Aviation maintenance professionals, share different news about planes with you every day! Added: These things include pointer dials, joysticks, switches... If you are referring to a commercial aircraft, then there are more to it.

Aviation maintenance professionals, share different news about planes with you every day!

Question: What are all these things in the cockpit of the plane for?

Supplement: These things include pointer dials, joysticks, switches... and they are plugged everywhere - why are they used, and are there too many? Do you really need so many things when you fly the plane?

Answer: Tim Morgan, Private Pilot (2,500+ Tickets)

Everything? If you are referring to a commercial aircraft, then that's more. Then this answer will be an extremely long instruction manual. However, since you have asked, let’s wear seat belts and walk!

The world has all kinds of strange planes. This is different from driving. You can't learn this way, just fly another one.

Pilots must have a familiar (sometimes they must re-each a special driver's license) process in order to drive a new model.

Some of them are piston engines; some are jet-type; some have freight-speed control systems; some are hydraulic; some are equipped with emergency oxygen supply systems; some do not, etc. Their dashboards and control systems are different. Each type of aircraft has its own way of playing.

Here, I will take the arcade in the sky: Boeing 737 as an example. Of course, even the 737 has different small models, so, suppose we have a general model basic model 737, here is its photo:

typical small passenger aircraft. In this article, we are going to drive the 737-600 model, which is a modern 737 series third-generation product with LCD display and digital electronic aviation equipment.

Before we start talking about the equipment in the cockpit, we need to understand what flying equipment is installed on the 737.

In order to write fewer words to relieve the pressure on the fried egg server, I have not listed all the flight equipment that pilots need to take care of here:

engine:

Our 737 has two CFM56-7 turbofan engines, which have the ability to reverse push.

engine starts, relying on the "auxiliary power unit" (APU unit) - APU is actually a small engine used to start the "two big brothers" under the wings (someone may ask: Who will start the APU? The answer is the battery). Through the electronic system, fuel is controlled to the engine.

Fuel:

737 has three fuel tanks, one under each of the two wings, and one in the middle of the fuselage. The electronically controlled oil circuit transports fuel to the engine. Each fuel tank has two oil pumps, a total of 6.

The aircraft first drinks the oil from the central fuel tank, and then drinks the two wings.

Generally speaking, the left engine drinks the left wing and the right wing. However, if the engine oil pump failure occurs on the right, there is an oil passage between the two wing oil tanks, so that each other can pump oil to support each other.

Hydraulic device:

engine is three sets of redundant hydraulic systems (System A, System B and a backup system). They drive flight control systems (elevators, rudders, ailerons, etc.) to control flight attitude.

hydraulic system also supports landing gear, flap , leading edge slats, thrust inverters, and some other small things. Systems A and B, respectively, control some of these systems. The backup system is only activated when there are serious problems with the hydraulic system.

Power supply system:

Each engine (including APU) has its own power generation device, which can power the electrical equipment on the aircraft (lighting, electronic systems, dining rooms, entertainment facilities, etc.).

When the engine is turned off, the aircraft uses battery power. When there is a problem with the main battery, there is also a backup battery. The aircraft can also be powered by external power sources, such as mobile power generators.

Each power supply (power generation device, battery, external power supply) can be connected to one of the two power supply buses to power the aircraft. When a power supply power supply must supply power to both buses at the same time, a bus cooperation system will connect the two buses.

gas vent control system:

gas vent control system (sucked from two engines) supports aircraft air conditioning and deicing systems. and provide pressure for hydraulic systems and oil pumps. The aircraft has two separate "temperature control areas", each with different temperature settings. The aircraft can also supply air to the aircraft through a mobile air source vehicle.

oxygen supply system:

Boeing 737 has two independent oxygen supply systems - one for drivers and the other for passengers.

When the cabin is out of pressure, the oxygen mask will fall off and the oxygen tank will start supplying oxygen to passengers and crew members.

navigation system:

737 is equipped with two independent GPS antennas and three sets of IRUs (inertial navigation system). IRU is a device that uses built-in gyroscope to record acceleration. By recording the change in speed at a time, the aircraft can track its position information, although it will have cumulative errors as it increases working time.

radio:

737 has three communication stations (COMM) and three navigation stations (NAV). COMM allows pilots to contact air traffic control.

NVA allows pilots to use ground navigation base stations to navigate. In addition, the aircraft also has a meteorological radar, allowing the aircraft to detect the clouds and rains ahead.

OK. After explaining these basic knowledge, we can start to look at the main control panel of pilot :

, and on the left side of are "Main Flight Display" (PFD) and "Navigation Display" (ND) .

Captain and co-pilot each have such a set of display screens. Between the two, they also share a "DUs" arranged up and down, and can each display different information. In the picture above, the upper half of the DU shows the engine information, while the lower one is black.

In the picture above, the PFD is showing the "airspeed scale" (left), the "flying attitude indicator" in the middle (the one with half blue sky and half loess), the "height scale" on the right, and the "speed meter" on the right. In the upper part is "Auto Navigation Mode" (now closed). The bottom of

is the "Heading Indicator". The yellow characters on the monitor are "warning message", while the green characters are the settings of the altimeter (which will be discussed later). The pink text is the speed and altitude settings of autonomous driving (which will be discussed later). The current heading information (solid line) is displayed on

ND and the instructions input to the flight management system (FMC; we will discuss in detail later, it is represented by a pink dotted line).

The two white character areas show the next path point and general location information. The green character indicates the accuracy of the current aircraft's calculated position data.

is in the engine information: there are two dials in the upper left corner; they show the N1 settings of the left and right engines respectively. N1 means engine power output – at 100% N1, the engine reaches maximum power (now the graph shows that engine N1 is at 22.5%).

The second line shows the engine's "exhaust gas temperature (411 degrees Celsius) (the figure shows the engine's working condition). ETG is another important parameter that reflects the engine's working condition - if the ETG is too high, you will be in trouble. On the right side of

is an information table showing warning messages about the engine. At the bottom right is the oil gauge, which shows the total load of the current three tanks (now 40,200 gallons).

is a backup flight display device between DU and ND. .00. PFD is broken, and the pilot can still obtain key flight data through this backup monitor. The upper half is a spare flight display, which looks no different from a regular PFD. The big white knob is the height setting input (it will be discussed later). The + and - buttons to the left of

control the display brightness. The APP button in the upper left corner is used to switch between different landing modes: "Enter Mode" and "Reverse Route Enter Mode".

In different modes, the pilot can get additional information to help fly the plane land smoothly on the runway. On the right side of the

APP button is the HP/IN switch, which is used to switch between the British and American units.The RST in the lower left corner is the monitor reset button, which is used to restore the horizontal and straight flight status when the aircraft is driving too hard and the monitor is messy. (It can only be used when you are sure that the plane is in a level flight state.)

Below the backup flight display is the "Horizontal Position Indicator" (HSI) - it is also a heading indicator that can guide you to fly over the path point. There is also a height setting button on the side of the backup HSI (again, I will talk about it later).

The two dials below the HSI adjust the measurement direction when the pilot uses the "Very High Frequency Omnidirectional Beacon" (VOR) navigation equipment (for example, I want to use VOR to fly to Auckland along a 090° course). The dial shows the heading you entered through the knob and the deviation from your current flight direction.

Above the backup flight attitude meter, there is a small dial that says "YAW DAMPENER", which is used to smooth the pilot's movements and coordinate the yaw movements of the aileron and rudders.

When the knob scale is in the middle position, the flight will be smoother. When the scale is at the rightmost or leftmost, the damper will increase the offset output to smooth the flight action. This allows the pilot to detect if the damper is working properly.

There is also a small light above the PFD. When landing, when the slope of the slide is too low, it will alert the pilot.

(glideslope refers to the correct path when the plane lands, and if you are too low, your engine will scratch the runway). If the pilot thinks it is too annoying, he can confidently kill it (I don’t know if the Korean pilot who crashed did this...).

On the right side of this small light, above PFD and ND, there are two knobs; they determine what is displayed on the current display.

Generally, the left side is PFD and the right side is ND, but if one of them breaks, you can use them to switch between the two.

continues to the right, and is a three-set indicator light; they tell the pilot whether the current autonomous driving is disconnected, whether the automatic throttle is disconnected, or whether the FMC is malfunctioning (FMC will be introduced later).

There are test switches on the right side of them to check whether these indicators are working properly, and it can also adjust the brightness of these indicators.

is next to the bottom and there are three indicator lights. It tells the pilot that the speed plate has been opened or should not be opened, and prompts that the autonomous driving system can no longer keep the aircraft level (when the aircraft is in the autonomous level, the pilot does not need any intervention; when the aircraft cannot keep the automatic level, the aircraft slowly raises its head or bows its head.)

On the left side of the pilot PFD, is an electronic clock with an hour and minute hands. The CHR (abbreviation of chronometer) button on the upper left is used to "turn on/stop/reset" the electronic watch.

is used to switch "local time/UTC time/date" in the upper right corner of it. The two buttons in the lower left are the control "timer", which is used to calculate the time spent in the entire flight.

Finally, the + and - buttons at the bottom right are used to adjust the time.

is under the clock, and is a toggle switch to switch hydraulic control systems A or B to control the front wheel steering system (NWS, NWS is used to rotate the front wheel and control the direction of the taxiing after the aircraft lands.)

