Sirs,I've been reading about the 737-300 FMC here;http://www.b737.org.uk/fmc.htmBut on the fuel planning page there does not appear to be a taxi fuel entry, unlike the A320 aircraft. Is this information on page 2? How does the FMC know it has got enough fuel before leaving the gate? i.e It might be taxiing round Amsterdam for 20 minutes or maybe just 2 mins at some small regional airport.http://www.b737.org.uk/fmc_perf_init.gifI hope PMDG do an Airbus aircraft in the future-Paul

Hey Paul,"I hope PMDG do an Airbus aircraft in the future"I STRONGLY second that!:)David

My personal opinion is the same however im still like the B744 the most and as second the DC10 aswell the B777.But it would be nice to see a nice A330 or A340 in future.Ramon.

PaulUnlike the Airbus, the Boeing leaves some decisions to the pilots. ;-)You have to manually plan the fuel before entering it in the FMC. The FMC will only check that the totalized fuel will get you to your destination, or alternate.Cheers,

Hi,So with Boeing you only know if you'll reach your destination without eating into your reserves when you get airborne and the FMC has time to re-calculate the FOB on landing? "The FMC will only check that the totalized fuel will get you to your destination, or alternate." But this can't be done on the ground, only when in the air? Not a great design imo, are all Boeing aircraft like this? Regards,-Paul

Paul,I'm not an expert on the fuel management system on the Boeings. But I do think that the totalizers work even on the ground. If you don't have enough fuel to reach your destination after a long taxi run the FMC will tell you so (I think). :-) But then again you as the captain made an incorrect decision on the amount of taxi fuel to load.Maybe someone with some knowledge of the NG totalizer can chip in?Cheers,

The more I read about the 737NG and her idiosyncrasies the more surprised I become. (Not in a bad way)I'm reminded of something I once read on the pprnue forums, that the 737-300/400 replacement shouldn't have been the NG but the A32X family! or words to that effect. ;-)Cheers,Paul

Wow, much ado about nothing. There really isn't much to it. Standard startup and taxi fuel is 0.2 tonnes, if you expect a longer taxi, take 0.3 tonnes. If you rely on the FMC landing fuel at destination figure to see if your calculations are correct, well, that's not the way to go. That figure is not accurate anyway, since a change of cruise level, routing, SID, STAR, winds, traffic and what not can influence that figure dramatically.Iz

"I'm reminded of something I once read on the pprnue forums,..."Don't believe everything you read on the PPRuNe forum... It's scary listening to all the incorrect/misleading advice given by some of the so-called professionals. One of the reasons I stopped posting on the Tech Log section of that site was because I got tired of correcting all the misinformation.Cheers.Ian.P.S. (OT) BTW, are there any good sites for Airbus info? I'm trying to find out why Airbuses (when they have a particular hydraulic system failure), the nose wheel turns very hard in one direction (90 degrees in some cases)... causing the aircraft to leave the runway when the aircraft slows down during rollout. It happened to an Airbus a few months ago here in Sydney. There was also an incident more recently where a nosewheel turned hard during taxy to the runway after a hydraulic failure (fortunately the aircraft didn't run off the taxyway). I think I would rather have the steering fail dead ahead than hard left/right.The more I read about the Airbus and her idiosyncrasies the more surprised I become (Not in a bad way ...much). :-P

I'd tell you why, but some things are better just left alone on the Internet.Chris

"But I do think that the totalizers work even on the ground. If you don't have enough fuel to reach your destination after a long taxi run the FMC will tell you so (I think)."It's hard to find info on this stuff, Mats. A "fuel summation unit" is mentioned in the Bulfer 737NG FMC guide (in relation to the Progress Page), but, oddly, I can find no reference to it in the Boeing 737NG Maintenance Manual. Perhaps the experts can tell me if this is an expression carried over from the Classic 737 and whether it refers to the FQIS (Fuel Quantity Indication System/"totalizer") or (perhaps) to a subsection of the cockpit Display Electronics Units which use information from the Fuel Flow Transmitters on the engines to compute quantity?There is a direct link between the FQIS and the FMC's, so my first impression is that the 737NG FMC uses the FQIS (The NG's bigger sisters' Honeywell FMC's use the FQIS with the engines switched off or if manually forced to use the FQIS after engine start). In either case, I'd say that these FMC's would be able to predict fuel at destination at all times (after the pilots have entered the required data).Cheers.Ian.

Hi Ian!> BTW, are there any good sites for Airbus info? <http://www.airbusdriver.net/> I think I would rather have the steering fail dead ahead than hard left/right. :DBruno Francescoli.