It turned out that the failure of the double FMC was not a fault that Chen Yi took the initiative to cause, but a fault that occurred passively when the simulator itself failed.

So the problem now is that Chen Yi can't see the real-time location of Xu Qing and the others. If the two of them fall smoothly, it's not a big deal. In case it doesn't fall, I want to ask where they are, how should Chen Yi answer? I can't say that I'm also blind! That's so shameless!

"It's okay, in case they really can't fly, just hang up, it's not so much!" Chen Yi, as the chief teacher, is full of courage, so that Wang Liang can be restless.

Chen Yi and Wang Liang were whispering in the back, and Xu Qing and Yan Zhen were thinking about how to fly in front.

According to the previous plan, Xu Qing adjusted the navigation frequency to the FJC VOR frequency, and at the same time, the HLC VOR frequency was adjusted in the backup frequency in advance, and it was convenient to change the frequency later.

When flying towards the FJC, Xu Qing first adjusted the altitude of 2,400 meters and began to descend at a vertical rate.

In the process of descending, Xu Qing needs to prepare for the approach first, mainly to set the full weight of the aircraft, the reference speed and N1!

Why is the total weight of the aircraft the most important of these three figures? That's because the reference speed and N1 need to know the full weight before you can find the corresponding value in the performance table, so everything has to calculate the full weight of the aircraft.

How do you calculate the full weight of an aircraft? Xu Qing had an idea in his heart!

"Brother, what was the take-off weight of the plane on the manifest just now?" Xu Qing turned his head and asked Chen Yi.

Since Chen Yi only gave them no fuel weight at that time, the take-off weight will automatically come out when entering the fuel-free weight on the CDU's performance page, Xu Qing just verified whether the take-off weight exceeded the limit value. Chen Yi later checked that the trim was consistent, and the take-off weight on the performance page was the same as the data on the manifest.

Now it is a simulated flight, there is no real manifest, Xu Qing needs to use the data of the take-off weight on the manifest at this time, so he can only ask Chen Yi for it.

Chen Yi's face darkened suddenly, he didn't expect Xu Qing to have such a hand!

Manifest data? Where did he get the manifest data now, the data is in the console, and now the console is stuck, how can he call up the data.

Wang Liang, a person who knows the roots, saw Xu Qing looking at him expectantly, and Chen Yi's face was as black as the bottom of a pot, and he suddenly smiled in his heart, and he couldn't be happy on the side.

"Brother, I want the manifest data to calculate the full weight of the plane!" Xu Qing also deliberately explained.

Chen Yi was forced by Xu Qing to be unable to do it, and replied as if he was splashing: "What kind of manifest do you want, I didn't write it down just now, and now I want it?" No! Find your own way! ”

“？？？”

Xu Qing was stunned by Chen Yi, and his head was full of question marks. Who will have nothing to remember the full take-off weight on the flight, isn't it just to the CDU, to see that it is different from the manifest? What does it mean to be angry at me now?

Isn't the eldest aunt here?

Chen Yi was like a nervous body, and Xu Qing couldn't chase him and ask, so he had to find another way. Yan Zhen on the side was expressionless, and he couldn't see his joy or anger, as if he was in his chest. Xu Qing looked at Yan Zhen with a stinky face, but he still couldn't pull his head down to ask Yan Zhen.

He still doesn't believe it, a mere plane is full weight, and he still can't figure it out? I can't hang Xu Qing without the manifest!

Xu Qing had a move, and when he was calculating thrust reduction, he checked the aircraft performance table. At that time, he remembered that he had reduced the thrust to a minimum, and assuming that the temperature was 52 degrees, the limiting weight on the performance table should be quite close to the take-off weight.

Xu Qing hurriedly checked the performance table, and the limiting weight at 52 degrees was 129,500 pounds, so the weight at takeoff was about this number.

The change in the weight of the aircraft mainly lies in the consumption of fuel, when the release was given 18,000 pounds of fuel, and now there are about 16,000 pounds through the fuel gauge, which means that 2,000 pounds of fuel were burned, so the total weight of the current aircraft should be 127,500 pounds!

It was the first time Xu Qing had done this, and he was a little unsure in his heart. After calculating the results, he also told Yan Zhen about the calculation method and calculation results, hoping that Yan Zhen would check him.

Unexpectedly, Xu Qing told the calculation process throughout, and Yan Zhen always had a faint smile on his face, like an immortal who does not eat fireworks in the world. Xu Qing suddenly felt angry, and really wanted to give him a slap in the face, laugh! Laugh fart! What's so funny! I'm working hard for you, what are you doing? Set up a shelf in front of me, pretending to be deep?

