Does anyone have the option, or know when it might be coming, to have a RTE 2 in the FMC? This was something we had in B767 15 yeasr ago. It was useful in certain circumstances, but with LoCo very short turn rounds it would be super, especially as there are no company routes. Pre-loading the return route and checking it would save valuable time on such short pit stops. Indeed, why is the B737 FMC so outdated compared to other Boeing types of many years ago? Sometimes it seems there has been some backwards progress.

Looking forward to a secondary flightplan myself. However company routes is a database option and still available, you just have to restrict your routings and work with your database provider to have them. We used to have them in our 733s for years until the volume of route changes became too high and it was impossible to cover all possible routes in the database.

Another option that is available is datalink route download, same as is download for all other preflight pages and even inflight wind profiles. We have that on the newest FMCs (those originally delivered with 10.8 and after), however sadly our company doesn't support it so pressing the LSK next to REQUEST DATA just highlights it without any result, however i know of other companies that have route download in use for several years now.

Route2
 

Check out Brady's excellent web page... FMC Update 10.8

It looks like we will have to wait until 2010?

The B737 FMC is the only Smiths Model on the Boeings. I believe all the others have Honeywell - expect though you are already appreciative of this point.

New Secrets
 

I discovered only the other day that if you disconnect the autopilot you can actually fly the aircraft. Amazing!

Note to original poster: you have the power to delete your initial post and in doing so delete the complete thread. Why don't you?

Someone always has to be a smart sod. Anyways, I have been learning new tricks by some of the tips given so please keep it up.

Brgd's
Proxus

I found out recently that if you get a reverser light on the ground, when you cycle the reverse thrust to try and clear it, you need to leave the reverser unlocked for around 30 seconds, then keep it closed for 30 seconds. Apparently you need to give the vales etc time in order for them to reach their full open/closed position.

Also, apparently the software/hardware that deals with this system and the unlock light has a 5 cycle memory, so doing it 6 times should work...

At least I was told all this by an engineer...

IRR... You also have the power to delete a pointless and mean-spirited post. Why don't you? In fact why not do everyone a favour and delete your profile?

As with any microsoft powered a/c, if the gizzmo's don't work, kill all a/c power for 30secs and reboot. Usually works. If not, call sparkie. Only recommended on the ground.

Heres one so you know for sure that the inlet door on the APU is closed before you turn off the battery on shutdown.Go to MAINT in the FMC ,apu , input monitering,then page 3 ,theres a line that says if the door is open or not.
I know you can just use your watch but it gives you something to do while youre waiting.

Ps IRR , you are a muppet

Just to add to that gem homerj, it was shown to me just last week another method of knowing when the APU inlet door is closed is that the EGT needle will flicker momentarily.

Learn something new everyday:ok:

Greetings Flash8
When it comes to FMC you have two suppliers(B787 is the exception)
Brown Cockpit brown box HWL
Grey Cockpit Grey Box Smiths:ok:

Not sure if its taught to pilots that when shutting down the apu you should wait 90 secs after actual engine shutdown before turning off the battery so that the fault memory / history is loaded and that you dont latch a battery type fault (cant remember the words exactly ) when there is no actual fault.

Fly The Aeroplane ... First, Last, And Always.
 

Well, I can see IRRenewal's point. It did rather seem to us that when the FMC came along, certain people were in too much thrall to it, to the detriment of maintaining situational awarness!

One of the first FMC-induced 'boobs' was the TriStar crew who inserted a 'not-before time' at a UIR boundary waypoint, and sat there happily, as the aircraft slowed down, and slowed down ... and slowed down. The Lockheed training captain, who was visiting the cabin, became concerned with the increasing deck angle, and regained the flight deck at the onset of pre-stall buffet.

Then of course there was Cali, where mis-programming of the FMC flew a serviceable and user-friendly Boeing 757 into the high ground when situational awareness should've been operating at 120%.

My usual avuncular demeanour was sorely tested by the first officer who bimbled away furiously, constructing a DME arc procedure into a Turkish hell-hole with big rocks sticking up all round, when it seemed to me there was a much simpler way of going about it. It was also sorely tested on turnround at Munich one day when both FMCs failed and I was informed in all seriousness that we were now in a 'No Go' situation. Dear me, find where it says that in the manual!

(Of course, thinking on, with the passage of time, it may indeed be a 'No Go' item nowadays ... is it?)

I will now get back in my box.

The main reason not to cycle the reversers too fast is that the hydraulic fuses may trip, and then nothing is going to run until the fuse(s) are reset. On the NG you have to cycle the reversers 5 times (full open/close cycle) to clear the engine accessory unit fault history and hence get rid of the reverser light. :ok:

Another trick for setting up waypoints is on the fix page enter any waypoint, put a distance ring around said waypoint then lsk it again into the scratchpad, enter this on the legs page (in the appropriate spot) and voila you have a waypoint on your current track that intersects the range ring. Very handy for crossing altitudes back from an Airport while still on a star with multiple legs ahead of you.

Happy Hunting

I remember when I had just checked out as a newbie F/O on the NG and we had the reverser light on after push-back (I think it was when doing MC recall check). The end result was we returned to the bay and had the MEL apllied which involved having said reverser locked out.