Then, just below PFD and ND, on the far left is a pull rod marked "FOOT AIR". Use air conditioning to make the pilot's feet feel more comfortable. Then the windshield blower is used to get out of the mist on the windshield. There are five knobs on the upper right of

that control the brightness of the five monitors (PFD, ND, upper DU and lower DU), and the brightness of the entire panel.

and to the right, there are two knobs, one controlling the backlight brightness of the operator table and the other controlling the brightness of the floodlight illuminating the upper half (we will talk about it later).

OK, to the right of these buttons, we see a small screen with a keyboard. This is the "Flight Control Computer (FMC).

The pilot enters the route he is going to fly here, altitude, and all other parameters about the flight. The FMC will calculate the best speed allocation in this flight, flight time, whether the fuel volume is sufficient, etc.

Pilots can also enter custom flight rules (such as below 10,000 feet, speeds must not exceed 250 nautical miles), and the FMC will follow these rules.

FMC has other functions, such as finding the nearest airport in an emergency, or calculating "Holding Patterns" etc. If you want to finish FMC, you have to have a big book.

is on the right side of the FMC, with the lower DU, followed by the co-pilot's own FMC. There are many things on the FMC of the co-pilot, so we can't see clearly, so we give you a close-up view: the pull rod of the large round handle in the middle of

The pull rod of the landing gear joystick. Push it up and put the landing gear away, and vice versa. Above it is the landing gear indicator.

All green means that the landing gear has been put down, and red means that the landing gear is being put down, or it is not put down correctly. Generally, it is best to check whether it is "Three Greens" before landing.

The left side of the three green lights is the "flap indicator". A flap is a pair of small arc surfaces mounted on the left and right wings that can be spread outward to increase the lift of the wings.

This allows the aircraft to have enough lift during slow flights (such as when landing). The figure now shows that the flap is at 0° position, indicating that the flap has been closed. They can be stretched out to 40°, allowing the aircraft to land at extremely slow speeds.

is on the left side of the flap indicator, and is automatic brake control. Automatic brake start automatically decelerates when landing. The small light above is a warning light. When the automatic brake system fails, tell the pilot: "I can't do it anymore, it's up to you." The knob in the middle of

controls the strength of the brake, from OFF to 3 (strong brake), and the third gear is the "RTO" mode (rejected takeoff: that is, you have to hold it firmly).

The two small lights under the "flap indicator" tell the pilot that the flap is opening or has been opened. The small light under the automatic brake knob tells the pilot that the anti-slip system has failed and warns the pilot not to brake too hard and be careful to slide.

goes to the left, and there are another pair of knobs, a switch, and two buttons. The knob on the right controls where the aircraft gets the reference rate—this is some very important speed parameters, such as the speed that the aircraft must achieve during takeoff.

These speed values ​​can be obtained from FMC, or rotate this knob and fall back to let the pilot enter it on its own. The knob on the left control displays the maximum N1 value of the above DU, which is as reference rate as it can be obtained from the FMC or entered manually by the pilot.

These settings are below the DU monitor and are marked with red lines.

Under the N1 setting knob is the switch that controls the "fuel flow rate indicator"; under normal circumstances, it displays the fuel delivery rate, but it can also temporarily play the "range fuel counter" - displaying the fuel consumption after the last count reset and setting the reset point.

is on the right side of the oil rate meter control switch, and there are three buttons that control the display content of the DU below. They can be switched to "Engine Working Information (ENG)" or other flight system information.

The button marked with C/R is the Cancel/Reset button - press to cancel all warning messages on the DU immediately, and press again to call back these warnings.

to the right of the landing gear joystick is the co-pilot's PFD and ND, and his cockpit control panel, air control (not on the picture).

OK. Now let’s take a look at the “ mode control panel (MCP) ”. They are on the main control panel:

The left side is used to control the pilot’s ND, and the large knob (MINS) on the upper left is the minimum allowable altitude to control the pilot’s entry.

At this altitude, the pilot must see the runway. If you can't see it, the pilot must give up landing. This knob means that when the aircraft reaches this altitude, it displays "MINIMUNMS" on the DU to remind the pilot to pay attention.

to the right is the FPV button, which switches the flight path vector displayed on the PFD (using a small circle to indicate the current movement of the aircraft, such as the small red circle floating above the horizontal line, indicating that the aircraft is climbing).

is followed by the MTRS knob, which is used to switch imperial/metric units. Finally, there is the BARO knob. Used to change the settings of the altimeter: Because of the changes in atmospheric pressure outside the cabin, the pilot needs to calibrate appropriately to show the correct altitude.

second line: The first switch is VOR1/ADF1, which is used to switch the content displayed in the data frame on the left on ND, and toggle before VOR and ADF. (VOR and ADF are two radio navigation modes.) The next knob switches the view mode displayed on ND (the map view is now displayed).

ND can display "Birdsight Mode" (now), or flight plan view, or entry landing view, etc. The following one is the ND display zoom knob, and finally a toggle switch to control the content displayed in the data frame on the right on ND (now the picture is displayed blank). The buttons at the bottom row of

are used to switch to display different "data layers" on ND. Now the ND in the figure only shows the compass and routes. Pilots can also use these buttons to display weather radar, nearby airports, or topographic maps, etc.

is on the right side of this pile of things, occupying most of the MCP area in the middle, and is the automatic flight system control panel. When the pilot does not grasp the steering wheel, he controls the automatic flight system through these devices.

is the route knob and window on the far left. These knobs set the aircraft's departure/return route and fly with radio navigation devices (e.g., with VOR, flying to Newark along 270°). On the right side below, is the navigation prompt button (F/D: flight director). After

is turned on, the pilot can also get the flight prompts of the autonomous driving system on the PFD when driving manually.

is on the F/D button, and there is a small light marked "MA" (Master: the main meaning, the light in the photo is not on, you can't see it). In fact, there are two lamps, one on the left and right. They correspond to two sets of FCC (flight control computer) systems that support automatic flight.

If the wait on the left is on, it means that the captain's FCC controls the calculation of F/D, which is generally the case. If the captain's FCC breaks down, the co-pilot's FCC will take over.

continues to the right, and it is the automatic throttle control lever (A/T:auto throttle). A/T can automatically control and maintain a set of speed parameters, or N1 values. To the right is the knob that sets A/T, and the current speed and N1 value are displayed above. There is a tick mark on the left and right of the

knob, which represent different A/T modes: "Speed ​​First Mode", "Power First Mode", and "Take/Landing Throttle Control (LVLCHG).

has a small button on the left side of the A/T joystick, called "C/O (changover)", which is used to switch the display airspeed (knob), or Mach number . At high altitudes, Mach numbers are more important. The right side of the

C/O knob is the SPD INTV (speed intervention) button. If the FMC has continued to calculate the speed, but you want to change it temporarily, press this button, and enter the value you want. Press again to return to FMC automatic speed mode.

is the VNAV button above the SPD INTV button, which is used to turn on the "Vertical Auto Navigation Mode". In this mode, the FMC will issue FMC instructions for climbing or falling based on the prepared vertical flight configuration parameters.

is on the right side of the VNAV button, and is the heading knob, as well as the knobs and windows related to it. This knob controls the heading of autonomous driving. Next to the bottom is the automatic heading switch. On the right side of the

heading knob, there is a row of three buttons, and the horizontal navigation (LNAV) mode is turned on. It lets the aircraft fly at the prepared FMC path point. If both LNAV (horizontal navigation) and VNAV (vertical navigation) are turned on, the aircraft will be allowed to fly along a 3D path compiled by the FMC. The button in the middle of

opens the "VOR Radio Automatic Navigation" VORLOC mode, and the aircraft flies along the input navigation information.

Aviation maintenance professionals, share different news about planes with you every day!

Question: What are all these things in the cockpit of the plane for?

Supplement: These things include pointer dials, joysticks, switches... and they are plugged everywhere - why are they used, and are there too many? Do you really need so many things when you fly the plane?

Answer: Tim Morgan, Private Pilot (2,500+ Tickets)

Everything? If you are referring to a commercial aircraft, then that's more. Then this answer will be an extremely long instruction manual. However, since you have asked, let’s wear seat belts and walk!

The world has all kinds of strange planes. This is different from driving. You can't learn this way, just fly another one.

Pilots must have a familiar (sometimes they must re-each a special driver's license) process in order to drive a new model.

Some of them are piston engines; some are jet-type; some have freight-speed control systems; some are hydraulic; some are equipped with emergency oxygen supply systems; some do not, etc. Their dashboards and control systems are different. Each type of aircraft has its own way of playing.

Here, I will take the arcade in the sky: Boeing 737 as an example. Of course, even the 737 has different small models, so, suppose we have a general model basic model 737, here is its photo:

typical small passenger aircraft. In this article, we are going to drive the 737-600 model, which is a modern 737 series third-generation product with LCD display and digital electronic aviation equipment.

Before we start talking about the equipment in the cockpit, we need to understand what flying equipment is installed on the 737.

