Home
Flight Management Systems
About Us
Contact Us

Flight Management Computer, FMC P/N 176200-01-01

flight management computer, FMC part number 176200-01-01 cockpit FMC


4 MCU- Model 2907C1, FMC part number 176200-01-01 > IN STOCK

Stocking spare flight management computers?
Planning to retrofit 737’s with the latest flight management computers?
Contact us now to request a 17-page data sheet on our FMC capabilities and specifications.

  • Multiple 4 MCU- Model 2907C1 FMCs are currently in stock – product ships immediately
  • Significant savings over OEM pricing
  • State of the Art 4 MCU flight management computers reduce fuel costs
Key features of the flight management computers we offer include:
  • State of the art 32 bit architecture
  • On board Loadable Software and database
  • Spare capacity in speed, Memory and Interfaces
  • Single FMC Operation- “Both on left” or “Both on Right” available in case of failure
  • Flexible ACARS allows the Airlines to change Message Content and Transmission Triggers without re-certification
  • Integrated GS and IRS Navigation Certified for RNP RNAV Approach and Departure Operations
  • Irregular Operation- RNP benefits are achieved by using RNAV/RNP approaches instead of published non-precision approaches (NPA).
  • Where non precisions approaches are not possible, RNAV lower minimums most often allow completion of the flight, resulting in cost savings achieved from avoiding cancellation or diversion
Comparing 4 MCU to 8 MCU flight management computers:
  • MTBF: 18,000 hours for the 4 MCU versus 6,000 hours for the 8 MCU
  • 27 watts for the 4 MCU versus 100 watts for the 8 MCU
  • 11 lbs. for 4 MCU versus 35 lbs. for 8 MCU
In depth benefits of the 4 MCU- Model 2907C1 flight management computers include:

Memory Upgrade Cost Aversion

This benefit is realized by the operator performing the single flight management computer upgrade, hence avoiding the inevitable need to either upgrade the Navigation Database memory, or reduce the size of the airline's Navigation Database and take the attendant reduction in capability.

Currently, some navigation databases are 188KW, which is at about the practical size limit for the older 8MCU flight management computer. Typical navigation databases have grown, on average over the past four years, 5.3KW per year and at this rate, these operators will either face a memory upgrade or a reduction in capability in the next two years.

To be conservative, for purposes of this analysis, it is assumed that the airline could wait the full two years to upgrade memory, at which point the cost would be $33,000 per 8MCU computer.

NOTE 1: Airlines would not perform the memory upgrade, but instead absorb the reduction in capability, which is assumed to have a cost of at least equal to the memory upgrade itself.

NOTE 2: Memory upgrade components for this upgrade are becoming hard to obtain as they are no longer manufactured, and it cannot be guaranteed that there will be enough to perform the upgrade.

Increased T/O Weight Benefit

Through analysis of 1999 actual airline data, it was determined that at KRNO alone, 83 flights were limited by an average of 6,300 lbs. because of the lack of a suitable RNP departure procedure. By upgrading to the Dual 4MCU flight management computer, the airline would be able to use an RNP departure procedure that would allow the 737 to takeoff at the maximum allowable gross weight, resulting in substantial additional revenue.

If each of the 83 weight restricted flights could carry an additional 6,300lbs., with an average flight length of 600 miles, and using an average of $0.12 per passenger mile, the increased revenue would be $188,244 for KRNO.

Maintenance Benefits

Currently, most airlines pay all repair costs for its 8MCU flight management computer. By upgrading to 4MCU flight management computers, they will save on maintenance costs for the flight management computers in two ways: (1) the three year warranty on the new computers will relieve airline of Maintenance costs, and (2) after the warranty period, the airline will be operating flight management computers that have a much better mean time between failures (MTBF) and lower average cost of repairs.

Top of Descent Benefit

The benefit of updated descent winds for the top of descent (TOD) point planning has been addressed from an operational fuel savings point of view. According to Boeing published data xx] there is a fuel penalty associated with early top of descent point execution. The reasons for early descent initiation are ATC request and inaccurate wind data for calculation of the descent segment.

The Dual Upgrade, which includes the integration of ACARS data into the flight management computer, allows ACARS wind data from the airline AOC to be uplinked for a more accurate calculation of the point to start decent. Boeing data indicates 10 gallons added burn for each minute early descent.

NPA Flying Benefit

By upgrading to 4MCU flight management computer, the airline can replace all NPA with RNAV/RNP overlay approaches. RNAV/RNP approaches provide a 3% fuel efficiency gain over the classic NPA "dive and glide" approach.

NPA Pilot Training

By upgrading to NPA 4MCU flight management computer, the operator can replace all NPA with RNAV/RNP overlay approaches. This will eliminate the need for recurrent training on NPA.

Based on the estimates of 4.5 hours training per crew, a training rate of 25 crews per month, $175 per hour per crew member / instructor and $500 per simulator hour, a substantial annual saving of 1,383,750 is achieved.

About Us

CB Jones International has over 35 years of experience in the aviation industry trading with customers in over 25 countries worldwide. You are welcome to contact us with any questions you may have about flight management computers or flight management systems.




CB Jones International, LLC
1308 183rd Ave NE
Bellevue, WA 98008 USA
Skype Us























Sitemap