777 Cockpit Layout Pdf 14
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By 1976, a twinjet layout, similar to the one which had debuted on the Airbus A300, became the baseline configuration.[8] The decision to use two engines reflected increased industry confidence in the reliability and economics of new-generation jet powerplants.[8] While airline requirements for new wide-body aircraft remained ambiguous,[8] the 7X7 was generally focused on mid-size, high-density markets.[3] As such, it was intended to transport large numbers of passengers between major cities.[9] Advancements in civil aerospace technology, including high-bypass-ratio turbofan engines, new flight deck systems, aerodynamic improvements, and more efficient lightweight designs were to be applied to the 7X7.[5][10] Many of these features were also included in a parallel development effort for a new mid-size narrow-body airliner, code-named 7N7, which would become the 757.[10] Work on both proposals proceeded through the airline industry upturn in the late 1970s.[11][12]
The 767 was the first Boeing wide-body to be designed with a two-crew digital glass cockpit.[18] Cathode ray tube (CRT) color displays and new electronics replaced the role of the flight engineer by enabling the pilot and co-pilot to monitor aircraft systems directly.[18] Despite the promise of reduced crew costs, United Airlines initially demanded a conventional three-person cockpit, citing concerns about the risks associated with introducing a new aircraft.[27] The carrier maintained this position until July 1981, when a US presidential task force determined that a crew of two was safe for operating wide-body jets.[27][28] A three-crew cockpit remained as an option and was fitted to the first production models.[29] Ansett Australia ordered 767s with three-crew cockpits due to union demands; it was the only airline to operate 767s so configured.[29][30] The 767's two-crew cockpit was also applied to the 757, allowing pilots to operate both aircraft after a short conversion course,[20] and adding incentive for airlines to purchase both types.[31]
In addition to shared avionics and computer technology, the 767 uses the same auxiliary power unit, electric power systems, and hydraulic parts as the 757.[31] A raised cockpit floor and the same forward cockpit windows result in similar pilot viewing angles.[107] Related design and functionality allows 767 pilots to obtain a common type rating to operate the 757 and share the same seniority roster with pilots of either aircraft.[18][108]
The original 767 flight deck uses six Rockwell Collins CRT screens to display Electronic flight instrument system (EFIS) and engine indication and crew alerting system (EICAS) information, allowing pilots to handle monitoring tasks previously performed by the flight engineer.[18][109] The CRTs replace conventional electromechanical instruments found on earlier aircraft.[18] An enhanced flight management system, improved over versions used on early 747s,[18] automates navigation and other functions, while an automatic landing system facilitates CAT IIIb instrument landings in low visibility situations.[6][110] The 767 became the first aircraft to receive CAT IIIb certification from the FAA for landings with 980 feet (300 m) minimum visibility in 1984.[111] On the 767-400ER, the cockpit layout is simplified further with six Rockwell Collins liquid crystal display (LCD) screens, and adapted for similarities with the 777 and the Next Generation 737.[112] To retain operational commonality, the LCD screens can be programmed to display information in the same manner as earlier 767s.[55] In 2012, Boeing and Rockwell Collins launched a further 787-based cockpit upgrade for the 767, featuring three landscape-format LCD screens that can display two windows each.[113]
The 767-400ER, the first Boeing wide-body jet resulting from two fuselage stretches,[150] entered service with Continental Airlines in 2000.[44] The type features a 21.1-foot (6.43-metre) stretch over the 767-300, for a total length of 201.25 feet (61.3 m).[151] The wingspan is also increased by 14.3 feet (4.36 m) through the addition of raked wingtips.[54] The exit configuration uses six main cabin doors and two smaller exit doors behind the wings, similar to certain 767-300ERs.[25] Other differences include an updated cockpit, redesigned landing gear, and 777-style Signature Interior.[152] Power is provided by uprated General Electric CF6 engines.[132]
AIMS delivers unparalleled reliability by making sure that arrivals are on-time. On average, this integrated cockpit stays on-wing 15 years before needing to be removed for maintenance. This ensures arrivals are on-time for approximately 1.8 million passengers over 35 million nautical miles.
Also note that most instruments and controls inside the cockpit are interactive, meaning that the mouse can be used to alter switches, set frequencies, manipulate the throttle(s), change the trim, etc.
To easily see the controls within the cockpit that the mouse can operate, open the Settings and go to the General tab. Under the Flight Model section, check the box labeled Show clickable regions in the cockpit. This will draw green boxes around the areas of the instrument panel that can be manipulated with the mouse.
Using the menus or the appropriate keyboard shortcuts, you can select a view or modify your current view. The controls for view selection affect the type of view that you are using. For instance, you may choose to be in the cockpit, looking forward at the instrument panel, or you may select an external view, perhaps where you look at your aircraft from the point of view of the nearest air traffic control tower. View selection controls are described in Table 5.2.
Having found the relevant ILS frequency, enter it into the Nav 1 radio (remember you can tune your radios automatically using the buttons in the map window). Make sure the GPS (if applicable) is set to VLOC by clicking the CDI button near the bottom of the panel to cycle through GPS or VLOC navigation. Click the GPS screen in the cockpit to bring up the close-up of the instrument if needed. You can tune the frequency here as well; changing the GPS frequency will adjust the NAV 1 radio, and vice versa.
You will need two copies of the aircraft file you intend to fly, both either created or modified using Plane Maker. The first copy of your aircraft should have the pilot-side instrument panel. If you are content with the default panel layout, any of the stock planes could be used.
Now, sometimes people sit on the ground and see the horizon does not line up, so they enter vertical offsets on some of the display machines only in order to get the horizons to line up. They quickly become confused when everything breaks down as they pitch and especially roll. If vertical offsets are used, they must be used on all networked machines in your simulator, unless you have one monitor physically above another. If some but not all of your computers have vertical offsets, things start getting messed up. What often happens is that a user will fly with a cockpit in the center screen, which shifts the center of that screen as far as scenery is concerned to be around 75% of the way up the monitor; this is done in order to leave room for the instruments. The external visuals, on the other hand, have screen centers in the center of the monitor, since they do not have to reserve space for the instrument panel. In this case, you need to do the following:
Now, suppose you are using multiple monitors, some for external visuals and others for cockpit displays. You may notice that when views are changed within X-Plane, the change propagates to all the visuals. To stop this from occurring, use the Add External Visuals Machine (Independent View) when setting up additional computers.
Now you can choose any number of datarefs from the list on the left to write or read from the serial port. They will show up on the right. If you selected a dataref that contains an array of data (like sim/cockpit/engine/fuel_pump_on, for example), then you simply select the array index you want from the field there.
Go to the Settings and click Joystick. In that dialog box, select the Axis tab. Click the button labeled Calibrate. Follow the directions to calibrate the controls. Go back to the cockpit and check to see if the data output (which should still be on the screen from the pre-test in the above instructions) is around 0.000 when the controls are centered. If it is, then the hardware works fine and the center point was set successfully. 153554b96e
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