Yan Zhen: That's bitter in my heart! It's not that he wants to pretend, but Xu Qingyi told him just now, and his mind hasn't turned around yet, so he can't pretend to understand, so he can only hold it first.

I didn't understand how Xu Qing calculated the full weight, but it didn't prevent him from knowing that Xu Qing's calculation was correct!

Why did he have the confidence to have everything under control? Because of luck!

Before the plane was cruising and the FMC failed, he subconsciously made a wind correction.

There are two ways to input wind correction, one is on the performance page, the other is on the route data page, and Yan Zhen's habit is to enter the data of the upper-air wind on the performance page. During the input, he inadvertently glanced at the full weight of the plane, an unintentional move that has been of great use to this point.

Originally, he was anxious to see that Xu Qing couldn't get the data of the full weight of the plane, but he also thought that when Xu Qing opened his mouth to ask, he would tell the full weight data, and he could also have a "good name" of seeing and listening to all directions. Unexpectedly, Xu Qing found another way by himself, and he was stunned to calculate the full weight of the plane. Although he didn't understand it, it sounded very powerful, and the key result was still right.

At that time, the full weight of the plane he saw was 127,700 pounds, which was 200 pounds heavier than Xu Qingqing's. That's because the engine continues to consume fuel after the FMC fails, and naturally there is a 200-pound error, which is already within the acceptable range.

Of course, it's not that Xu Qing's brain is so powerful that he can come up with a method that the captain can't understand. This method is actually very simple, mainly because Xu Qing is slurred and speaks quickly. The captain is not a fool, how can he not understand, he can't understand what Xu Qing said!

Xu Qing's comical operation made Chen Yi and Wang Liang in the back all brilliant. Yan Zhen didn't hear what Xu Qing said clearly, but the two of them heard it clearly. Even Wang Liang, who has always looked at Xu Qing unpleasantly, has to admire that Xu Qing is really spiritual.

Chen Yi was also very surprised in his heart. In the final analysis, it was his mistake to not have manifest data, and if Xu Qing was really out of line, he planned to forcibly estimate a value for Xu Qing based on experience. After all, he has been flying for so many years, and he can still say a reason for the full take-off weight from C city to K city, but this error is relatively large. But I didn't expect that Xu Qing, a clever ghost, would really be counted out.

If the full weight of the aircraft is done, then the other two data will be easy to do. The QRH is accompanied by a performance chart for the 737, where the reference speed and N1 can be found.

The method of adjusting the three data is also more biased.

Select the speed reference selector to the GW position and adjust it to the corresponding aircraft full weight via the MINIMUM knob.

When you select the REF position, you can adjust the reference speed, and the N1 setter can be changed to BOTH to set the N1 value.

With these preparations done, Xu Qing and the others can concentrate on traditional navigation!

Under the premise that the FMC does not work, but the interception of VOR lanes is still available, Xu Qing can use different channels with different VOR settings to strictly keep the aircraft on the specified approach route.

First of all, after the plane flies over the FJC, it has to fly out along the 353-degree radial line, so Xu Qing can set the channel to 353, and after passing the FJC later, turn to the course 353, but due to the inability to accurately grasp the turning timing and the existence of the deflection current, even if the course turns to 353, the aircraft cannot keep the aircraft on the 353-degree radial line, so you need to use VORLOC, yes! IT'S THE VORLOC USED TO INTERCEPT THE CHANNEL IN BLIND LANDING!

With VORLOC, it is possible to correct track errors due to turning timing and deflection currents. This track error may not be so large, but in the current situation of blind flight, the continuous accumulation of errors is likely to cause the position of the aircraft to deviate greatly from the expected, until the final blind landing will not be intercepted. At that time, Xu Qing and they could only start all over again!

The reason for the deviation caused by the aforementioned turning timing is that it takes time to turn, especially in civil aviation aircraft have strict requirements for turning slopes, in principle, under normal circumstances, large slope turns are not allowed, which is very different from military aircraft.

IN 737'S WARNING SYSTEM, THERE IS A WARNING ABOUT A LARGE SLOPE, AND IT IS AN ACOUSTIC WARNING, WHICH IS "BANKANGLE" IN ENGLISH.

Slope angle warning provides warning of excessive slope angle for aircraft on approach, during maneuvering flight, or when flying sharply or at different altitudes.

