7478i manuals

[Blake H]

I have a 7478i operation manual v1, v2, tech manual and qrh. Any value? Does anyone have a copy? I can't give copy's of the manual their proprietary to an airline. But I can answer questions.

Blake.

[stekeller]

Oooooh - very much so. I don't know where to start. I may be inundating you with questions in light of a side project of mine for X-Plane.

http://www.supercritical-simulations.com/

Does the offer still stand?

- Stekeller
RJAA (temporarily)

[stekeller]

I guess my first question is on the RAT - I have read different things about what it drives. Is it for hydraulic power, electrical power, or both? Is it only automatic or can it be deployed manually (I don't think it can be retracted from the flight deck).

That would be a start.

- Stekeller
RJAA (temporarily)

[Blake H]

No worries.

I will have to have a look tomorrow, manuals are at work.

Never heard of a rat retracting in flight after deployment. Hydraulic and electric most likely I guess very similar to the 777. Auto/manual deploy I will check. I will check what bus and what hyd system as well.

Good for me to check for my education.  

If you a have list fire away.

Blake.

[stekeller]

OK, I will draw up a list.

Thank you so much!

- Stekeller
RJAA (temporarily)

[the mad hatter]

never mind was a comment wriiten off hand so deleted it

[stekeller]

Another question:

How does the "Cursor Control" device work? It is different from others Boeing has developed (like the trackpad of the 777). It seems as if it behaves like a joystick with a button on the top, but it also seems to be designed to twist. Any information would be appreciated.

On a side note - I believe HH initially wanted to offer a 747-8 option to PSX but then decided against it, probably due to lack of information at the time. Maybe a 747-8 option is possible in the distant future now (without delaying PSX as currently planned).

- Stekeller
RJAA (temporarily)

[Blake H]

rat on hydraulic system 3

the left elevator hyd source transfered from sys 1 to sys 3 by elevator transfer value when rat is deployed.

on switch green PRESS = rat operating or sys press above 1500psi

amber UNLKD = rat is not in stowed position

auto deploy more then 3 engines lost in flight or manually deployed.

Advisory RAT UNLOCKED. = rat is not stowed.

on synoptic the rat is on the left side 1/4 up the hyd 3 pipe on the left of the demand box with OFF the demand is half way. The rat has its own pipe like the demand or Aux

Cursor later today off to work. Have a ground run before my flight.  

[stekeller]

Thanks blake! Fly safe.

- Stekeller
RJAA (temp)

[Jeroen D]

A RAT on a 747? Are we talking about a Ram Air Turbine?

Are you saying the 747-8 has one? I thought, but I might be totally off here, that on a 747 hydraulic power in case of engine failure is still provided by the engine(s) wind milling?

Jeroen

[Blake H]

As per the tech manual yes a ram air turbine on the 747-8

[John Golin]

And here is  picture...

http://www.flickr.com/photos/flightblogger/5444261413/

[Blake H]

cursor control

1 Cursor Select (SEL) Switch (Inner)
Push—selects the highlighted key on the MFD.
2 Cursor Control Selector (Outer)
Rotate—moves the highlight in a predetermined path to another selection on the
active MFD.

[Blake H]

1Numeric Keypad
Push—selects frequency/channel digit.
2 Recall (RCL) Key
Push—recalls the last selected frequency/channel.
3 Clear (CLR) Key
Push—clears last selected digit.
Push and hold—clears all selected digits.
4 HF Sensitivity (SENS) Control
Rotate—adjusts sensitivity of selected HF receiver.
5 AM Switch
Push—sets AM (amplitude modulation) or USB (upper side band) mode for selected
HF radio.
6 AM Light
Illuminated (white)—HF AM selected.
Extinguished—HF USB selected.
7 HF Select Switch
Push—selects HR-L or -R radio.
8 Data Switch
Push—selects standby VOICE or DATA for VHF and HF radios.
9 VHF Select Switch
Push—selects VHF-L, -C, or -R radio.
Push and hold—removes automatic squelch on selected VHF radio until switch is
released.
10 VHF/HF Selected Radio Lights
Illuminated light indicates—VHF-L, -C, or -R, or HF-L, or -R radio selected.
11 Active (ACT)/Standby (STBY) Frequency Window
Displays radio selection and tuned frequencies/channels.
12 Frequency Transfer Switch
Push—
• transfers STBY frequency/channel to ACT frequency/channel and tunes the
selected radio to the new active frequency/channel
• transfers ACT frequency/channel to STBY frequency/channel
13 Offside Tuning Light
Illuminated (white)—
indicates one of the following conditions:
• the radio tuning panel is being used to tune a radio not normally associated with
this radio tuning panel
• the radio normally associated with this panel is being tuned by another radio
tuning panel
Note:
The left radio tuning panel is normally associated with VHF L and HF L.
The right radio tuning panel is normally associated with VHF R and HF R.
The center radio tuning panel is normally associated with VHF C.

