Can you tell me why there is a separate Course window on the MCP for Capt and F/O? Is it merely for convenience and visibility? If each is tuned to a different course, is the course followed by the AFDS dependent on which A/P is in command(not that I'm necessarily suggesting you might want to do this!)?Secondly, I know the Course window is used to tune the ILS course, but what other functions does it have? I can tune a VOR, then select a course for display on the ND, but this is for reference only, isn't it? It is not possible to have the A/P fly the selected course, as far as I know?A slightly related question - is having two FMCs merely a matter of convenience, so you can enter data from either seat and display different data pages on each FMC simultaneously? I presume you cannot set them up independently, each with different data?Thanks,Frank

Frank,I think it depends on which F/D that acts as MAster. If the Capt F/D is used then the F/D will follow the Capt CRS and vice versa.Both CDUs are connected to one FMC each. The FMCs compute the same route and data and is there for redundancy and concistency checks I would presume. The two CDUs can show different pages and is usually used in this way as well. ONe page for the PF and one page for the PNF. We have to have a real world NG driver to reveal the procedures for that tough.WHen I am flying the NG I usually open up both my CDUs on my second monitor and have the LEGS page or RTE page on the PNF/Right CDU and any appropriate page for the flight phase on the left one.Hope it helps,

Frank,The course is important when you fly "on needles" from VOR to VOR (and NDB) Turning the course knob in relation with the VOR display you know on wich radial you are flying.Frans Dekker / TFF074

Thanks, Mats!I think(not sure!) that the Capt's F/D is linked to CMD A, and the F/O's F/D to CMD B.Yes, I assumed the FMCs would use the same data. I sure that's right regarding redundancy(didn't some of the earlier 737s have a third FMC on the pedestal?), and for cross-checking.With regard to viewing the FMCs side by side, is it possible to do that with both undocked in the virtual cockpit?Thanks for your help,Frank

You can have the A/P fly on specific radials to and from VOR's.You have to enter the VOR into the NAV radio, then select the radial you wish to fly on in the course window. Then press the VOR LOC button on the autopilot. It will work in much the same fasion as the ILS, whereby it will keep you on a heading until to intercept the radial, then turn you onto it.-Phil

Hi Frans,You mean mannual flying, I presume, using the VOR/NDB display on the ND for guidance, with the radial set up in the Course window? If so, that's what I meant above. But it is not possible to get the A/P to follow a specific VOR radial(outside of the FMC). Again, I'm not suggesting this is problem, just seeking clarification(remember the NAV switch in the default 737? :-)).Thanks very much,Frank

Oh, really, Phil?? I certainly did not know that!!(see my response to Fran above). That is most interesting information for which I am very grateful. Great stuff! :-)EDIT: I'd always assumed the LOC in VOR LOC stood for LOCaliser, but maybe it means LOCk?What would I do without these forums(bask in blissful ignorance? :-))Best wishes,Frank

Frank,I ment what Phil said. Only his english is better:) Frans

Great!Thanks, Fran.BR,Frank

Nope, you got it right from the start, it does stand for LOCalizer. The difference between a VOR and LOC is not known by many of us simmers (and it doesn

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Thanks very much, Tord.I'm afraid I didn't express myself correctly above. I think of a LOC as a bit like a VOR with a single radial(the ILS course) and with more accurate lateral guidance.I'd like to find that thread in the 767PIC Forum. I presume the subject is called something like "VOR LOC" or "Localiser"?BR,Frank

No, Tord, I love getting as much info as possible(which is not to say I don't get confused much!). I didn't realise there were separate FMCs to go with each CDU(when I spoke about FMCs in my post, I should have said CDUs), as well as a master FMC? I guess this ensures both redundancy and a cross-checking facility(which was adverted to in Mats' post above)?BR,Frank

Glad to be of help/source of info. Sometimes I even manage to get things right ;)Just to clarify. There are two FMCs. One is the master and the other is for backup. The master is designated like I mentioned before (the first FD that is turned on). The CDUs are basically only terminals that is the interface between the FMC and the pilots (and mechanics during maintenance).Not sure about the 737NG, but later models of CDUs are even capable to operate as backup for the MCP if that should fail. You can set headings, speeds and the rest of the stuff through a CDU in case of the MCP decides to give up...

Thanks, Tord.What a complext beast the 737 is! :-)BR,Frank