Kudos on the masterful use of your voice (volume, tone, cadence, enunciation) and your knowledge to offer a basic (essential) understanding of programming this FMC. Thank you.
One correction, When you INIT the IRS's the Airport Ref position is the last choice you should use to init it. First and most accurate should be one of the GPS positions found on the second page of the POS INIT section. IF neither GPS is available or functioning, you would use the Last Position Coord. This should be right where the aircraft is currently and should match or be close to what the GPS would read. The one exception is if the aircraft has been moved without power, then it won't be correct in which case only then would you use the Reference, first the Gate Ref if available, and only then use the Airport Ref coord as that references the Airports location in the Nav Database not the position of your aircraft.
@@DeathDonky Using last Pos will usually be ok to use, which is why it's the first alternative after the GPS. The problem with using the Airport Ref though is more significant. Take a large airport like KDEN Say the Nav Ref data coordinates is located at the center of the airport, but your aircraft is closer to the edge of the airport. If you use that position to init, the flight computer will now show you at the center of the airport, not where it actually is. Which could be some distance away.
@@tf51d Well, It's not like the 737 IRS is slaved to the coords you enter in POS INIT, those are however used for reasonabless test and is the final check in order to complete the whole alignment process (which begins immediately when you move the selector to "NAV" and ends with comparison with Position entry). Basics: The IRU will calculate its own latitude. It will not (can't) calculate longitude "Am I in Beijing or Madrid or Denver?"....all are 40N LAT but very different LON. What it will do is compare entered LON with "LAST POS" LON. If difference is greater than 1 degree you will have a warning. It is worth mentioning that 1 degree LON is quite a distance (60nm at the equator, 45nm at 40N where Denver is), lol. After Alignment cycle ,the IRS will compare ENTERED LAT with its own CALCULATED LAT and if they don't agree within very tight limits you will also have a warning. And finally if the IRS position is more than 4nm from the subsequently entered ORIGIN Airport (on Route page) the CDU will throw a "VERIFY POSITION" error. Again, this system is quite robust, but ofc GPS position is always desireable. Do keep in mind that FMC POS will always bias to GPS POS, and in earlier 737 models w/o GPS, the FMC POS would update to be equal to runway position (actually landing threshold of the departure runway) when you push TOGA
This video is going to be my goto tutorial, alongside PMDG's user guide for their 737. Thank you for being the one to finally allowing me to understand this nice piece of equipment so I can do a reasonable job when programming the 737 FMC. A lot of RUclips videos that try to explain this are doing it too quickly, causing 'facepalms'. You're is just right.
Very helpful video. One nitpick about soft keys though. Happens throughout the video but one example is at 6:32. The Next Page key isn't a soft key as it has a specific function. Hence it is has a physical label describing its function (Next Page). Soft keys, on the other hand, can perform many functions and don't have physical labels but rather software labels that change depending on the context of the current screen or mode. The vertically stacked buttons on either side of the the FMC screen are soft keys. Those below the screen are not.
I've been flying via the M.S.F.S.2020 basically since it came out, and I've been following many great Simmers like XP-72 and Easyjetsimpilot just to name few of them. And I've learned whole lot of important settings from them when I've been setting up my flights since I discovered them some 4 years ago. But there has been one aircraft in my fleet that I've never really enjoyed flying and that is the default Boeing 737Max and felt it basically too slick and borring to fly until I finally went for one of XP's favorite aircraft to fly in either the XP11/12 or @ the MSFS. But for me (I'm getting 70 next month) it has been quite a task to learn into all these various airliners like the A320 (Asobo or the FBW) A330 from Heathway, the Dreamliner (aka 787-8 or 10) oh and don't forget that (junk) that came from Captain Sim (but they have improved a lot) the 767 and the 777-300/400 series. But I always wanted to master the 737 (700/800/900 series) but found it little complicated especially setting it up from Cold and Dark. And after I had seen XP my friend reading something that came from FSElite I decited to check you guys out and there I find this Awesome demonstration on how to set up your FMC . So I simply like to say "Thank you"
One thing to know: The automatic input of ZFW or CG by the LSKs are PMDG special options that (maybe) won't work in other 737 - or in a realworld plane. 😊
He skipped right over Plan fuel on the PERF INIT page. That’s what I was hoping to learn more about. Is that supposed to just be planned fuel from origin to destination, should it include fuel to your alternate, should it account for any expected hold times, etc?