[stekeller]

Thanks Blake - awesome.

Next question, the Vertical Situation Display. How is it engaged and how does it work?

- Stekeller
RJAA (still)

[Jeroen D]

Just coming back to this RAT. Hundreds, if not thousands of 747's have been flying for decades without RAT. Anybody any insights as to why the 747-8 all of sudden needs to be equipped with a RAT?

Jeroen

[stekeller]

Jeroen:

You are correct - this is new on the 747-8. The applicable U.S. certification regulation is FAR 25.671(d)

"(d) The airplane must be designed so that it is controllable if all engines fail. Compliance with this requirement may be shown by analysis where that method has been shown to be reliable."

This rule was adopted in FAR 25 Amendment 23 on May 8, 1970 so it was in effect for both the 747-400 and the 747-8. However, the main thing that changed between the two airplanes is the higher bypass ratio and higher core compression ratio of the GEnx-2B on the 747-8. The core won't windmill at a high enough rpm to run the engine mounted hydraulic pumps at a level sufficient to meet 25.671(d).

- Stekeller
RJAA (temporarily)

[Blake H]

I thought it was the new engines.

Anyway,

The VSD represents a profile view of the aircraft and its environment along the
current track. Information shown within the cyan dashed lines (enroute corridor) on
the ND is shown in profile on the VSD.The VSD displays with the MAP EXP mode by selecting the EFIS Control Panel
ND Mode Selector to MAP and using the Center (CTR) Switch. Pushing the switch
cycles the formats from MAP EXP to MAP CTR to VSD to MAP EXP.


Vertical Situation Display (VSD)
Symbol Name Remarks
Current aircraft altitude is the bottom of the
triangle. Current aircraft lateral position relative
to terrain is the point of the triangle.
Aircraft symbol (W)
Pointer indicates the barometric minimums
selected on the EFIS control panel.
Dashed line extends from pointer to background
display boundary.
BARO minimums
pointer and line (G)
Indicates suggested points where aircraft
should be path and speed stable on approach.
Gates are placed on the 3 Degree Reference
Line or FMC Approach Glidepath Angle Line:
Decision gates that are below the missed
approach waypoint altitude will not be
displayed.
Decision gates (W,
A)
Indicates

Indicates area of map that is shown on the
VSD. Display is inhibited both on takeoff and
approach when aircraft is within 6 NM of the
runway and less than 3000 feet above field
elevation. During turns, the swath edge leading
the turn opens in the direction of the turn.
Enroute swath
(dashed lines) (B)
Fixed length line indicates current flight path
angle and rotates about the point of the triangle.
Angle of the line is dependent on the vertical
speed and ground speed of the aircraft.
Flight path vector
(W)
Dashed line indicates the selected vertical
speed as a target angle when the MCP V/S
mode is selected.
Extends to the edge of the background display
and rotates about the point of the triangle.
MCP selected
vertical speed vector
(M)


Approach Glidepath FMC Glidepath extends 10 NM from MAP.
Angle (M)
Reference line extends 10 NM from 1000 feet
down the runway from the threshold for
approaches where FMC glidepath is not
available.
3-Degree Reference
Line (C)
Indicates where the aircraft will achieve the
FMC or MCP target speed. If the aircraft is
within 5 knots of the target speed the dot will
be blanked. If the aircraft increases 10 knots
or more faster than the target speed the dot will
reappear.
Displayed at the end of the Flight Path Vector
as an unfilled dot if the target speed will not be
achieved within the vector length.
Range to target
speed dot (G)
Bug indicates the altitude set in the MCP
altitude window. When the selected altitude is
off scale, the bug is parked at the top or bottom,
with only one half the bug visible.
Dashed line extends from bug to background
display boundary. Line does not park.
Selected altitude bug
and line (M)
Waypoint altitude At Altitude example (active route).
constraint: active

Waypoint altitude At or Above Altitude example (active route).
constraint: active
(M), inactive (W)
NOLLA
2500A
Waypoint altitude At or Below Altitude example (active route).
constraint: active
(M), inactive (W)
NOLLA
2500B
Waypoint altitude Block Altitude example (active route).
constraint: active
(M), inactive (W)
(M), inactive (W)
NOLLA
2500

Have a look at a 787 manual and see if any of this crosschecks
 

VSD Failure Flag (amber)
VSD cannot be displayed. on the NAv for failure.

Also noticed no AFD on the efis controls next to the MCP's blanked out with INOP.

[stekeller]

Wow - interesting. Thanks! I will keep them coming ;-)

- Stekeller
RJAA (temp)

[stekeller]

OK,

Could you post the following speeds?

Vref - lowest and max wt
V1 - lowest and max wt
Vr - lowest and max wt
V2 - lowest and max wt

I will assume you have the Freighter manual, because nobody has the Intercontinental yet.

Thanks a million!

- Stekeller
RJAA (for one more day)