Category Archives: AircraftTroubleshooting

What is so interesting about a 787?

Pilots and aviation buffs will find very interesting. The 777 is obsolete!


I (the author) just completed the first pilot training class on the 787 at United Airlines, an airplane which is destined to replace the 767 and live for many years after I retire. Here’s what I’ve learned in 787 training so far. By the way, last night we passed our MV (maneuvers validation) check ride, with emergency after emergency, and the FAA observing. Tonight was our LOE (line-oriented evaluation), again with FAA – this time 2 FAA observers. It’s 0200 and I just got back to the hotel and poured a well-earned glass of wine to celebrate. I now have a type rating in the 787. Phew. I’m pretty confident this will be the last one for me.

I’ve summarized some of the major differences and unique features of the 787 versus more traditional “old school” airplanes like the 777 (not kidding) – from the pilot’s viewpoint. Our “Differences” course takes 11 days to gain an FAA type rating, which is a “common” type rating with the 777. The course has been like drinking from a fire hose, but has finally come together. Some of our pilots attended Boeing’s 5-day differences course, and deemed it unacceptable. The FAA approved the Boeing 5-day course, but our guys decided it lacked too much information. FAA is observing our checkride now, and taking our course as well, to certify the training. We’re just the guinea pigs.

A computer nerd would describe the 787 as 17 computer servers packaged in a Kevlar frame. The central brains is the Common Core System (CCS). Two Common Computing Resources (CCRs) coordinate the communications of all the computer systems, isolating faults and covering failed systems with working systems. When battery power is first applied to the airplane in the morning, it takes about 50 seconds for the L CCR to boot up. After this, a few displays light up and you can start the APU. If there is a major loss of cockpit displays, this may require a CCR reboot, which would take about a minute. Here are a few of the major features and differences from the 777.

Electrics – Though a smaller plane, the 787 has 4 times the electric generating power of the 777 – 1.4 gigawatts. Generators produce 235 VAC for the big power users. Other systems use the traditional 115 VAC and 28 VDC. There are 17 scattered Remote Power Distribution Units which power about 900 loads throughout the plane. The big power distribution system is in the aft belly, along with a Power Electronics Cooling System (PECS). This is a liquid cooling system for the large motor power distribution system. There’s also an Integrated Cooling System (ICS), which provides refrigerated air for the galley carts and cabin air, and a Miscellaneous Equipment Cooling System for In-flight Entertainment Equipment.

If 3 of the 4 engine generators fail, the APU starts itself. The APU drives two generators, and can be operated up to the airplane’s max altitude of 43,000 feet. If you lose all 4 engine generators, the RAT (ram air turbine) drops out (like a windmill), powering essential buses. (It also provides hydraulic power to flight controls if needed).

If you lose all 4 engine generators and the two APU generators (a really bad day), you are down to Standby Power. The RAT will drop out and provide power, but even if it fails, you still have the autopilot and captain’s flight director and instruments, FMC, 2 IRSs, VHF radios, etc. If you’re down to batteries only, with no RAT, you’d better get it on the ground, as battery time is limited. Brakes and antiskid are electric – 28V – so you don’t lose brakes or antiskid even when you’re down to just standby power.

Normal flight controls are hydraulic with a couple exceptions. Engine driven and electric hydraulic pumps operate at 5000 psi (versus normal 3000 psi) to allow for smaller tubing sizes and actuators, thus saving weight. If you lose all 3 hydraulic systems (another bad day), you still have two spoiler panels on each wing which are electrically powered all the time, as is the stabilizer trim. You can still fly the airplane (no flaps, though). If you’re having an even worse day and you lose all hydraulics and all generators, flight control power is still coming from separate Permanent Magnet Generators (PMGs) which produce power even if both engines quit and are wind milling. If the PMGs fail, too, your flight controls will be powered by the 28 V standby bus.

If you lose all 3 pitot/static systems or air data computers, the airplane reverts to angle of attack speed (converts AOA to IAS), and this is displayed on the normal PFDs (primary flight displays) airspeed indicator tapes. GPS altitude is substituted for air data altitude and displayed on the PFD altimeter tapes. Very convenient.

If you lose both Attitude and Heading Reference Units (AHRUs), it reverts to the standby instrument built-in attitude & heading gyro, but displays this on both pilot’s PFDs for convenience.