In order to write fewer words to relieve the pressure on the fried egg server, I have not listed all the flight equipment that pilots need to take care of here:

engine:

Our 737 has two CFM56-7 turbofan engines, which have the ability to reverse push.

engine starts, relying on the "auxiliary power unit" (APU unit) - APU is actually a small engine used to start the "two big brothers" under the wings (someone may ask: Who will start the APU? The answer is the battery). Through the electronic system, fuel is controlled to the engine.

Fuel:

737 has three fuel tanks, one under each of the two wings, and one in the middle of the fuselage. The electronically controlled oil circuit transports fuel to the engine. Each fuel tank has two oil pumps, a total of 6.

The aircraft first drinks the oil from the central fuel tank, and then drinks the two wings.

Generally speaking, the left engine drinks the left wing and the right wing. However, if the engine oil pump failure occurs on the right, there is an oil passage between the two wing oil tanks, so that each other can pump oil to support each other.

Hydraulic device:

engine is three sets of redundant hydraulic systems (System A, System B and a backup system). They drive flight control systems (elevators, rudders, ailerons, etc.) to control flight attitude.

hydraulic system also supports landing gear, flap , leading edge slats, thrust inverters, and some other small things. Systems A and B, respectively, control some of these systems. The backup system is only activated when there are serious problems with the hydraulic system.

Power supply system:

Each engine (including APU) has its own power generation device, which can power the electrical equipment on the aircraft (lighting, electronic systems, dining rooms, entertainment facilities, etc.).

When the engine is turned off, the aircraft uses battery power. When there is a problem with the main battery, there is also a backup battery. The aircraft can also be powered by external power sources, such as mobile power generators.

Each power supply (power generation device, battery, external power supply) can be connected to one of the two power supply buses to power the aircraft. When a power supply power supply must supply power to both buses at the same time, a bus cooperation system will connect the two buses.

gas vent control system:

gas vent control system (sucked from two engines) supports aircraft air conditioning and deicing systems. and provide pressure for hydraulic systems and oil pumps. The aircraft has two separate "temperature control areas", each with different temperature settings. The aircraft can also supply air to the aircraft through a mobile air source vehicle.

oxygen supply system:

Boeing 737 has two independent oxygen supply systems - one for drivers and the other for passengers.

When the cabin is out of pressure, the oxygen mask will fall off and the oxygen tank will start supplying oxygen to passengers and crew members.

navigation system:

737 is equipped with two independent GPS antennas and three sets of IRUs (inertial navigation system). IRU is a device that uses built-in gyroscope to record acceleration. By recording the change in speed at a time, the aircraft can track its position information, although it will have cumulative errors as it increases working time.

radio:

737 has three communication stations (COMM) and three navigation stations (NAV). COMM allows pilots to contact air traffic control.

NVA allows pilots to use ground navigation base stations to navigate. In addition, the aircraft also has a meteorological radar, allowing the aircraft to detect the clouds and rains ahead.

OK. After explaining these basic knowledge, we can start to look at the main control panel of pilot :

, and on the left side of are "Main Flight Display" (PFD) and "Navigation Display" (ND) .

Captain and co-pilot each have such a set of display screens. Between the two, they also share a "DUs" arranged up and down, and can each display different information. In the picture above, the upper half of the DU shows the engine information, while the lower one is black.

In the picture above, the PFD is showing the "airspeed scale" (left), the "flying attitude indicator" in the middle (the one with half blue sky and half loess), the "height scale" on the right, and the "speed meter" on the right. In the upper part is "Auto Navigation Mode" (now closed). The bottom of

is the "Heading Indicator". The yellow characters on the monitor are "warning message", while the green characters are the settings of the altimeter (which will be discussed later). The pink text is the speed and altitude settings of autonomous driving (which will be discussed later). The current heading information (solid line) is displayed on

ND and the instructions input to the flight management system (FMC; we will discuss in detail later, it is represented by a pink dotted line).

The two white character areas show the next path point and general location information. The green character indicates the accuracy of the current aircraft's calculated position data.

is in the engine information: there are two dials in the upper left corner; they show the N1 settings of the left and right engines respectively. N1 means engine power output – at 100% N1, the engine reaches maximum power (now the graph shows that engine N1 is at 22.5%).

The second line shows the engine's "exhaust gas temperature (411 degrees Celsius) (the figure shows the engine's working condition). ETG is another important parameter that reflects the engine's working condition - if the ETG is too high, you will be in trouble. On the right side of

is an information table showing warning messages about the engine. At the bottom right is the oil gauge, which shows the total load of the current three tanks (now 40,200 gallons).

is a backup flight display device between DU and ND. .00. PFD is broken, and the pilot can still obtain key flight data through this backup monitor. The upper half is a spare flight display, which looks no different from a regular PFD. The big white knob is the height setting input (it will be discussed later). The + and - buttons to the left of

control the display brightness. The APP button in the upper left corner is used to switch between different landing modes: "Enter Mode" and "Reverse Route Enter Mode".

In different modes, the pilot can get additional information to help fly the plane land smoothly on the runway. On the right side of the

APP button is the HP/IN switch, which is used to switch between the British and American units.The RST in the lower left corner is the monitor reset button, which is used to restore the horizontal and straight flight status when the aircraft is driving too hard and the monitor is messy. (It can only be used when you are sure that the plane is in a level flight state.)

Below the backup flight display is the "Horizontal Position Indicator" (HSI) - it is also a heading indicator that can guide you to fly over the path point. There is also a height setting button on the side of the backup HSI (again, I will talk about it later).

The two dials below the HSI adjust the measurement direction when the pilot uses the "Very High Frequency Omnidirectional Beacon" (VOR) navigation equipment (for example, I want to use VOR to fly to Auckland along a 090° course). The dial shows the heading you entered through the knob and the deviation from your current flight direction.

Above the backup flight attitude meter, there is a small dial that says "YAW DAMPENER", which is used to smooth the pilot's movements and coordinate the yaw movements of the aileron and rudders.

When the knob scale is in the middle position, the flight will be smoother. When the scale is at the rightmost or leftmost, the damper will increase the offset output to smooth the flight action. This allows the pilot to detect if the damper is working properly.

There is also a small light above the PFD. When landing, when the slope of the slide is too low, it will alert the pilot.

(glideslope refers to the correct path when the plane lands, and if you are too low, your engine will scratch the runway). If the pilot thinks it is too annoying, he can confidently kill it (I don’t know if the Korean pilot who crashed did this...).

On the right side of this small light, above PFD and ND, there are two knobs; they determine what is displayed on the current display.

Generally, the left side is PFD and the right side is ND, but if one of them breaks, you can use them to switch between the two.

continues to the right, and is a three-set indicator light; they tell the pilot whether the current autonomous driving is disconnected, whether the automatic throttle is disconnected, or whether the FMC is malfunctioning (FMC will be introduced later).

There are test switches on the right side of them to check whether these indicators are working properly, and it can also adjust the brightness of these indicators.

is next to the bottom and there are three indicator lights. It tells the pilot that the speed plate has been opened or should not be opened, and prompts that the autonomous driving system can no longer keep the aircraft level (when the aircraft is in the autonomous level, the pilot does not need any intervention; when the aircraft cannot keep the automatic level, the aircraft slowly raises its head or bows its head.)

On the left side of the pilot PFD, is an electronic clock with an hour and minute hands. The CHR (abbreviation of chronometer) button on the upper left is used to "turn on/stop/reset" the electronic watch.

is used to switch "local time/UTC time/date" in the upper right corner of it. The two buttons in the lower left are the control "timer", which is used to calculate the time spent in the entire flight.

Finally, the + and - buttons at the bottom right are used to adjust the time.

is under the clock, and is a toggle switch to switch hydraulic control systems A or B to control the front wheel steering system (NWS, NWS is used to rotate the front wheel and control the direction of the taxiing after the aircraft lands.)

Then, just below PFD and ND, on the far left is a pull rod marked "FOOT AIR". Use air conditioning to make the pilot's feet feel more comfortable. Then the windshield blower is used to get out of the mist on the windshield. There are five knobs on the upper right of

that control the brightness of the five monitors (PFD, ND, upper DU and lower DU), and the brightness of the entire panel.

and to the right, there are two knobs, one controlling the backlight brightness of the operator table and the other controlling the brightness of the floodlight illuminating the upper half (we will talk about it later).

OK, to the right of these buttons, we see a small screen with a keyboard. This is the "Flight Control Computer (FMC).

The pilot enters the route he is going to fly here, altitude, and all other parameters about the flight. The FMC will calculate the best speed allocation in this flight, flight time, whether the fuel volume is sufficient, etc.

Pilots can also enter custom flight rules (such as below 10,000 feet, speeds must not exceed 250 nautical miles), and the FMC will follow these rules.

FMC has other functions, such as finding the nearest airport in an emergency, or calculating "Holding Patterns" etc. If you want to finish FMC, you have to have a big book.

is on the right side of the FMC, with the lower DU, followed by the co-pilot's own FMC. There are many things on the FMC of the co-pilot, so we can't see clearly, so we give you a close-up view: the pull rod of the large round handle in the middle of

The pull rod of the landing gear joystick. Push it up and put the landing gear away, and vice versa. Above it is the landing gear indicator.

All green means that the landing gear has been put down, and red means that the landing gear is being put down, or it is not put down correctly. Generally, it is best to check whether it is "Three Greens" before landing.

