Pietenpol-List: OT The other end of the performance envelope. 787

[matronics]

Original Posted By: "Dick N"
Subject: Pietenpol-List: OT The other end of the performance envelope. 787>From the Beech list. Thot y'all might like the other perspective:>From a friend of my friend the retired AA CaptainPete. _____ Hi All,I just completed the first pilot training class on the 787 at UnitedAirlines, an airplane which is destined to replace the 767 and live for manyyears after I retire. Here's what I've learned in 787 training so far. Bythe way, last night we passed our MV (maneuvers validation) check ride, withemergency after emergency, and the FAA observing. Tonight was our LOE(line-oriented evaluation), again with FAA - this time 2 FAA observers. It's0200 and I just got back to the hotel and poured a well-earned glass of wineto celebrate. I now have a type rating in the 787. Phew. I'm prettyconfident this will be the last one for me.I've summarized some of the major differences and unique features of the 787versus more traditional "old school" airplanes like the 777 (not kidding) -from the pilot's viewpoint. Our "Differences" course takes 11 days to gainan FAA type rating, which is a "common" type rating with the 777. The coursehas been like drinking from a fire hose, but has finally come together. Someof our pilots attended Boeing's 5-day differences course, and deemed itunacceptable. The FAA approved the Boeing 5-day course, but our guys decidedit lacked too much information. FAA is observing our checkrides now, andtaking our course as well, to certify the training. We're just the guineapigs.A computer nerd would describe the 787 as 17 computer servers packaged in akevlar frame. The central brains is the Common Core System (CCS). Two CommonComputing Resources (CCRs) coordinate the communications of all the computersystems, isolating faults and covering failed systems with working systems.When battery power is first applied to the airplane in the morning, it takesabout 50 seconds for the L CCR to boot up. After this, a few displays lightup and you can start the APU. If there is a major loss of cockpit displays,this may require a CCR reboot, which would take about a minute. Here are afew of the major features and differences from the 777.Electrics - Though a smaller plane, the 787 has 4 times the electricgenerating power of the 777 - 1.4 gigawatts. Generators produce 235 VAC forthe big power users. Other systems use the traditional 115 VAC and 28 VDC.There are 17 scattered Remote Power Distribution Units which power about 900loads throughout the plane. The big power distribution system is in the aftbelly, along with a Power Electronics Cooling System (PECS). This is aliquid cooling system for the large motor power distribution system. There'salso an Integrated Cooling System (ICS), which provides refrigerated air forthe galley carts and cabin air, and a Miscellaneous Equipment Cooling Systemfor Inflight Entertainment Equipment.If 3 of the 4 engine generators fail, the APU starts itself. The APU drivestwo generators, and can be operated up to the airplane's max altitude of43,000 feet. If you lose all 4 engine generators, the RAT (ram air turbine)drops out (like a windmill), powering essential buses. (It also provideshydraulic power to flight controls if needed).If you lose all 4 engine generators and the two APU generators (a really badday), you are down to Standby Power. The RAT will drop out and providepower, but even if it fails, you still have the autopilot and captain'sflight director and instruments, FMC, 2 IRSs, VHF radios, etc. If you'redown to batteries only, with no RAT, you'd better get it on the ground, asbattery time is limited. Brakes and antiskid are electric - 28V - so youdon't lose brakes or antiskid even when you're down to just standby power.Normal flight controls are hydraulic with a couple exceptions. Engine drivenand electric hydraulic pumps operate at 5000 psi (versus normal 3000 psi) toallow for smaller tubing sizes and actuators, thus saving weight. If youlose all 3 hydraulic systems (another bad day), you still have two spoilerpanels on each wing which are electrically powered all the time, as is thestabilizer trim. You can still fly the airplane (no flaps, though). Ifyou're having an even worse day and you lose all hydraulics and allgenerators, flight control power is still coming from separate PermanentMagnet Generators (PMGs) which produce power even if both engines quit andare windmilling. If the PMGs fail, too, your flight controls will be poweredby the 28 V standby bus.If you lose all 3 pitot/static systems or air data computers, the airplanereverts to angle of attack speed (converts AOA to IAS), and this isdisplayed on the normal PFDs (primary flight displays) airspeed indicatortapes. GPS altitude is substituted for air data altitude and displayed onthe PFD altimeter tapes. Very convenient.If you lose both Attitude and Heading Reference Units (AHRUs), it reverts tothe standby instrument built-in attitude & heading gyro, but displays thison both pilot's PFDs for convenience.If you lose both Inertial Reference Units, it will substitute GPS position,and nothing is lost.If someone turns one or both IRSs off in flight (I hate it when they dothat), you can realign them - as long as one of the GPSs is working!There is no pneumatic system. The only engine bleed is used for thatengine's anti-ice. Wing anti-ice is electric. Each of two air conditioningpacks control two CACs, which are electric cabin air compressors. The fourCACs share two air inlets on the belly. Each pack controller controls twoCACs, but if a pack controller fails, the remaining pack controller takesover control of all 4 CACs.There are no circuit breakers in the cockpit. To check on them, or if youget a message that one has opened (more likely), you select the CBIC(circuit