Typically, this warning is triggered by two types of triggers: below 150 feet and above.

Under 150 feet, there is a slope angle warning envelope in the computer, and once the aircraft enters the slope angle warning envelope, the "BANKANGLE" audio warning will be triggered. Note! This warning will also have a second warning, that is, when the slope is further increased by 20%, a second sound warning will be triggered, and it will continue until the slope is less than the limit value.

The second is the relatively common sound warning that is triggered when the altitude is relatively high.

There are three trigger limits for this warning, i.e. 35 degrees, 40 degrees, and 45 degrees. An audible warning is triggered every time the aircraft's slope exceeds a limit slope.

From the above, the normal maximum slope angle of a civil aircraft is 30 degrees, which limits the turning rate of the aircraft. Therefore, if you wait for the FJC to turn to 353, then the turning time will be late, which means that you need to grasp a little advance in turning, which is generally 0.3 nautical miles.

In fact, Xu Qing had roughly judged the relative position of the plane by the course it was now flying towards the FJC.

Now the plane is guided by the FJC station VOR and flies directly to the FJC station, and the course of the plane is about 300 at this time, so it can be basically judged that it is about the southeast corner of the FJC station at this time.

Even though the requirements for navigation are not as high as they used to be, every pilot should still have a general idea of the spatial position of the aircraft. That's why there's a test of spatial imagination before the interview.

Xu Qing is now in the southeast corner of the FJC is a relatively easy position to deal with, and when he approaches the FJC later, he only needs to turn right about 50 degrees, which is already a relatively small correction angle. Of course, if the plane is directly south of the FJC, it is perfect, and there is basically no need for correction.

It is also a loss that ZYG is leaving, if you change the procedure of leaving the field to the north, then now Xu Qing is likely to be in the north of FJC, and at that time it will be necessary to turn more than 180 degrees, so it will be difficult to grasp the deviation caused by the turn. Of course, if that is the case, Yan Zhen probably will not use FJC as the starting point for entry, but BHS further north as the starting point!

Therefore, civil aviation flight is not only about maneuvering, but also about learning and going through, otherwise it will not be close to 3,000 hours to release the captain, and 3,000 hours is only the minimum requirement for the captain.

After Xu Qing has a general understanding of his own position, the following things will be easier to do!

In the event that the FMC fails, the electronic display of the VOR navigation is still available, and the DME distance between the aircraft and the VOR station can be seen on both the PFD and the navigation display. These distance data can also help Xu Qing better locate the aircraft.

What if, in extreme cases, these DME distance data are gone? Can't you fly? Of course not! The pilot can judge whether he has flown over the VOR station by reversing the VOR needle, and calculate the turning time by linking the two sets of VOR stations.

Xu Qing and the others looked at the DME distance on the PFD, and when it showed that there were still 0.3 nautical miles away from the FJC, they used the heading selection to turn to heading 353, and at the same time changed the navigation display from the MAP mode to the VOR mode to prepare for the interception course.

It can only be said that Xu Qing's luck was too good, and when the correction was not large, the plane turned to course 353 and directly intercepted the channel. At this time, there is no need for Xu Qing to make corrections, and the automatic driving will do it for you.

When the aircraft flew about ten nautical miles away from the FJC, Xu Qing disconnected the VORLOC mode, re-selected the heading selection mode, turned left to head 294, and cut into the channel of HLC294.

At the same time, quickly turn the channel to 294, and at the same time change the navigation frequency to the FJC frequency to HLC, and after the aircraft turns completely, press VORLOC again, so that the aircraft can fly along the HLC station 294 channel, which is the traditional approach route.

Hold track until 8.4 nautical miles from the HLC station, disconnect the VORLOC again, turn to course 354, and now you can intercept the blind landing.

At the time just now, Xu Qing had already adjusted the blind landing frequency to the backup frequency, and the decision height was also adjusted, and the channel was adjusted to 024 when turning, so everything was ready to wait for the interception of the blind landing.

Such an operation is really tiring, Xu Qing stretched his waist, stretched his back and stretched his back that was a little sore, and it was finally over.

Not only Xu Qing, but even Yan Zhen, Wang Liang and Chen Yi were waiting for the channel pole to turn back, Xu Qing's method was not the slightest mistake, and the blind landing could definitely be intercepted.

However, after waiting for nearly two minutes, the channel pole still did not move, and two minutes was enough time to fly to the five sides.

After waiting for another minute, it was still the same, Xu Qing was stunned, why didn't he intercept the blind landing!?