The left side of the three green lights is the "flap indicator". A flap is a pair of small arc surfaces mounted on the left and right wings that can be spread outward to increase the lift of the wings.

This allows the aircraft to have enough lift during slow flights (such as when landing). The figure now shows that the flap is at 0° position, indicating that the flap has been closed. They can be stretched out to 40°, allowing the aircraft to land at extremely slow speeds.

is on the left side of the flap indicator, and is automatic brake control. Automatic brake start automatically decelerates when landing. The small light above is a warning light. When the automatic brake system fails, tell the pilot: "I can't do it anymore, it's up to you." The knob in the middle of

controls the strength of the brake, from OFF to 3 (strong brake), and the third gear is the "RTO" mode (rejected takeoff: that is, you have to hold it firmly).

The two small lights under the "flap indicator" tell the pilot that the flap is opening or has been opened. The small light under the automatic brake knob tells the pilot that the anti-slip system has failed and warns the pilot not to brake too hard and be careful to slide.

goes to the left, and there are another pair of knobs, a switch, and two buttons. The knob on the right controls where the aircraft gets the reference rate—this is some very important speed parameters, such as the speed that the aircraft must achieve during takeoff.

These speed values ​​can be obtained from FMC, or rotate this knob and fall back to let the pilot enter it on its own. The knob on the left control displays the maximum N1 value of the above DU, which is as reference rate as it can be obtained from the FMC or entered manually by the pilot.

These settings are below the DU monitor and are marked with red lines.

Under the N1 setting knob is the switch that controls the "fuel flow rate indicator"; under normal circumstances, it displays the fuel delivery rate, but it can also temporarily play the "range fuel counter" - displaying the fuel consumption after the last count reset and setting the reset point.

is on the right side of the oil rate meter control switch, and there are three buttons that control the display content of the DU below. They can be switched to "Engine Working Information (ENG)" or other flight system information.

The button marked with C/R is the Cancel/Reset button - press to cancel all warning messages on the DU immediately, and press again to call back these warnings.

to the right of the landing gear joystick is the co-pilot's PFD and ND, and his cockpit control panel, air control (not on the picture).

OK. Now let’s take a look at the “ mode control panel (MCP) ”. They are on the main control panel:

The left side is used to control the pilot’s ND, and the large knob (MINS) on the upper left is the minimum allowable altitude to control the pilot’s entry.

At this altitude, the pilot must see the runway. If you can't see it, the pilot must give up landing. This knob means that when the aircraft reaches this altitude, it displays "MINIMUNMS" on the DU to remind the pilot to pay attention.

to the right is the FPV button, which switches the flight path vector displayed on the PFD (using a small circle to indicate the current movement of the aircraft, such as the small red circle floating above the horizontal line, indicating that the aircraft is climbing).

is followed by the MTRS knob, which is used to switch imperial/metric units. Finally, there is the BARO knob. Used to change the settings of the altimeter: Because of the changes in atmospheric pressure outside the cabin, the pilot needs to calibrate appropriately to show the correct altitude.

second line: The first switch is VOR1/ADF1, which is used to switch the content displayed in the data frame on the left on ND, and toggle before VOR and ADF. (VOR and ADF are two radio navigation modes.) The next knob switches the view mode displayed on ND (the map view is now displayed).

ND can display "Birdsight Mode" (now), or flight plan view, or entry landing view, etc. The following one is the ND display zoom knob, and finally a toggle switch to control the content displayed in the data frame on the right on ND (now the picture is displayed blank). The buttons at the bottom row of

are used to switch to display different "data layers" on ND. Now the ND in the figure only shows the compass and routes. Pilots can also use these buttons to display weather radar, nearby airports, or topographic maps, etc.

is on the right side of this pile of things, occupying most of the MCP area in the middle, and is the automatic flight system control panel. When the pilot does not grasp the steering wheel, he controls the automatic flight system through these devices.

is the route knob and window on the far left. These knobs set the aircraft's departure/return route and fly with radio navigation devices (e.g., with VOR, flying to Newark along 270°). On the right side below, is the navigation prompt button (F/D: flight director). After

is turned on, the pilot can also get the flight prompts of the autonomous driving system on the PFD when driving manually.

is on the F/D button, and there is a small light marked "MA" (Master: the main meaning, the light in the photo is not on, you can't see it). In fact, there are two lamps, one on the left and right. They correspond to two sets of FCC (flight control computer) systems that support automatic flight.

If the wait on the left is on, it means that the captain's FCC controls the calculation of F/D, which is generally the case. If the captain's FCC breaks down, the co-pilot's FCC will take over.

continues to the right, and it is the automatic throttle control lever (A/T:auto throttle). A/T can automatically control and maintain a set of speed parameters, or N1 values. To the right is the knob that sets A/T, and the current speed and N1 value are displayed above. There is a tick mark on the left and right of the

knob, which represent different A/T modes: "Speed ​​First Mode", "Power First Mode", and "Take/Landing Throttle Control (LVLCHG).

has a small button on the left side of the A/T joystick, called "C/O (changover)", which is used to switch the display airspeed (knob), or Mach number . At high altitudes, Mach numbers are more important. The right side of the

C/O knob is the SPD INTV (speed intervention) button. If the FMC has continued to calculate the speed, but you want to change it temporarily, press this button, and enter the value you want. Press again to return to FMC automatic speed mode.

is the VNAV button above the SPD INTV button, which is used to turn on the "Vertical Auto Navigation Mode". In this mode, the FMC will issue FMC instructions for climbing or falling based on the prepared vertical flight configuration parameters.

is on the right side of the VNAV button, and is the heading knob, as well as the knobs and windows related to it. This knob controls the heading of autonomous driving. Next to the bottom is the automatic heading switch. On the right side of the

heading knob, there is a row of three buttons, and the horizontal navigation (LNAV) mode is turned on. It lets the aircraft fly at the prepared FMC path point. If both LNAV (horizontal navigation) and VNAV (vertical navigation) are turned on, the aircraft will be allowed to fly along a 3D path compiled by the FMC. The button in the middle of

opens the "VOR Radio Automatic Navigation" VORLOC mode, and the aircraft flies along the input navigation information.

The last button is "Entering Mode". The aircraft enters the landing channel according to the guidance of the airport's landing navigation equipment (ILS). The ILS is a very precise radio navigation device that allows the aircraft to enter the landing channel accurately and aim at the runway. The column on the right of

is the height setting button. We have a knob and a window to set the height, and two mode buttons: ALT HLD (height hold), and V/S, to maintain a specific vertical rate. There is an ALT INTV button on the right of

. Like the SPD INTV mentioned earlier, the pilot can enter a value of one foot per minute to adjust the altitude when the aircraft is driving automatically.

and then to the right are two rows of four buttons. They control the automatic navigation computers (A and B). Two lines above are used to enable automatic navigation command mode (which will take over all controls on the aircraft). The following line of

enables "CWS: command with steering". CWS allows the pilot to control the direction of the aircraft, and when the pilot releases the rod, the autonomous driving system takes over the aircraft.

has two redundant airborne autonomous driving systems. When the aircraft takes off and lands, both systems must be turned on at the same time.

The large strip below the four buttons is used to turn off the autonomous driving mode. Let the pilot take over the plane completely. To the right of it are some buttons with repeated functions, placed in a place where the co-pilot is easy to operate.

The control panel under the co-pilot's ND is called "Terrain Alarm System (GPWS)" and has three large buttons.

GPWS issues an alarm when the aircraft may touch the ground. These three buttons are used to turn on/off three alarm tones:

"TOOLOW - FLAPS" (when the computer finds that you may be landing, I forgot to turn on the flap)

"TOOLOW - GEAR" (when the computer thinks you forgot to put down the landing gear)

"TOOLOW - TERRAIN" (when the computer thinks you forgot to have a mountain in front)

has a small light on the GPWS switch button, which lights up when GPWS is not working properly, and the GPWS test button. Now, let’s learn about the anti-glare panel above the main control panel:

If the red fire light comes on, then you are in trouble, but you can press it to extinguish. It won’t be a good thing if the yellow main alarm light is on. You can also thank it for its reminder, press it off and tell it you know. There is a group of light arrays next to the main warning light of

, showing that something is wrong now (it is dark here now, but there may be "FLT CONT" and "ELEC (electronic system)"). The co-pilot also has its own alarm lighting system and an independent set of prompt lights. The CLOCK button on the leftmost part of

is also used to adjust the time, and the function is the same as the CHR button.

Let’s take a look at the layout of on the left side of the driver’s seat of :

The ring handle is the steering wheel, which is used to control the direction of the plane gliding on the ground. There are two knobs under it. The one in front is to adjust the brightness of the reading lamp, and the one in the back is of no use.

Behind the two knobs is the pilot's oxygen mask.

Let’s take a look at throttle console !

is the aircraft throttle in the middle. Push forward and give more fuel, and save some money when pulling backward. Each engine has a "push rod" that is used when the aircraft lands.

There are buttons under each throttle push rod (not seen here) to switch the "Take (TO)/Go Flight (GA)" mode. Press any of them and the throttle will immediately switch to the corresponding mode. The black button on the gripper can turn off the automatic throttle mode, allowing the pilot to manually control the throttle.

The pair of pull rods under the throttle are "emergency oil breaker rods". Cutting off the engine oil circuit in an emergency is also part of the normal engine shutdown procedure.

