I have some quick questions for you. It's probably in the manual although I could not find it. Here goes:1) Is it necessary to enter the crz wind numbers into the FMC, and if so does it make it difference. I suspect it would make a difference with regards to the fuel consumption calculations, but how can I get those beforehand?2) Does it make a difference if I enter the OAT into the FMC, and again where would I get those?3) On takeoff I shut the fuel pumps for the center tank off when I have less than 5000 pounds in them, and engage them again on climb. My question is, when do I shut them off, when there is nothing left, or should I leave something in it, like 1000 pounds?Regards-Mikkel

Mikkel, some partial answers.1. AFAIK the easiest way is to use ActiveSky2004. You load your flightplan into it and it will produce a navlog where you can see wind direction, speed, temps and such. If you use FSBuild you can also input the data from AS to produce more accurate fligthplans. I

Hey Mikkel,3. From [a href=http://www.b737.org.uk/]The Boeing 737 Technical Site[/a]:2002-24-51 BOEING: Docket No. 2002-NM-309-AD. Applicability: All Boeing Model 737-600, -700, -700C, -800, and -900 series airplanes.To require the flightcrew to maintain certain minimum fuel levels in the center fuel tanks, accomplish the following:Airplane Flight Manual (AFM) Revision: Model 737-600, -700, -700C, -800, and -900(:( For Model 737-600, -700, -700C, -800, and -900 series airplanes: Within 4 days after receipt of this AD, revise the Limitations Section of the AFM to include the following (this may be accomplished by inserting a copy of this AD into the AFM): "CERTIFICATE LIMITATIONS The center tank fuel pumps must be OFF for takeoff if center tank fuel is less than 5,000 pounds (2,300 kilograms) with the airplane readied for initial taxi.Both center tank fuel pump switches must be selected OFF when center tank fuel quantity reaches approximately 1,000 pounds (500 kilograms) during climb and cruise or 3,000 pounds (1,400 kilograms) during descent and landing. The fuel pumps must be positioned OFF at the first indication of fuel pump low pressure.The CWT fuel quantity indication system must be operative to dispatch with CWT mission fuel.Note The CONFIG indicator will annunciate when center tank fuel exceeds 1,600 pounds (800 kilograms) and the center tank fuel pump switches are OFF. Do not accomplish the CONFIG non-normal procedure prior to or during takeoff with less than 5,000 pounds (2,300 kilograms) of center tank fuel or during descent and landing with less than 3,000 pounds (1,400 kilograms) of center tank fuel. NoteIn a low fuel situation, both center tank pumps may be selected ON and all center tank fuel may be used. If the main tanks are not full, the zero fuel gross weight of the airplane plus the weight of center tank fuel may exceed the maximum zero fuel gross weight by up to 5,000 pounds (2,300 kilograms) for takeoff, climb and cruise and up to 3,000 pounds (1,400 kilograms) for descent and landing, provided that the effects of balance (CG) have been considered.If a center tank fuel pump fails with fuel in the center tank, accomplish the FUEL PUMP LOW PRESSURE non-normal procedure.When defueling center or main wing tanks, the Fuel Pump Low Pressure indication lights must be monitored and the fuel pumps positioned to OFF at the first indication of fuel pump low pressure. Defueling with passengers on board is prohibited.The limitations contained in this AD supersede any conflicting basic airplane flight manual limitations." AD 2002-24-51, issued on November 23, 2002, becomes effective upon receipt.Cheers,David

Okay I think I got it. There's is one thing though. In order to have more than 3000 pounds of fuel during descent or landing would be in an emergency or diversion? Or maybe if they have a stop on their route which does not supply fuel? I'm just saying that you would reach 1000 pounds of fuel in the center before descent and landing normally, right?-Mikkel

Hey Mikkel,Yeah, I think your right on that one. I can't really think of any other situation that would make you have all that fuel in the CWT other than the two you suggest. Considering also that you fill the wings tanks up first and then go to the CWT and work on a last in first out basis, that would mean you'd have full wing tanks plus all that fuel in the CWT. Consider:-800 max landing - 144000wing tanks full - 17260CWT fuel - 3000Basic operating weight - 91300144000 - (17260+3000) - 91300 = 32440lbs (avail cargo weight)Going on 1 pax = 180lbs + 50 lbs baggage each you could fit 141 passengers onboard with 7060lbs in the holds.Going with these numbers you could have a max possible fuel load of 46063lbs. So you could in effect fly 2200 nautical air miles (around 5 hours) at FL330 (according to the fuel estimation charts from PMDG) whilst still landing with all that fuel in the wings and 300 in the CWT.Or another way would be that you could fly a return trip with each leg being around 2000nam long. All of this, of course, is without taking into account things like divert fuel, holding fuel, minimum landing fuel etc.So I guess on a flight with below capacity numbers onboard you could take fuel with you, as you suggested, incase there is no fuel available at the turn around or it is too expensive.Cheers,David(Edited to add a couple remarks)

Anyone else care to add their opinion on this. I would very much like to know how to work the FMC correctly on these points.Also, am I correct in saying that the TRIM numbers I get from the FMC is uncorrect?I had another thought. In getting the predicted weather, I'm using the WeatherSet program that comes with FSUIPC. Would it be possible to use this program to get the weather predictions from this program within the FMC? It's pretty basic but it's better than nothing. Right know I Alt+Tab out of fs9 to use it, and it would be cool to have it working from within the FMC.-Mikkel