breaker indication and control) display on one of the MFDs (multifunction displays). There you can reset the virtual C/B if it is an"electronic" circuit breaker. You can't reset a popped "thermal" circuitbreaker.If you have an APU fire on the ground or inflight, the fire extinguishingbottle is automatically discharged. If there is a cargo fire, the first twoof seven bottles will automatically discharge also.There's a Nitrogen Generation System which provides automatic full-timeflammability protection by displacing fuel vapors in the fuel tanks withnitrogen (Remember TWA 800?).Like the 767 and 777, the 787 also has full CPDLC capability(controller-to-pilot datalink communications). In addition, its full FANScapability includes ADS-B in & out. The controller can uplink speed,heading, and altitude changes to the airplane. These show up on a secondline right under the speed, heading and altitude displays on the modecontrol panel. If you pilot wants to use them, he can press a XFR buttonnext to each window. The controller can even uplink a conditional clearance,like - After passing point XYZ, climb to FL390. If you accept this, it willdo it automatically.Fuel system - like the 777, the 787 has a fuel dump system whichautomatically dumps down to your maximum landing weight, if that is what youwant. In addition, it has a Fuel Balance switch which automatically balancesyour L & R main tanks for you. No more opening crossfeed valves and turningoff fuel pumps in flight. No more forgetting to turn them back on, either.Flight Controls - An "Autodrag" function operates when the airplane is highon approach and landing flaps have been selected. It extends the aileronsand two most outboard spoilers, while maintaining airspeed, to assist inglidepath capture from above, if you are high on the glideslope. The featureremoves itself below 500 feet.Cruise flaps is an automated function when level at cruise. It symmetricallymoves the flaps, ailerons, flaperons, and spoilers based on weight, airspeedand altitude to optimize cruise performance by varying the wing camber, thusreducing drag.Gust suppression - Vertical gust suppression enhances ride quality when invertical gusts and turbulence. It uses symmetric deflection of flaperons andelevators to smooth the bumps. This should result in fewer whitecaps inpassengers' coffee and cocktails. Lateral gust suppression improves the ridewhen on approach by making yaw commands in response to lateral gusts andturbulence.Instrument Approaches - The airplane is actually approved for autoland basednot only on ILS but on GLS approaches - GPS with Ground based augmentationsystem, which corrects the GPS signals. GLS minimums are the same as CAT IILSs - 200' and 1/2 mile visibility. Our airline is not yet approved for GLSautolandings yet, though we will be doing GLS approaches.Special Cat I & II HUD approaches - These allow lower than normal minimumswhen the Heads Up Devices are used at certain approved airports (HUDs). TheHUDs include runway centerline guidance which helps you stay on thecenterline on takeoff when visibility is greatly reduced. It uses either ILSor GLS for this.Cabin - Pressurization differential pressure maximum is 9.4 psid, so thecabin altitude is only 6000 feet when at the max cruising altitude of 43,000feet. There is a cockpit humidifier switch, and cabin air humidification isfully automatic. Cabin windows are larger than other airplanes, and windowshading is electronic. The passenger can select 5 levels of shading, fromclear to black. The flight attendants can control the cabin lightingtemperature - mood lighting - to aid in dealing with changing time zones(evening light after dinner, morning light to wake up, etc.).Much of the cockpit seems like it was designed by Apple. The Control DisplayUnits (CDUs) are virtual, so you can move them from one MFD to another. Infact, you can configure the displays in 48 different ways, I think, thoughwe have found a few favorites we will use to keep it simple. To move thecursor from one MFD to another, you can either use a button, or you can"flick" your finger across the trackpad (Cursor Control Device) to fling thecursor from one screen to the next - much like an iPad.I'm going home this morning, and will return for a 777 simulator ride beforeI go back to work. They want to make sure we've still got the old-fashionedlegacy airplane in our brain before we fly the 777 again, even though itshares a "common type rating". We won't get the first 787 until October, andbegin operations in November or December. At that time I'll return for atleast 4 days refresher training before beginning IOE - initial operatingexperience in the airplane - with passengers.What a ride. It may be "fuel efficient", but I'm glad someone else is payingfor the gas.Bill________________________________________________________________________________

[matronics]

Original Posted By: "tools"
Mario,They are made to fit the inspection ring and are held by spring pressure. The round ones are a standard size.http://www.aircraftspruce.com/catalog/c ... -john-John HofmannVice-President, Information TechnologyThe Rees Group, Inc.2424 American LaneMadison, WI 53704Phone: 608.443.2468 ext 150Fax: 608.443.2474Email: jhofmann(at)reesgroupinc.comOn Apr 17, 2012, at 1:24 PM, giacummo wrote:> > Yes, that was what i try the understand... and now another one.... how is the aluminium cover attached to the ring?.. do not worry, something is going to come to my mind.....> > Thank you very much Dan.> > Regards.> > --------> Mario Giacummo> http://vgmk1.blogspot.com> > > > > Read this topic online here:> > http://forums.matronics.com/viewtopic.p ... 074#371074> > > > > > > > > > ________________________________________________________________________________Subject: Pietenpol-List: Re: OT The other end of the performance envelope. 787