The big black disc is a trim wheel. If the head of the plane is raised when the pilot takes off his hands, the trim wheel will turn forward and add a front trim. vice versa. Use the trim wheel to allow the aircraft to maintain a level flight without the pilot's control.On the right side of the trim wheel is the "trim scale".

Next to the trim wheel is the "parking brake lever". Behind it is a "stop brake indicator" which lights up when the parking brake lever is pulled down. There is also a "reduction spoiler pull rod" on the edge of the trim wheel - it will lift the spoiler to help decelerate; it will lift the spoiler to retract and accelerate takeoff.

On the right side of the throttle lever is the lever that operates the flap to adjust the position of the flap.

Below the flap lever is a set of "matching stability switches", one for automatic trimming in autonomous driving state, and the other is electric trimming in pilot manual flight mode.

If there is a problem with the system's automatic trim, the pilot can turn them off and use the trim wheel to stabilize the aircraft. It should be noted that these two are spare buttons, and the commonly used trim buttons are on the driving rod.

OK, now we will turn our attention to the lower part of the center console. The top three red buttons are the fire extinguisher handles marked "1 (left engine)" and "2 (right engine)" and "APU".

is on the left side of the "No. 1 button", and is the "Overheat Detection Switch" switch, which can switch between two redundant engine overheat detection systems. Below it is the engine overheating tip light on the left, and below are the test switches for the A and B detection systems.

is between the red "No. 1 button" and "APU", which is a set of alarm lights: the aircraft wheel basin is on fire, the A or B overheating detection system is faulty (determined based on the position of the overheating detection switch), the APU overheating detection system is faulty, or the APU fire extinguisher is used up (this one, it will be gone after it is used up).

is a similar set of test switches and alarm lights for the right engine between "APU" and "No. 2" and "All the 2nd key" and has a large black button marked "BELL CUTOUT" (blocked and invisible). When the pilot is upset by the continuous fire alarm, you can use this button to turn them off.

On the right side of the "No. 2 button", there is a set of fire extinguisher detection buttons, telling the pilot whether the three fire extinguishers are working properly. There is also a pair of indicator lights to tell the pilot whether the two fire extinguishers on the left and right have been used.

Look down, at the top left is the control panel of COMM1 communication station. The small window on the left shows the current communication channel: the pilot can talk when the microphone is inserted. On the right is the standby channel, and pilots can switch to this channel to make calls at any time.

When the pilot is about to switch between two channels, just press the button between the two screens. There is also an on/off button and a test button below each of the two screens. The six buttons arranged in the lower middle of

are used to switch the communication band: including three VHFs, two HFs and one AM. HF radio is an ultra-long-range communication system. When the aircraft flies far away from the land, the sensitivity of the HF radio needs to be adjusted carefully, so there is an HF SENS knob here.

to the right is the cabin fire alarm panel. We have two green lights, and when the TEST button below is pressed, they light up, indicating that the two fire extinguishers in the cabin are working properly. We also have two small knobs for switching between two sets of fire extinguishers, for the front and rear of the cabin respectively. There is a small light on the right side of

. If there is a problem with any of the two fire extinguishing systems, it will light up. There are two warning lights under the knob, indicating that there is a fire alarm in the front or rear of the cabin.

These warning lights are a button with a cover on the right side. When you lift it and press it, turn on the fire extinguisher to extinguish the fire. At the same time, it is also an indicator light that tells the pilot that the fire extinguisher has been used up.

and to the right is COMM2 communication station, which is exactly the same as COMM1 configuration.

Then, under COMM1, is the NAV1 radio control panel. It is the same as COMM1, but not for calls, but for radio navigation, guiding the aircraft to a base station. There is a test button on

NAV1 that allows the NAV1 pointer to point in a known direction (on ND or alternate HSI). If the pointer direction is correct, it means that NAV is working properly.

is on the right side of NAV1, and is the weather radar controller.The knob on the left is the radar gain (sensitivity) adjustment, and the knob on the right is used to adjust the up and down direction of the radar antenna and scan the thunder and rain clouds above or below the aircraft. The

button is used to switch different display modes, such as WX (meteorological mode), or WX+T (meteorological + turbulence mode). Maybe you are curious about this: because weather radar can predict turbulence by detecting the direction of raindrops falling.

Then on the right is the NAV2 radio station exactly the same as NAV1.

is under NAV1, which is the audio selection panel. The first line button sets the object to which the pilot is talking to in the current microphone. He can talk through COMM1 or COMM2, he can also choose to talk to the crew or passengers, etc. The two rows of knobs below

are used to control the volume of calls in various frequency bands and various other sound sources entering the pilot's headset. The switch at the bottom right of

is the backup "press switch (PTT)" (usually pilots use PTT on the steering rod). Push it up and talk to the external radio, and dial it down and communicate internally.

is the "Mask/Earphone Microphone" toggle button on the right. In an emergency, the pilot will switch to the microphone inside the oxygen mask.

is marked "V-B-R" knob to select information in the audio of the navigation base station. In the "V" mode, listen to weather information (sometimes broadcast through the navigation base station).

is in "B" block, and listen to the weather and Morse code at the same time. The "R" stop only listens to the Morse code (used to detect whether the pilot has selected the correct navigation base station and whether the base station is working properly.) The

ALT-NORM switch is used to switch communication modes in normal/emergency situations.

is on the right side of the pilot's internal contact control, and is the "Heading Navigation System Control Panel (HGS)". Here the pilot enters the information into the HGS.

HGS Display remote sensing information to the pilot through the HUD (mentioned later) to help the pilot land. When the pilot presses the button on the left (for example, run to length information: RWY), then enter the data using the numeric keypad on the right.

When the pilot completes all data input, HGS can help the pilot land and land. There is also a clear and brightness adjustment button arranged at the bottom.

and to the right are the co-pilot's microphone and internal communication control, the same as the main driver's.

Below the pilot's internal communication control panel is the ADF (automatic direction search) panel, a very ancient method of radio navigation. The knob at the bottom left of

switches between ADF mode (Radio Navigation Flight Mode) and ANT (Radio Signal Mode only). The knob on the right turns off/on the radio signal. The pilot will confirm that he is on the right channel by listening to the Morse code and flew along the right route.

is on the right side of the ADF radio, and is the "Signal Transponder " control panel. The transponder is used to respond to traffic control radar scans and return the information of the machine. Air traffic control can obtain more information about this aircraft than ordinary radars. The knob on the upper left of

is used to switch between two redundant "transponders", and the window in the middle shows the "response code" of the current aircraft. When entering the air radar tube range, each aircraft is given a four-digit code; the pilot can enter this code through the knob on either side of the window. The knob on the upper right of

is used to turn on and change the working mode of the transponder. XPNDR turns on the altitude reward and transmits the aircraft's current altitude to the radar station (it is difficult to accurately judge the aircraft's altitude by relying on the radar station alone). In

TA mode, add the unique "Identity ID" that each aircraft has, and then the TA/RA mode allows the transponder to receive the position information of nearby aircraft broadcast by terrestrial radar at the same time.

It should be noted here that the four-digit "response code" is different from the only "identity identification code" transmitted in TA mode - because the four-digit response code can be reused within one day, while the ID of S mode (also known as the selection mode) is the aircraft's ID card and will never change. The knob at the bottom left of

is used to switch. When the height is returned, should the altimeter of the captain or the co-pilot?The button marked IDENT is used to perform an identity recognition function, which is equivalent to flashing the ground radar with a large light to make the other party notice him.

The ground air traffic radar has a bad memory and often asks the plane to tell it who the plane is on the phone. The warning light directly above the middle light illuminates when the transponder fails.

is on the right side of the transponder control panel. Below the co-pilot's internal communication panel is a COMM3 control panel, the same as COMM1 and COMM2. The panel at the bottom left of

controls the backlight and floodlight brightness of the center panel. Just below the middle of

are several other trimming controls. The aileron trimming controller is at the lower left. When the pilot finds that the aircraft is low left and high right, or the left and high right, adjust the left and right balance of the two wings. The indicator is on the pilot's joystick, with the lower right corner being the level of the horizontal rudder, and its indicator is above the knob.

is on its right, and is the trim stability control selection switch. In NORM gear, the trim switch on the pilot joystick works, and if in OVRD gear, the trim wheel on the edge of the throttle pusher works (already described earlier).

is the cockpit door control at the bottom rightmost. The knob can be locked, unlocked, or automatically controlled by the computer. Two police lights told the pilot if the hatch door was not locked or the door lock was broken.

We are about to finish talking about - let's take a look at the control panel on the pilot's head. Let's start with the on the upper part of :

The red button on the upper left of the upper left is the flight WiFi switch; anyway, it is the normal state of turning on and off.

Below it is the IRU (Inertial Navigation Unit) controller, there is a row of display screens above the controller, and the knob selects the display content.

It can display the current latitude and longitude. Wind direction and speed, plane heading and speed, etc. This information is provided by the IRS (Inertial Reference System). The knob below

switches between the two systems "Left IRS" and "Right IRS". The keyboard on the right is used to enter the initial latitude and longitude of the aircraft (remember, IRUs only record variables,

, so if there is no accurate initial value, they cannot provide useful information.) Under normal circumstances, these work is done by FMC, but this is also preventing emergencies.