You only enter the plan fuel if it is more than the actual fuel in the tanks, i.e. the aircraft will still be refueled, so that you get the correct predictions right away. Before pushback, the amount of fuel onboard must be checked against the planned/minimum fuel anyway. So in other words, the plan fuel is what you "plan" to have onboard once the aircraft has been fueled, and has nothing to do with alternate, hold, or other extras.
@@militaryav8r The insufficient fuel warning comes up if the FMS calculated fuel over destination (FOD) is lower than the value entered in the reserves field. That could also be factor.
CraZy291 well, I previously thought it was plan fuel then Actual Fuel Onboard. So I’d put something like 15.1/19.0, so if I correctly understand what you said earlier… I was telling the FMC that although 19.0 is currently on board, work your calculations based off of 15.1 being onboard. That would obviously force an error because the FMC would see that as basically arriving with no gas at all in the tanks.
Performance calculations should be made using the EFB. Not all de-rates and flap settings (or combinations thereof) may be permissible for take-off. The displayed speeds in this vein are only references that act as a sanity check for the calculated performance. Some consideration could furthermore be given to the Takeoff Ref page 2/2, which has the (EO) Acceleration and reduction height, which depend on a range of factors.
Good lord that is a lot of button pushing, and mildly confusing on top of it. Your explanation certainly cleared up a lot of things for me. But oh give me a Garman with a direct to button. Also where did you get your routing from? Thanks
WOW! i love ngxu as well as ngx. The only thing is that the NG3 as it shud be called is more new featured and has received high quality training( if it were considered a person) from its older counterpart and is keeping up the same ngx reputation. Well unfortunately in X-plane PMDG has no chance of developing NG3 because there is a group of a developer giants who have developed the same plane with that much detail for free. I feel that ZIBO shud start charging t-for the plane
Kudos on the masterful use of your voice (volume, tone, cadence, enunciation) and your knowledge to offer a basic (essential) understanding of programming this FMC. Thank you.
One correction, When you INIT the IRS's the Airport Ref position is the last choice you should use to init it. First and most accurate should be one of the GPS positions found on the second page of the POS INIT section. IF neither GPS is available or functioning, you would use the Last Position Coord. This should be right where the aircraft is currently and should match or be close to what the GPS would read. The one exception is if the aircraft has been moved without power, then it won't be correct in which case only then would you use the Reference, first the Gate Ref if available, and only then use the Airport Ref coord as that references the Airports location in the Nav Database not the position of your aircraft.
@@DeathDonky Using last Pos will usually be ok to use, which is why it's the first alternative after the GPS. The problem with using the Airport Ref though is more significant. Take a large airport like KDEN Say the Nav Ref data coordinates is located at the center of the airport, but your aircraft is closer to the edge of the airport. If you use that position to init, the flight computer will now show you at the center of the airport, not where it actually is. Which could be some distance away.
@@tf51d Well, It's not like the 737 IRS is slaved to the coords you enter in POS INIT, those are however used for reasonabless test and is the final check in order to complete the whole alignment process (which begins immediately when you move the selector to "NAV" and ends with comparison with Position entry).
Basics: The IRU will calculate its own latitude.
It will not (can't) calculate longitude "Am I in Beijing or Madrid or Denver?"....all are 40N LAT but very different LON.
What it will do is compare entered LON with "LAST POS" LON. If difference is greater than 1 degree you will have a warning. It is worth mentioning that 1 degree LON is quite a distance (60nm at the equator, 45nm at 40N where Denver is), lol.
After Alignment cycle ,the IRS will compare ENTERED LAT with its own CALCULATED LAT and if they don't agree within very tight limits you will also have a warning.
And finally if the IRS position is more than 4nm from the subsequently entered ORIGIN Airport (on Route page) the CDU will throw a "VERIFY POSITION" error.
Again, this system is quite robust, but ofc GPS position is always desireable.
Do keep in mind that FMC POS will always bias to GPS POS, and in earlier 737 models w/o GPS, the FMC POS would update to be equal to runway position (actually landing threshold of the departure runway) when you push TOGA
This video is going to be my goto tutorial, alongside PMDG's user guide for their 737. Thank you for being the one to finally allowing me to understand this nice piece of equipment so I can do a reasonable job when programming the 737 FMC. A lot of RUclips videos that try to explain this are doing it too quickly, causing 'facepalms'. You're is just right.
