PMDG 737NGX 0.00.39
TUTORIAL #2
For Simulator Use Only DO NOT DUPLICATE 27FEB15 RTM
Your value may differ slightly, but it doesn’t really matter. What matters
here is the process we’re using, not the exact numbers. You can adapt
this process to any flight you do.
Note - the FMC displays fuel quantities in multiples of 1000:
9.6 * 1000 lbs = 9600 lbs
(4.4 * 1000 kg = 4400 kg)
Note 2 – the FMC’s total fuel number is often overstated by an average of
200lbs or so versus the true amount displayed on the upper engine DU
fuel gauge. This is a realistic quirk of the real airplane that we’ve modeled
in the PMDG 737NGX. It is not a concern in these calculations however
because all of the FMC fuel numbers are overstated by the same factor –
it’ll work out the same when we arrive at a total amount to load.
This small variable difference could make the total at LOWI or at EDDM
off by one or two hundred pounds with respect to the numbers I’m using
here. If this is the case, just adapt the new number into the calculations.
The total fuel we load at the end after rounding up should not actually
change due to this.
Take the total fuel at LSK 5R and subtract from it the predicted
destination fuel at LSK 4R. For my specific flight these numbers
were 9.6 and 3.2 lbs. (4.4 and 1.5 kg)
9600 lbs - 3200lbs = 6400 lbs base trip fuel
(4400 kg – 1500 kg = 2900 kg base trip fuel)
There are also a couple trip fuel corrective factors that need to be added
for this particular flight:
Use of flaps with the gear down adds around 132 lbs (60 kg) per minute
more. We’ll be in this condition for around 5 minutes earlier than normal
as we begin the approach.
132 lbs * 5 = 660 lbs flaps and gear down correction
(60 kg * 5) = 300 kg flaps and gear down correction)
We also need to account for the possibility of doing a go-around and
missed approach. The standard correction added is 286 lbs (130 kg) to
account for a go-around.
Both of these corrective factors come from the FPPM.
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