Below the IRS panel, there are a bunch of warning lights that show the faults encountered by the IRU, or are currently using a backup power supply, and a pair of knobs are used to switch between two sets of IRUs.

IRUs must be turned and then calibrated before use. Generally, this process takes 10 minutes, so first cut the IRUs into ALIGN mode, and then cut into NAV mode after 10 minutes.

If the pilot is a little busy with emergency situation, he can cut the IRU to ATT (altitude only) mode, but then there is no position information, but only altitude information.

There is a separate warning light below the slat indicator. When it lights up, it means that there is something wrong with the PSEU system. PSEU is a set of detection sensors, such as monitoring whether the landing gear is closed or lowered, whether the aircraft is in the sky or the ground, etc.

is on the right side of the IRS panel, and is the "Internal Service Telephone" switch, which is used to turn on the backup crew intercom system. Then under it is a top light switch. Turn on or off the lights that illuminate the entire cockpit (do not turn on at night flight).

Then there is a column on the top of the right, for the panel for boring third person (the third person in the unit sitting in the back observation seat).

is under the observer panel, and there are two "engine reverse push warning lights". When it lights up, it means that there is a problem with the engine reverse push on the left or right.

and below are the switches of the host and backup machine of ECC (electronic engine control computer). Each engine has two ECCs, one of which is back-up.

ECC controls the fuel delivery speed that flows into the engine to achieve the required power set by the throttle lever. But it also limits power to prevent damage to the engine.

Under the ECC control panel is the emergency oxygen supply indicator. The pilot has an independent emergency oxygen supply system that shows how much oxygen is left.

to its right is a switch and a warning light - turn on the switch and the oxygen mask in the cabin will fall from the ceiling.The warning light is on, which indicates that the emergency oxygen supply system of the cabin is working.

to the right of this switch are three spare landing gear indicator lights; when the three green on the main panel fails, the pilot can also use it to confirm the landing gear condition.

is the flight recorder switch on the far right, which is used to test whether the flight recorder is working properly (the remote sensing data inside after the crash is of great use.) The police light on the right indicates that there is a problem with the flight recorder.

The warning light on the right is used to test whether the speeding warning system is normal. When the plane flies too fast, the system will issue an alarm.

are two stall alarm test buttons down. Press them to detect whether the two redundant alarm systems are normal. (When the aircraft stalls, it will not be able to get enough lift, and this kind of big trouble must be used.)

Next, we will introduce the lower half of the control panel overhead:

In the upper left corner is the flight control system. Two black buttons above are used to turn on or off the A and B hydraulic flight control systems, which allows the pilot to control the aircraft in the air. To the right of

, below them is a set of alarm lights that tell the pilot that the current hydraulic pressure is not enough to support the flight control system. There is also a STBY RUD gear that is used to switch to the backup hydraulic system to control the rudder. The red button in the center of

is used to turn on the backup flap system and operate the flap with the backup hydraulic system in an emergency. The red button is turned on, and the narrator knob controls the flap angle.

goes down, to the left, there is another pair of black switches; they are used to turn on or off the control of the speed plate by the A and B hydraulic systems. The warning light on the right informs the speed plate that something is wrong. Below are the damping switch buttons and warning lights of the pilot joystick.

continues to the right, and Kay sees a separate button to control the cockpit’s camera, under which is a set of digital displays that show the operation of the power system (current and voltage readings generated by the engine).

Below them are three warning lights to remind which equipment is powered from the generator, cut to backup battery, or other power failures. On the right side of

is the MAINT button, which allows the ground staff to maintain and test the power system.

is under the warning light, and is the power system display control, which is divided into two parts. The DC DC device on the left and the AC AC device on the right.

to the right, there is a knob that controls which power information will be displayed. It can monitor the situation of the main battery, backup battery, bus and any of the three generators in test mode.

Below this knob is the battery on/off button - this is the first button the pilot enters the cockpit.

In the AC AC part, we have another knob to control which system information will appear on the display (backup battery, external power supply, left and right generator, APU generator, battery inverter, or test mode), and two switches to control electrical auxiliary systems.

Below is the power switch of the cabin kitchen, so that the flight attendant can make you delicious food.

and go to the right, connect a knob to control the light of the "circuit break protection device" behind the passenger seat and the brightness of the light on the top panel.

continues to go to the right, and we have seven switches in two rows and a large number of indicator lights. These are heating/deicing devices. There is a row of controls the heating and dehumidification of the windshield on the upper

. There are four windshields in front of the driver, so there are four switches and a button in the middle to test the overheating protection device. The warning light again reminds that the heating device has been turned on or has been overheated so it is automatically turned off.

Below them is the air pressure probe switch outside the cabin. The probe outside the cabin detects the pressure to calculate the flight speed. It must be heated to prevent it from freezing. The switch turns on heating and the warning light prompts when there is a problem, or the backup heating device is activated.

Then, next to it is the deicing switch. On the left are the wing deicing, and the work tip light. On the right are the engine deicing switch and prompt light. An additional light is on to indicate a failure in the deicing system.

and then to the right, the upper part is the temperature control.The knob on the upper middle sets the temperature gauge below to show whether the cabin air temperature or the temperature of the air conditioning pipeline.

on the dial on its left and right sides, showing how much cold air outside the cabin is mixed with the engine's hot air to reach the pre-order temperature and is transported to the cockpit and cabin areas.

has two knobs under the dial, which control the temperature of these two areas, one has an automatic setting and one has a manual cooling and heating setting. There is a warning light that when there is insufficient air inhalation outside the cabin, the air conditioner will overheat and cannot lower the air to the scheduled temperature.

returns to the left, and there is a "Navigation Source" switch in the middle. Under normal circumstances, the captain's radio navigation signal is provided by the NAV1 radio station, and the co-pilot uses NAV2, which allows one radio to drive two sets of navigation devices at the same time. The

IRS button also has the same function, setting the signal source of the two IRS. The FMC switch then corresponds to the respective FMCs of the captain and co-pilot. The display source knob and display control panel determine whether the source switch of the DU control panel control panel controls their respective DU configurations, or the two sets of panels can set the same DU.

and on the right, is the backup power control. The red switch on the left is used to connect or disconnect DC DC (left) or AC AC (right) from the backup power supply. The middle button turns on/off the backup power. The two left and right warning lights tell the backup power supply which bus is currently supplying power to: AC or DC.

comes to the middle column on the right, and there is a panel called EQUIP COOLING, with two buttons and two warning lights. Buttons are used to control the device's cooling fans (blowing/exhaust) and they must be turned on to keep the cockpit equipment cool. When a fan stops, the warning light will light up.

Below them is the light control of the emergency exit. This switch is used to turn on/off the lighting of the emergency exit. If it is on, a small light will light up.

Going to the right, we see a lot of small lights under the four switches. These are hydraulic pump controllers. There are four sets of hydraulic pumps on the plane: each engine has an electric hydraulic pump and an engine-driven hydraulic pump. The two control electro-hydraulic pumps inside, and the outside control engine-driven hydraulic pumps outside. When the hydraulic pump pressure is insufficient or overheated, the door-to-door warning light will light up.

In the pile of police lights below, one is used to warn that a certain hatch door of the plane is not closed. This light should go out before taking off.

continues to the right and we see a dial with several buttons on it. This is the ventilation system control. The dial is used to display the air pressure of the current ventilation duct. The switch above is used to turn on/off the circulating ventilation system of the cabin (which will deodorize and sterilize). Below is an overheating test button to detect whether the overheating detector is working properly.

downward switch group and left and right dial are used to control the left and right sets of PACKs. A package is the component that provides mixed air to the air conditioning system and is sent to the cabin and other equipment - it can be turned off, hit to an automatic transmission, or forced to perform maximum output (HIGH).

The dial directly downward is the isolation valve switch. When the valve is closed, each set of PACK uses its own independent air source. When the valve is opened, the two sets of PACK share the air source. The switch below the

button is used to reset the overheating warning light. There is a warning light on each left and right of the button, which will light up when the PACK is overheated.

has three switches under the warning light; they control the air inlet. The two buttons on the outside choose to inhale the mixed gas from the left and right engines; the buttons on the middle choose to intake air from the APU. There are three small lights above the intake control; they are used to warn of air system failures, such as "double mixing" (air is drawn from both engines and APU at the same time).

Go back to the left, and under the navigation control, there is a dial surrounded by police lights. The dial displays the current temperature of the fuel tank (used to be careful not to freeze the fuel tank.) The two small blue lights on the left and right means that the fuel tank valve has been closed. The small blue light at the bottom of the middle indicates that the crossing oil circuit has been turned on. Two small orange lights flashing indicate that the oil filter on both sides is being ignored.

is the oil pump control panel. The large knob in the upper center is used to open/close the oil circuit cross valve.The valves used to control the two central oil tanks below have already insufficient oil pressure warning lights. Below these buttons are switches and warning lights used to control the fuel tanks of the left and right wings.

and to the right, there is an independent switch, which is an external switch on the ground (if the ground crew plugs the power to the aircraft.) Below is the engine control. The large black button in the middle of

is used to turn on/off the automatic bus transmission control system. It will automatically allocate power between the two buses to ensure that AC power is available. The two left and right warning lights are on, indicating that there is a problem with the power supply bus of the corresponding left and right engines.

are four rows of buttons down. The engines of the left and right engines are controlled by two buttons on the outside, and the generators of the two APUs are controlled by the two in the middle. When one of the engines stops working, the corresponding warning light will light up when the other engines replace it with power.

and down there are four rows of warning lights, indicating that the power supply system has failed. Below it we see an EGT (exhaust temperature) dial that detects the APU, used to monitor the APU (because the APU is also a small engine, its EGT must also be monitored.) To the right of it is the wiper controller - stop, intermittent, low speed and high speed. The wiper control of the co-pilot is on the right.

