Flying the PMDG 737 with DUAL FMC FAILURE | Real 737 Pilot LIVE | Valencia - Asturias

Join me LIVE as we fly from Valencia (LEVC) to Asturias (LEAS) with a dual FMC failure/Both FMC’s INOP.
It is possible (MEL/Airspace permitting) to dispatch with no FMC’s and today I’ll show you how to setup and fly the aircraft safely, resorting to conventional navigation.
We’ll then fly a Raw Data DME ARC onto the VOR Approach for Runway 11
#msfs #flightsimulator #boeing737
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THIS STREAM IS NOT TO BE USED FOR REAL WORLD FLIGHT TRAINING
The primary purpose of this stream is to give you the opportunity to see how a Real 737 Captain operates a desktop simulated aircraft in real time using real world operating procedures.
Whilst every effort is made to accurately replicate the way the aircraft is flown based on my experience as an Airline Captain and Type Rating Instructor, this is purely for entertainment only.
If you happen to be a line pilot or training pilot you must not follow the guidance in this livestream, it is purely for non-professional computer simulated flight. Only consult your approved material from your respective operator.
Personal questions and queries regarding my employment status will not be answered.
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Addons Used:
• Microsoft Flight Simulator
• PMDG 737-800 (3.0.65)
• Asturias (LEAS) by ORBX
Flight Sim Hardware
• Thrustmaster Civil Aviation (TCA) Airbus and Boeing Edition
• Saitek Pro Flight Rudder Pedals
• Logitech Radio Tuning Panel
• Tobii Eye Tracker 5

[@johnboy8846]

Capt tut tut a "modest man" lol raw talent!!

[@rshvkkt91]

If only PMDG also incorporate an OPT tool in their upcoming tablet, would love to do all these performance computations and stuff like derated takeoffs! How i wish the FPPM was as easily available online as is the FCOM...

[@victoraatg]

Well it is easy to find FPPPM , I found one in just 2 minutes in Google. Pmdg will add the OPT, I just hope it is good and has improved climb calculations.

[@braniffsimpilot]

I have to say your opening music is awesome. So many people play elevator music! ❤

[@departingthefix123]

Another great video, many thanks. While you were adjusting the gross weight with the speed ref knob to 94.5 where is the displayed value shown. Many thanks.

[@departingthefix123]

For those with similar interest, just managed to locate the weight value by accident, displays on the PFD lower corner gross weight value by the adjust speed ref knob

[@ilarikousa1500]

Hi Sam.. the USA still has conventional airways and much lesser RNAV requirements.. this would be easy to do there

[@flightdeck2sim]

No doubt! European Airspace is pretty much all radar controller at the upper levels and RVAV above FL95 which requires at least 1 FMC for the 737. FD2S

[@ilarikousa1500]

@@flightdeck2sim Anyway, a certain A320 operator has a raw data flight like this as part of their initial TR FFS sessions.. nice little brain twister

You mentioned how you add 40 ft to the MDA on non-precision approaches where I recall you've said 60 ft in the past. Maybe I don't remember it correctly 🤔

[@flightdeck2sim]

Always said 40ft Richard so not sure what the 60ft increment you heard was referring to!

Thanks, just me remembering incorrectly ☺️

[@victoraatg]

At 51:45 I think you're very wrong here captain. If you look at the FCOM Engines and APU section. N1 indications N1 SET Outer Knob BOTH - • both reference N1 bugs and readouts manually set by turning N1 SET inner knob • HAS NO EFFECT ON A/T OPERATION. In the same section: Autothrottle Limit (A/T LIM) Indication Illuminated (white) - The FMC is not providing the A/T system with N1 limit values. The A/T is using a degraded N1 thrust limit from the related EEC. So the AT n1 limit is provided by the fmc when it fails by the EECs, and it doesnt care about the manual limit set, it is just for reference. Maybe im misinterpreting something, but I had heard a B777 captain former 737 captain explaining this switch specifically and he said that it has no bearing on the AT, I knew both of you couldn't be right so I went to the FCOM and tried to find out, and it seems he and pmdg are right. Either way,I cant blame you, this is extremely obscure thing which you'll likely retire without ever needing. Cheers and happy flights.

[@flightdeck2sim]

Hi Victor, thanks for your comment! Without testing it in the real aircraft it's hard to get a conclusive answer, I referenced the FCOM setting regarding the A/T operation and you're absolutely right, it should not effect A/T operation and the EEC sets a degraded N1 thrust limit. Your point however does bring up an issue. On take off when you push TO/GA N1 will engage. N1 is calculated pre-flight to comply with take off/climb performance. If it doesn't reference what is bugged manually what will the auto throttle set when N1 engages? There is no mention in the MEL about not using A/T as a dispatch limitation so when you line up and push TOGA a random N1 is going to be set which could be too high or low to satisfy the calculated take off performance which is pretty serious. Really interesting and one outside the scope of FCOM 2. I'd like to find the answer too so I'll do some digging and if I find out anything I'll reply back! Take care! FD2S

[@victoraatg]

@@flightdeck2sim That is a very interesting question indeed. The MMEL I have of an specific airline, I have no business mentioning lists dual FMC inoperative as no go. So I can't comment on that. I don't have an actual 737 to test, but if you find out, and can provide further insight, Id love to know. Thanks for the response. Cheers

[@12KHECCO34]

very interesting

Heard someone asked if there were any speed limitations on departure. This is something I wanted to ask, how do you make sure you're not busting such speed limitations on a departure if they do exist? Such as when you for example see a speed limitation of let's say 185 knots for the first few waypoints. If you would engage VNAV prior to departure like some airlines do, then I assume you'll be fine but when not engaging VNAV on the ground which I know is the case at your operator, what mode would you then use to assure you're not busting such speed limits while at the same time not pitching more than 20 degrees during initial climb/departure?

[@flightdeck2sim]

Hi Richard! If you have a speed less than the UP SPD as a speed restriction on a SID you simply bug that speed when you accelerate and leave the flaps extended if required. Once past the restriction BUG UP and continue to retract the flaps.

Thanks buddy! That's what I've been doing. The problem I've had is how N1 commands a thrust setting making it impossible to keep the speed at or below the speed restriction while at the same time avoid pitching more than 20 degrees up during the initial climb phase. Probably me missing something obvious...

Someone is having a bit of a nosegear fetish 😂 Amazing recovery 👍

[@Felipeozzy]

For the DME arc on departure, the 9nm fix isn't stated as overfly right? wouldn't it be better to deduce about 2 miles and lead the turn to intercept the arc? like, start the turn at 6.9dme if GS is 210?

[@flightdeck2sim]

Hi Felipe! Referring to our company briefing you must not commence the turn before 9nm, this is strictly for noice compliance so must be overflown. FD2S

[@Felipeozzy]

@@flightdeck2sim thx for the reply! Didn't realize it was there for noise abatement.