Just curious, but are you guys suggesting that this was not necessary and we should have just cycled the reversers 5 times and all would have been fixed and we would be on our way with both reversers working normally?

You may have had a genuine problem requiring a TR lockout.

Here is the section from the Boeing FCOM giving some info' on the REVERSER lights, how they work and how to avoid setting them off and then how to try to fix the system

The REVERSER light, located on the aft overhead panel, illuminates when the thrust reverser is commanded to stow and extinguishes 10 seconds later when the isolation valve closes. Any time the REVERSER light illuminates for more than approximately 12 seconds, a malfunction has occurred and the MASTER CAUTION and ENG system annunciator lights illuminate.

Note: A pause in movement of the reverse thrust levers past detent No.1 toward the stow position may cause MASTER CAUTION and ENG system annunciator lights to illuminate. A pause of approximately 16 seconds engages the electro-mechanical lock and prevents the thrust reverser sleeves from further movement. Cycling the thrust reversers may clear the fault and restore normal operation.

whats so funny about it

Just to confirm what Capt Chambo has posted, recycling the reverser 5 times MAY clear the fault, not definitely clear it.

Anybody noticed the link between newbie FO and reverser light? If you fly with lots of them it happens more often. They tend to be pilot flying (with us at least) during line training and there does seem to be a link with low experience deployment and stowing technique. Often in this case the recycling trick works a treat.

737 ND
 

Does anyone know what the parameters are for the airports i.e. Runway length, airport capabilities, etc displayed on the ND (Cyan circles) when the airports button on the EFIS panel is selected? Thanks lads

Might depend on customer options. A common filter is 6000' LDA & tarmac. I flew for an airline where the MAP looked like measles with airport circles, but we didn't carry the charts for all of them. Another customer didn't filter them out and we had grass strips of 3000'. Ask your NAV dept.

I don't exactly know which are the parameters my airline has based the Airport symbol, but few months ago they put the Airport (a small GA airfield) where our fleet manager used to fly when he was young ahah :E

Anyway, here is a funny trick you can use to decide who, between you and your colleague next to you, will perform a certain leg or just to appoint the one who will go out with the pretty flight attendant :} betting on Even or Odd numbers rotating the DH selector on the EFIS control panel :cool::ok:

(this works on the 737 Classic but unsure on the NG, never flown on the latter)

With the DH selector, select a starting Even or Odd number, whichever you elected to bet with your friend. Let's say you bet an Even one.

Select a starting Even number, stop, and then start the bet rotating the selector randomly but quickly. It will always end with an Even number. Same thing starting with an Odd one (it will always end with an odd number).

Or you could just flip a coin which is quicker and can be done in the crew room.:E

I think the 'RALFIE' reminder on page one is very good.

Box
Bearings
Bugs
Brakes
Brief

Is one I got taught for setting up the approach.

AWASH to remember what systems use air.

Air con/pressurisation
Water tanks
Anti ice
Starting engines
Hyd reservoirs

You didn't understand...

By using the DH selector you are sure what the result will be...so you'll be sure to win the bet...

If your a skipper you could just say im flying therefore you win all the time :ugh:

Or you could just flip a coin which is quicker and can be done in the crew room.
 

Whatever happened to nosewheel roulette?

1 piece of airport-security approved chalk and you can extend the CRM horizons by including all of the crew in the lottery?

And it can be used on non-FMS equipped aircraft!

Just as long as you make the markings distinct from the tyre creep markings, whatever happened to them?

Or is chalk no longer available since Windows & Mac..........................?

Who needs chalk when you have girls on board.

http://imageshack.us/a/img273/7198/roulette018cs.th.jpg http://imageshack.us/a/img273/8844/roulette028vv.th.jpg


YES, it is lipstick :E

You're welcome. :)

I'm a newcomer on 737-800, could you explain what we will have on FMA auotothrotle window and TMD if AP Is engaged at 400 feet in TOGA mode and no VNAV - will it lead to CLB N1 before thrust reduction or only pitch mode will change to MCP SPEED?

And another, in GA will the thrust reduction be automatic to N1 climb at relevant altitude in FMC and accelaration as well (with open window or not)?

I mean we have the latest FMC version.

Thank you.

Something I found interesting but completely useless is that the trim switch on the control wheel, one of them is a ground and the other moves the trimmer. So if you put one up and one down the trim will still move because the ground is grounded. Same for aileron trim but I didn't try that one.

Something that was told me in training that is somewhat accurate is that the max altitude increases 100ft every 7 minutes, so I use that calculation for advising ATC when we will be able to climb.

In our base airfield when coming from the south there is another ATIS with the same frequency, we found that adding a .05 to the frequency allows us to receive the intended ATIS.

The upper and lower displays are not aligned perfectly.

Nose wheel lottery.Normally,the bigger the aircraft,the bigger the wheel.Therefore,more room for crew "tags".Sadly,the later 737s have reversed the process.And the mains are'nt much bigger!

Useless ... until the commanding switch stuck in one position. :E