Go back to the middle column, and we see the prompt switches of "NoSmoking" and "Fasten Seatbelts". "No Smoking" in the picture has been replaced with "CHIME" and two buttons. There is a button on the left of

that marks "bing-bong", which is used to call crew members to you. There is a horn on the right to remind the ground personnel close to your plane that you are here. There is a light under a switch marked GRD CALL, which lights up when there is a flight attendant or ground staff member who needs to talk to you (as opposed to the call button in front).

looks right again, under a set of warning lights, is the cockpit recording control (CVR). The black grille in the middle is the recording microphone. The red button erases the memory of the recorder (this is only operated on the ground, no idiot will touch him). The green button is used to test whether the CVR is working properly. If there is no problem, the green light will light up.

Below it is the cabin dial. This dial has two pointers, one indicates the height of the current cabin (this so-called height refers to the air pressure felt by the cabin, which is equivalent to the height.), and the other indicates the difference between the air pressure inside and outside the cabin (it cannot be too different).

On the right side of the pressure gauge is a button called "ALTHORN CUTOUT", which is used to turn off the alarm sound of the landing gear. For example, the pilot is sure that the landing gear has been put down, but the damn plane doesn't think so, so he keeps screaming.

One dial under the air pressure gauge is the rate of change in the cabin pressure - it tells the pilot that it may cause eardrum discomfort for passengers when climbing or falling.

Looking to the right, it is the cabin pressure control panel. We have two displays and two knobs to set the cruising altitude (the cabin's cruising air pressure is also set accordingly), and the altitude of the place where we land, so that the cabin pressure will remain consistent when we land. The small screen on the right shows the position of the pressure relief valve, which reduces the pressure of the cabin by exhausting the pressure relief valve.

is below the manual control panel of the pressure relief valve. The buttons on the top panel are used to turn on or off the pressure relief valve, and the knobs below switch between automatic/semi-auto/manual. The bottom row on the left side of

has a row of four wide buttons, which are used to turn on or turn off the landing lights, which can illuminate the runway at night. We also have two similar buttons, which control the steering light, illuminating the left and right sides of the plane, and the button on the right turns on the scooter light, which is slightly dimmer than the landing light.

Going to the right, we have an APU start button to start the APU engine. Once the APU is started, you can continue to start the engine and take us to heaven... The engine startup panel is on the right side of the APU control panel. There are two knobs on

to start the left and right engines. There are four startup modes: GRD (ground start), OFF (off), CONT (automatically restart if the engine is turned off), and FLT (air restart).The button in the middle is used to determine which side of the engine to operate, left, right, or both sides.

goes to the right, and there are 5 lighting switches. They control this: airline LOGO, etc. (lighting the route trademark), location and strobe lights (let other aircraft see us at night), collision lights (also for safety), wingtip lights (marking the width of our aircraft), and landing gear lights (providing lighting to ground crew maintenance personnel).

is on the top left, and is HUD (Head Up Display), and now it is covered. You can pull it down and open it to get a display of information projected directly in front of your sight. The knob is used to control the brightness of the HUD.

is under the control panel overhead, and is a spare compass, and a button that controls the compass light.

Hotel Hotel pole :

As you can see, there is a check comparison table in front of the pilot. In the center of the joystick, there is a yellow cursor on the side to mark the progress of the current inspection item. The two matching gears on the left of

are used to adjust the level of the machine head. The button on the side is to release autonomous driving. On the right, a digital display can be used to remind pilots not to forget their flight number. There is also a PTT call button that is not displayed on the diagram, and the driver can press the call.

Finally, behind the pilot seat, there is a large piece of circuit breaker :

. OK, that’s all! Hope you enjoyed this course!

from born love to fly

We are about to finish talking about - let's take a look at the control panel on the pilot's head. Let's start with the on the upper part of :

The red button on the upper left of the upper left is the flight WiFi switch; anyway, it is the normal state of turning on and off.

Below it is the IRU (Inertial Navigation Unit) controller, there is a row of display screens above the controller, and the knob selects the display content.

It can display the current latitude and longitude. Wind direction and speed, plane heading and speed, etc. This information is provided by the IRS (Inertial Reference System). The knob below

switches between the two systems "Left IRS" and "Right IRS". The keyboard on the right is used to enter the initial latitude and longitude of the aircraft (remember, IRUs only record variables,

, so if there is no accurate initial value, they cannot provide useful information.) Under normal circumstances, these work is done by FMC, but this is also preventing emergencies.

Below the IRS panel, there are a bunch of warning lights that show the faults encountered by the IRU, or are currently using a backup power supply, and a pair of knobs are used to switch between two sets of IRUs.

IRUs must be turned and then calibrated before use. Generally, this process takes 10 minutes, so first cut the IRUs into ALIGN mode, and then cut into NAV mode after 10 minutes.

If the pilot is a little busy with emergency situation, he can cut the IRU to ATT (altitude only) mode, but then there is no position information, but only altitude information.

There is a separate warning light below the slat indicator. When it lights up, it means that there is something wrong with the PSEU system. PSEU is a set of detection sensors, such as monitoring whether the landing gear is closed or lowered, whether the aircraft is in the sky or the ground, etc.

is on the right side of the IRS panel, and is the "Internal Service Telephone" switch, which is used to turn on the backup crew intercom system. Then under it is a top light switch. Turn on or off the lights that illuminate the entire cockpit (do not turn on at night flight).

Then there is a column on the top of the right, for the panel for boring third person (the third person in the unit sitting in the back observation seat).

is under the observer panel, and there are two "engine reverse push warning lights". When it lights up, it means that there is a problem with the engine reverse push on the left or right.

and below are the switches of the host and backup machine of ECC (electronic engine control computer). Each engine has two ECCs, one of which is back-up.

ECC controls the fuel delivery speed that flows into the engine to achieve the required power set by the throttle lever. But it also limits power to prevent damage to the engine.

Under the ECC control panel is the emergency oxygen supply indicator. The pilot has an independent emergency oxygen supply system that shows how much oxygen is left.

to its right is a switch and a warning light - turn on the switch and the oxygen mask in the cabin will fall from the ceiling.The warning light is on, which indicates that the emergency oxygen supply system of the cabin is working.

to the right of this switch are three spare landing gear indicator lights; when the three green on the main panel fails, the pilot can also use it to confirm the landing gear condition.

is the flight recorder switch on the far right, which is used to test whether the flight recorder is working properly (the remote sensing data inside after the crash is of great use.) The police light on the right indicates that there is a problem with the flight recorder.

The warning light on the right is used to test whether the speeding warning system is normal. When the plane flies too fast, the system will issue an alarm.

are two stall alarm test buttons down. Press them to detect whether the two redundant alarm systems are normal. (When the aircraft stalls, it will not be able to get enough lift, and this kind of big trouble must be used.)

Next, we will introduce the lower half of the control panel overhead:

In the upper left corner is the flight control system. Two black buttons above are used to turn on or off the A and B hydraulic flight control systems, which allows the pilot to control the aircraft in the air. To the right of

, below them is a set of alarm lights that tell the pilot that the current hydraulic pressure is not enough to support the flight control system. There is also a STBY RUD gear that is used to switch to the backup hydraulic system to control the rudder. The red button in the center of

is used to turn on the backup flap system and operate the flap with the backup hydraulic system in an emergency. The red button is turned on, and the narrator knob controls the flap angle.

goes down, to the left, there is another pair of black switches; they are used to turn on or off the control of the speed plate by the A and B hydraulic systems. The warning light on the right informs the speed plate that something is wrong. Below are the damping switch buttons and warning lights of the pilot joystick.

continues to the right, and Kay sees a separate button to control the cockpit’s camera, under which is a set of digital displays that show the operation of the power system (current and voltage readings generated by the engine).

Below them are three warning lights to remind which equipment is powered from the generator, cut to backup battery, or other power failures. On the right side of

is the MAINT button, which allows the ground staff to maintain and test the power system.

is under the warning light, and is the power system display control, which is divided into two parts. The DC DC device on the left and the AC AC device on the right.

to the right, there is a knob that controls which power information will be displayed. It can monitor the situation of the main battery, backup battery, bus and any of the three generators in test mode.

Below this knob is the battery on/off button - this is the first button the pilot enters the cockpit.

In the AC AC part, we have another knob to control which system information will appear on the display (backup battery, external power supply, left and right generator, APU generator, battery inverter, or test mode), and two switches to control electrical auxiliary systems.