Excellent tutorial. 👍
Very helpful video. One nitpick about soft keys though. Happens throughout the video but one example is at 6:32. The Next Page key isn't a soft key as it has a specific function. Hence it is has a physical label describing its function (Next Page). Soft keys, on the other hand, can perform many functions and don't have physical labels but rather software labels that change depending on the context of the current screen or mode. The vertically stacked buttons on either side of the the FMC screen are soft keys. Those below the screen are not.
I've been flying via the M.S.F.S.2020 basically since it came out, and I've been following many great Simmers like XP-72 and Easyjetsimpilot just to name few of them. And I've learned whole lot of important settings from them when I've been setting up my flights since I discovered them some 4 years ago. But there has been one aircraft in my fleet that I've never really enjoyed flying and that is the default Boeing 737Max and felt it basically too slick and borring to fly until I finally went for one of XP's favorite aircraft to fly in either the XP11/12 or @ the MSFS. But for me (I'm getting 70 next month) it has been quite a task to learn into all these various airliners like the A320 (Asobo or the FBW) A330 from Heathway, the Dreamliner (aka 787-8 or 10) oh and don't forget that (junk) that came from Captain Sim (but they have improved a lot) the 767 and the 777-300/400 series. But I always wanted to master the 737 (700/800/900 series) but found it little complicated especially setting it up from Cold and Dark. And after I had seen XP my friend reading something that came from FSElite I decited to check you guys out and there I find this Awesome demonstration on how to set up your FMC . So I simply like to say "Thank you"
Really needed this thank you so so much
Thanks for the very clear and instructive video. Great job.
One thing to know: The automatic input of ZFW or CG by the LSKs are PMDG special options that (maybe) won't work in other 737 - or in a realworld plane. 😊
Great video, definitely like to see more of this kind. THX
thank you - great job
He skipped right over Plan fuel on the PERF INIT page. That’s what I was hoping to learn more about. Is that supposed to just be planned fuel from origin to destination, should it include fuel to your alternate, should it account for any expected hold times, etc?
Check out FlightDeck2Sim channel, he has a number of 737 tutorials and he is a real 737 pilot. His main sim is X-Plane but most should be the same.
You only enter the plan fuel if it is more than the actual fuel in the tanks, i.e. the aircraft will still be refueled, so that you get the correct predictions right away. Before pushback, the amount of fuel onboard must be checked against the planned/minimum fuel anyway. So in other words, the plan fuel is what you "plan" to have onboard once the aircraft has been fueled, and has nothing to do with alternate, hold, or other extras.
@@CraZy291 Thank you! I guess that's why I'm constantly getting insufficient fuel notices when I input information into this field.
@@militaryav8r The insufficient fuel warning comes up if the FMS calculated fuel over destination (FOD) is lower than the value entered in the reserves field. That could also be factor.
CraZy291 well, I previously thought it was plan fuel then Actual Fuel Onboard. So I’d put something like 15.1/19.0, so if I correctly understand what you said earlier… I was telling the FMC that although 19.0 is currently on board, work your calculations based off of 15.1 being onboard. That would obviously force an error because the FMC would see that as basically arriving with no gas at all in the tanks.
Nice v great job
Great video. Can you please do one for the A320 MCDU?
Performance calculations should be made using the EFB. Not all de-rates and flap settings (or combinations thereof) may be permissible for take-off. The displayed speeds in this vein are only references that act as a sanity check for the calculated performance. Some consideration could furthermore be given to the Takeoff Ref page 2/2, which has the (EO) Acceleration and reduction height, which depend on a range of factors.
I hope they make an EFB video next...
How about the wind and temperatur on page 2 in takeoff page?
Thanks!
Good lord that is a lot of button pushing, and mildly confusing on top of it. Your explanation certainly cleared up a lot of things for me. But oh give me a Garman with a direct to button. Also where did you get your routing from? Thanks
I am guessing i do much of the same steps in all other aircraft with fmcs? Such as the qualitywings 757?
WOW! i love ngxu as well as ngx. The only thing is that the NG3 as it shud be called is more new featured and has received high quality training( if it were considered a person) from its older counterpart and is keeping up the same ngx reputation. Well unfortunately in X-plane PMDG has no chance of developing NG3 because there is a group of a developer giants who have developed the same plane with that much detail for free. I feel that ZIBO shud start charging t-for the plane
Could you do the G1000?
nice
Not complicated at all 🤯
@@DeathDonky i feel like i need some background information, I used the build-in flight planer from FSX back in the days
yeah, maybe
Not completly correct in detail
1
lol you have the logo I used to have
Aviation Alex lol
Nice