/engine database.
Hope this helps dinie.
In response to your question dinie, you need to consult your company's MEL/DDPG concerning not only if you can go... but areas are approved operations too.
You will have A/T function via the MCP for speed/mach control in cruise, Vert Speed/ and level change.
Thrust Management
The autothrottle operates in response to flight crew mode control panel inputs orto automatic FMC commands. Reference thrust can be selected on the N1 LIMIT page. Automatic FMC autothrottle commands are made while VNAV is engaged.
The autothrottle system:
• uses reference thrust limits calculated by the FMC
• commands the thrust levers
• commands thrust equalization through the electronic engine controls.
Thrust limits are expressed as N1 limits. Thrust equalization references N1. The FMC calculates a reference thrust for the following modes:
The thrust reference mode automatically transitions for the respective phase of flight.
These modes can be selected on the N1 LIMIT page. The selected thrust reference mode is displayed on the thrust mode display.
The flight crew can specify the thrust reduction height where the transition from takeoff to climb thrust takes place by making an entry on TAKEOFF REF page 2. Allowable entries are 800 feet to 9,999 feet.
The default value is determined by the airline and is stored in the model/engine database.
Hope this helps dinie.
Last edited by captjns; 23rd Feb 2009 at 13:14.
Join Date: May 2006
Location: UK
Posts: 11
Likes: 0
Received 0 Likes
on
0 Posts
DCATE! As a highly qualified and experienced 737 pilot and instructor myself I think your attitude stinks!!! Often I find I need to consult with others about obscure questions I get in my job and in many occasions the answers are difficult if not impossible to find in Boeing manuals! The whole idea of this forum is for pilots to be able to ask intelligent questions and get intelligent answers. You attitude suggests that you need some serious CRM training! Many of the inter-relationships between FMS, auto-pilot and autothrottle are a bit vague at times-- I look forward to reading more questions on these subjects and thus improving my own knowledge!
Join Date: Sep 2008
Location: MI
Posts: 570
Likes: 0
Received 0 Likes
on
0 Posts
The one, 'dinie' stated that, ".....i have 0 experience on the 737...". So, it seems unnecessary to ask a question about the FMC on a 737. Now, if 'dinie' is going to transition to the 737, his question will be answered.
-----------
'captjns' -
Yes, you're right: "Some times less typed is far better than uncalled for comments..." However, I'm not sure I would call my reply, "uncalled" for. What is the point of supplying the info you supplied? I'd say that was excessive and uncalled for as well.
------------------
'Vertical Speed' -
"DCATE! As a highly qualified and experienced 737 pilot and instructor myself I think your attitude stinks!!! Often I find I need to consult with others about obscure questions I get in my job and in many occasions the answers are difficult if not impossible to find in Boeing manuals! The whole idea of this forum is for pilots to be able to ask intelligent questions and get intelligent answers. You attitude suggests that you need some serious CRM training! Many of the inter-relationships between FMS, auto-pilot and autothrottle are a bit vague at times-- I look forward to reading more questions on these subjects and thus improving my own knowledge!"
From the top: I'll use some after-shave. I was rated on the 737 as well, and being an "instructor" by no means makes you any more qualified that I was. I had an "instructor" try and kill me and my flying partner in an airplane once.....a 737! The answer to the question asked by 'dinie' would surely be available at his airline.....IF he is with an airline at all. He did not identify his position. Any airline ground school that doesn't have an answer to a question like that isn't much of a ground school now, is it?
As to CRM, one of my airlines started it.
-----------
'captjns' -
Yes, you're right: "Some times less typed is far better than uncalled for comments..." However, I'm not sure I would call my reply, "uncalled" for. What is the point of supplying the info you supplied? I'd say that was excessive and uncalled for as well.
------------------
'Vertical Speed' -
"DCATE! As a highly qualified and experienced 737 pilot and instructor myself I think your attitude stinks!!! Often I find I need to consult with others about obscure questions I get in my job and in many occasions the answers are difficult if not impossible to find in Boeing manuals! The whole idea of this forum is for pilots to be able to ask intelligent questions and get intelligent answers. You attitude suggests that you need some serious CRM training! Many of the inter-relationships between FMS, auto-pilot and autothrottle are a bit vague at times-- I look forward to reading more questions on these subjects and thus improving my own knowledge!"
From the top: I'll use some after-shave. I was rated on the 737 as well, and being an "instructor" by no means makes you any more qualified that I was. I had an "instructor" try and kill me and my flying partner in an airplane once.....a 737! The answer to the question asked by 'dinie' would surely be available at his airline.....IF he is with an airline at all. He did not identify his position. Any airline ground school that doesn't have an answer to a question like that isn't much of a ground school now, is it?
As to CRM, one of my airlines started it.
Join Date: Jan 2002
Location: beyond PNR .. as always
Posts: 160
Likes: 0
Received 0 Likes
on
0 Posts
Radio Update
sorry for topic drift, but it still about FMC (U5), can someone enlighten me on this,
what is the different in the PROGRESS 1/3 , between :
DME IRS(L) DME
SHM A 114.20 KHG A 113.80
and
KHG A 113.80 IRS(L)
LXR A 114.40 DME - DME
the VOR ident sometimes "left-right" ,sometimes "up-down". Thanks.
what is the different in the PROGRESS 1/3 , between :
DME IRS(L) DME
SHM A 114.20 KHG A 113.80
and
KHG A 113.80 IRS(L)
LXR A 114.40 DME - DME
the VOR ident sometimes "left-right" ,sometimes "up-down". Thanks.
