The battery is energized.
2. Before starting the APU, let's do some checks. All four HYD pumps are in the off position. Press the four-bus connection to make it display automatically. Press the "Four Generation Control" to turn it on, but there is a yellow OFF on it because they are not powered on yet.
The yellow drive is displayed on all four drive discs, as shown in the figure.
3. Turn to the co-pilot position, and confirm that the ALTN flap is in the closed position, and the ALTN landing gear is down and not on standby.
As shown in the figure (but the ground crew may be injured after the APU is started).
Next, we need to do a good job in fire prevention. Click the Fire/Ovht test on the leftmost side of the central top of the roof to view the alarms and hear three alarms. After that, we will see that EICAS has passed the fire detection. Well, open the lid next to the test button just now and tighten it.
Cover the emergency light after it is armed [it should be turned on first for flight attendants to check whether the light is normal before arming], as shown in the figure.
5. Click EICAS and click STAT on the EICAS panel that pops up, and we can see the status of APU. When we start the APU, we should always pay attention to its state. The temperature may be too high, about 580 degrees during normal operation. When we return to the top plate, right-click the APU knob 2 to start the APU, and it will jump back to the ON position by itself. After startup, APU EN 1 and 2 will display OK.
We press them and turn on the power in the engine room, as shown in the figure.
6. Once the plane has APU power supply, we have to tell other planes, so we turn on Navlight in the lower right corner of the roof [and then start IRS juxtaposition] 7. We turn our attention to the right part of the roof, open the upper and lower yawdam, right-click the PSS oxygen belt red cover, adjust it to norm, and then close the cover. Open the trim air UPR-rec CIRC-lwr[ if the temperature is high] and gasper components. Let's open the No.3 door and adjust it to normal, so as to ensure that the left and right ISLN open the engine to bleed air.
The APU is under pressure because we didn't start the engine, as shown in the figure.
8. When finished, we will open EICAS again and switch to ECS page. The display should be as shown.
9. Next, look at the engine starting and fuel section. Open auto start and open two fuel delivery windows for heating (for anti-icing but because these special glasses have enough strength at a certain temperature) and count down from the lower left corner of the top plate.
In the second row, the last three right penetration control knobs were turned on, making it wrong in the navigation position! ! ! , as shown in the figure
We can close the roof.
The following contents need to be answered before you can see them.
10. We returned to the cockpit. Now ND shows that it takes more than 7 minutes for the IRS to coordinate. We open FMC, click L 1 (the first button in the vertical line on the left), and then click R6 POS INIT to enter our location information so that IRS can coordinate with the airport. Here, we fill in the EGLL door and fill in our 408. Click R4 to copy the latitude and longitude data measured by GPS, and then click R5.
As shown in the figure below, paste this information under the location where irs is set.
1 1. Let's continue to set FMC [Set FMC after binding]. The departure airport EGLL destination airport KLAX departure runway 27L flight number and company route are both BA0283 [see attachment 3 for the route file, and put it in Microsoft flight simulator X \ pmdg \ flight plans after decompression]. You will find that FMC is automatically loaded into our preset flight path after input.
The routing page of has been changed to 10 page. We click Start EXEC, and then execute it as shown.
12. Next, we go to the Perf Init page and click L 1 to calculate our zero fuel weight (actually, it should be filled in by the pilot himself). We input 17 fuel economy, and we input 90 cruise altitude FL320 for gradient climbing.
As shown in the figure
It is estimated that our final altitude will be FL380, that is, we will climb three times with the slope 13. When point R6 comes to the thrust setting sel, we will fill in 0at+ 19, which is 34, as shown in the figure.
14. Point R6 comes to the take-off page flap. We use 20-degree E/O acceleration. We changed the default 800 feet to.
1000 feet Click R 1 R2 R3 R4 to confirm the three speed and trim numbers.
15. In order to prevent us from forgetting V2 and the trim value and turning to FMC, we will now fill in V2+ 10 in the MCP speed, that is, 189, then open the throttle panel and adjust the trim to 6.0 with 7 and 1 on the keypad (actually this step should be later).
Made of noodles, I just took care of it) as shown in the picture.
16. Now click the DEP APP button to set the departure program, use the page turning button to enter the last page, and select WOB2G to leave.
The program and execution are shown in the figure.
17. Well, it's time to check the route. Change the display of ND to PLN, and we will see that the departure procedure is right.
It doesn't matter if it passes. Let's modify it now and click the leg button of FMC. We will go to the waypoint page and use the page turn button to go to the second page. We will delete three nodes of BNN· Buzad, click DEL in the bottom line of FMC, and then click BUR pair.
The corresponding L2 burr is deleted. We delete BNN and Buzad in the same way, as shown in the figure.
Now look at the route iNDicated by nd. Yes 18. After the first line, there is an empty THEN, which means there is a breakpoint in the route. We adjust the display range of ND to 80NM.
You will find that DTY and WOBUN are disconnected, as shown in the figure.
How to connect them? We just need to delete this, remember how? Execute after deletion, ok, and now the route is connected as shown in the figure.
19. We continue to check whether there are any problems in the route by using the steps of R6. On the last page, we found some problems with the approach route. Let's deal with it. We will have enough time to set it up after take-off. Click VNAV to enter the climb control page. The converted altitude in London, England is 6000 feet. We enter 6000 in trans alt, and careful people will notice the original 28 1. Because 10000ft is higher than our conversion altitude of 6000ft, it becomes [flight altitude floor], where SPD Trans and SPD Rest need to be changed (some people say that SPD Rest needs to be filled in 250/ 10000), and the reason is completed.
I will post this tutorial again to answer the questions. The settings of this page should be as shown in the figure.
2 1. Let's turn the page and come to the cruise page. The cruising speed of the 845 is a bit slow. Let's change it to 0.86. Here we can see that FMC has calculated the point and time of the first gradient climb, as well as the estimated time to reach KLAX and the remaining fuel.
As shown in the picture, the third page is descending, and we will make up the picture after take-off.
Ok, FMC has been established.