Below is the power switch of the cabin kitchen, so that the flight attendant can make you delicious food.

and go to the right, connect a knob to control the light of the "circuit break protection device" behind the passenger seat and the brightness of the light on the top panel.

continues to go to the right, and we have seven switches in two rows and a large number of indicator lights. These are heating/deicing devices. There is a row of controls the heating and dehumidification of the windshield on the upper

. There are four windshields in front of the driver, so there are four switches and a button in the middle to test the overheating protection device. The warning light again reminds that the heating device has been turned on or has been overheated so it is automatically turned off.

Below them is the air pressure probe switch outside the cabin. The probe outside the cabin detects the pressure to calculate the flight speed. It must be heated to prevent it from freezing. The switch turns on heating and the warning light prompts when there is a problem, or the backup heating device is activated.

Then, next to it is the deicing switch. On the left are the wing deicing, and the work tip light. On the right are the engine deicing switch and prompt light. An additional light is on to indicate a failure in the deicing system.

and then to the right, the upper part is the temperature control.The knob on the upper middle sets the temperature gauge below to show whether the cabin air temperature or the temperature of the air conditioning pipeline.

on the dial on its left and right sides, showing how much cold air outside the cabin is mixed with the engine's hot air to reach the pre-order temperature and is transported to the cockpit and cabin areas.

has two knobs under the dial, which control the temperature of these two areas, one has an automatic setting and one has a manual cooling and heating setting. There is a warning light that when there is insufficient air inhalation outside the cabin, the air conditioner will overheat and cannot lower the air to the scheduled temperature.

returns to the left, and there is a "Navigation Source" switch in the middle. Under normal circumstances, the captain's radio navigation signal is provided by the NAV1 radio station, and the co-pilot uses NAV2, which allows one radio to drive two sets of navigation devices at the same time. The

IRS button also has the same function, setting the signal source of the two IRS. The FMC switch then corresponds to the respective FMCs of the captain and co-pilot. The display source knob and display control panel determine whether the source switch of the DU control panel control panel controls their respective DU configurations, or the two sets of panels can set the same DU.

and on the right, is the backup power control. The red switch on the left is used to connect or disconnect DC DC (left) or AC AC (right) from the backup power supply. The middle button turns on/off the backup power. The two left and right warning lights tell the backup power supply which bus is currently supplying power to: AC or DC.

comes to the middle column on the right, and there is a panel called EQUIP COOLING, with two buttons and two warning lights. Buttons are used to control the device's cooling fans (blowing/exhaust) and they must be turned on to keep the cockpit equipment cool. When a fan stops, the warning light will light up.

Below them is the light control of the emergency exit. This switch is used to turn on/off the lighting of the emergency exit. If it is on, a small light will light up.

Going to the right, we see a lot of small lights under the four switches. These are hydraulic pump controllers. There are four sets of hydraulic pumps on the plane: each engine has an electric hydraulic pump and an engine-driven hydraulic pump. The two control electro-hydraulic pumps inside, and the outside control engine-driven hydraulic pumps outside. When the hydraulic pump pressure is insufficient or overheated, the door-to-door warning light will light up.

In the pile of police lights below, one is used to warn that a certain hatch door of the plane is not closed. This light should go out before taking off.

continues to the right and we see a dial with several buttons on it. This is the ventilation system control. The dial is used to display the air pressure of the current ventilation duct. The switch above is used to turn on/off the circulating ventilation system of the cabin (which will deodorize and sterilize). Below is an overheating test button to detect whether the overheating detector is working properly.

downward switch group and left and right dial are used to control the left and right sets of PACKs. A package is the component that provides mixed air to the air conditioning system and is sent to the cabin and other equipment - it can be turned off, hit to an automatic transmission, or forced to perform maximum output (HIGH).

The dial directly downward is the isolation valve switch. When the valve is closed, each set of PACK uses its own independent air source. When the valve is opened, the two sets of PACK share the air source. The switch below the

button is used to reset the overheating warning light. There is a warning light on each left and right of the button, which will light up when the PACK is overheated.

has three switches under the warning light; they control the air inlet. The two buttons on the outside choose to inhale the mixed gas from the left and right engines; the buttons on the middle choose to intake air from the APU. There are three small lights above the intake control; they are used to warn of air system failures, such as "double mixing" (air is drawn from both engines and APU at the same time).

Go back to the left, and under the navigation control, there is a dial surrounded by police lights. The dial displays the current temperature of the fuel tank (used to be careful not to freeze the fuel tank.) The two small blue lights on the left and right means that the fuel tank valve has been closed. The small blue light at the bottom of the middle indicates that the crossing oil circuit has been turned on. Two small orange lights flashing indicate that the oil filter on both sides is being ignored.

is the oil pump control panel. The large knob in the upper center is used to open/close the oil circuit cross valve.The valves used to control the two central oil tanks below have already insufficient oil pressure warning lights. Below these buttons are switches and warning lights used to control the fuel tanks of the left and right wings.

and to the right, there is an independent switch, which is an external switch on the ground (if the ground crew plugs the power to the aircraft.) Below is the engine control. The large black button in the middle of

is used to turn on/off the automatic bus transmission control system. It will automatically allocate power between the two buses to ensure that AC power is available. The two left and right warning lights are on, indicating that there is a problem with the power supply bus of the corresponding left and right engines.

are four rows of buttons down. The engines of the left and right engines are controlled by two buttons on the outside, and the generators of the two APUs are controlled by the two in the middle. When one of the engines stops working, the corresponding warning light will light up when the other engines replace it with power.

and down there are four rows of warning lights, indicating that the power supply system has failed. Below it we see an EGT (exhaust temperature) dial that detects the APU, used to monitor the APU (because the APU is also a small engine, its EGT must also be monitored.) To the right of it is the wiper controller - stop, intermittent, low speed and high speed. The wiper control of the co-pilot is on the right.

Go back to the middle column, and we see the prompt switches of "NoSmoking" and "Fasten Seatbelts". "No Smoking" in the picture has been replaced with "CHIME" and two buttons. There is a button on the left of

that marks "bing-bong", which is used to call crew members to you. There is a horn on the right to remind the ground personnel close to your plane that you are here. There is a light under a switch marked GRD CALL, which lights up when there is a flight attendant or ground staff member who needs to talk to you (as opposed to the call button in front).

looks right again, under a set of warning lights, is the cockpit recording control (CVR). The black grille in the middle is the recording microphone. The red button erases the memory of the recorder (this is only operated on the ground, no idiot will touch him). The green button is used to test whether the CVR is working properly. If there is no problem, the green light will light up.

Below it is the cabin dial. This dial has two pointers, one indicates the height of the current cabin (this so-called height refers to the air pressure felt by the cabin, which is equivalent to the height.), and the other indicates the difference between the air pressure inside and outside the cabin (it cannot be too different).

On the right side of the pressure gauge is a button called "ALTHORN CUTOUT", which is used to turn off the alarm sound of the landing gear. For example, the pilot is sure that the landing gear has been put down, but the damn plane doesn't think so, so he keeps screaming.

One dial under the air pressure gauge is the rate of change in the cabin pressure - it tells the pilot that it may cause eardrum discomfort for passengers when climbing or falling.

Looking to the right, it is the cabin pressure control panel. We have two displays and two knobs to set the cruising altitude (the cabin's cruising air pressure is also set accordingly), and the altitude of the place where we land, so that the cabin pressure will remain consistent when we land. The small screen on the right shows the position of the pressure relief valve, which reduces the pressure of the cabin by exhausting the pressure relief valve.

is below the manual control panel of the pressure relief valve. The buttons on the top panel are used to turn on or off the pressure relief valve, and the knobs below switch between automatic/semi-auto/manual. The bottom row on the left side of

has a row of four wide buttons, which are used to turn on or turn off the landing lights, which can illuminate the runway at night. We also have two similar buttons, which control the steering light, illuminating the left and right sides of the plane, and the button on the right turns on the scooter light, which is slightly dimmer than the landing light.

Going to the right, we have an APU start button to start the APU engine. Once the APU is started, you can continue to start the engine and take us to heaven... The engine startup panel is on the right side of the APU control panel. There are two knobs on

to start the left and right engines. There are four startup modes: GRD (ground start), OFF (off), CONT (automatically restart if the engine is turned off), and FLT (air restart).The button in the middle is used to determine which side of the engine to operate, left, right, or both sides.

goes to the right, and there are 5 lighting switches. They control this: airline LOGO, etc. (lighting the route trademark), location and strobe lights (let other aircraft see us at night), collision lights (also for safety), wingtip lights (marking the width of our aircraft), and landing gear lights (providing lighting to ground crew maintenance personnel).

is on the top left, and is HUD (Head Up Display), and now it is covered. You can pull it down and open it to get a display of information projected directly in front of your sight. The knob is used to control the brightness of the HUD.

is under the control panel overhead, and is a spare compass, and a button that controls the compass light.

Hotel Hotel pole :

As you can see, there is a check comparison table in front of the pilot. In the center of the joystick, there is a yellow cursor on the side to mark the progress of the current inspection item. The two matching gears on the left of

are used to adjust the level of the machine head. The button on the side is to release autonomous driving. On the right, a digital display can be used to remind pilots not to forget their flight number. There is also a PTT call button that is not displayed on the diagram, and the driver can press the call.

Finally, behind the pilot seat, there is a large piece of circuit breaker :

. OK, that’s all! Hope you enjoyed this course!

from born love to fly