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 Indeed, why is the B737 FMC so outdated compared to other Boeing types of many years ago?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.