If you lose both Inertial Reference Units, it will substitute GPS position, and nothing is lost.

If someone turns one or both IRSs off in flight (I hate it when they do that), you can realign them – as long as one of the GPSs is working!

There is no pneumatic system. The only engine bleed is used for that engine’s anti-ice. Wing anti-ice is electric. Each of two air conditioning packs control two CACs, which are electric cabin air compressors. The four CACs share two air inlets on the belly. Each pack controller controls two CACs, but if a pack controller fails, the remaining pack controller takes over control of all 4 CACs.

There are no circuit breakers in the cockpit. To check on them, or if you get a message that one has opened (more likely), you select the CBIC (circuit breaker indication and control) display on one of the MFDs (multi function displays). There you can reset the virtual C/B if it is an “electronic” circuit breaker. You can’t reset a popped “thermal” circuit breaker.

If you have an APU fire on the ground or in-flight, the fire extinguishing bottle is automatically discharged. If there is a cargo fire, the first two of seven bottles will automatically discharge also.

There’s a Nitrogen Generation System which provides automatic full-time flammability protection by displacing fuel vapors in the fuel tanks with nitrogen (Remember TWA 800?).

Like the 767 and 777, the 787 also has full CPDLC capability (controller-to-pilot datalink communications). In addition, its full FANS capability includes ADS-B in & out. The controller can uplink speed, heading, and altitude changes to the airplane. These show up on a second line right under the speed, heading and altitude displays on the mode control panel. If you pilot wants to use them, he can press a XFR button next to each window. The controller can even uplink a conditional clearance, like – After passing point XYZ, climb to FL390. If you accept this, it will do it automatically.

Fuel system – like the 777, the 787 has a fuel dump system which automatically dumps down to your maximum landing weight, if that is what you want. In addition, it has a Fuel Balance switch which automatically balances your L & R main tanks for you. No more opening crossfeed valves and turning off fuel pumps in flight. No more forgetting to turn them back on, either.

Flight Controls – An “Autodrag” function operates when the airplane is high on approach and landing flaps have been selected. It extends the ailerons and two most outboard spoilers, while maintaining airspeed, to assist in glidepath capture from above, if you are high on the glideslope. The feature removes itself below 500 feet.

Cruise flaps is an automated function when level at cruise. It symmetrically moves the flaps, ailerons, flaperons, and spoilers based on weight, airspeed and altitude to optimize cruise performance by varying the wing camber, thus reducing drag.

Gust suppression – Vertical gust suppression enhances ride quality when in vertical gusts and turbulence. It uses symmetric deflection of flaperons and elevators to smooth the bumps. This should result in fewer whitecaps in passengers’ coffee and cocktails. Lateral gust suppression improves the ride when on approach by making yaw commands in response to lateral gusts and turbulence.

Instrument Approaches – The airplane is actually approved for autoland based not only on ILS but on GLS approaches – GPS with Ground based augmentation system, which corrects the GPS signals. GLS minimums are the same as CAT I ILSs – 200′ and 1/2 mile visibility. Our airline is not yet approved for GLS autolandings yet, though we will be doing GLS approaches.

Special Cat I & II HUD approaches – These allow lower than normal minimums when the Heads Up Devices are used at certain approved airports (HUDs). The HUDs include runway centerline guidance which helps you stay on the centerline on takeoff when visibility is greatly reduced. It uses either ILS or GLS for this.

Cabin – Pressurization differential pressure maximum is 9.4 psid, so the cabin altitude is only 6000 feet when at the max cruising altitude of 43,000 feet. There is a cockpit humidifier switch, and cabin air humidification is fully automatic. Cabin windows are larger than other airplanes, and window shading is electronic. The passenger can select 5 levels of shading, from clear to black. The flight attendants can control the cabin lighting temperature – mood lighting – to aid in dealing with changing time zones (evening light after dinner, morning light to wake up, etc.).

Much of the cockpit seems like it was designed by Apple. The Control Display Units (CDUs) are virtual, so you can move them from one MFD to another. In fact, you can configure the displays in 48 different ways, I think, though we have found a few favorites we will use to keep it simple. To move the cursor from one MFD to another, you can either use a button, or you can “flick” your finger across the trackpad (Cursor Control Device) to fling the cursor from one screen to the next – much like an iPad.

I’m going home this morning, and will return for a 777 simulator ride before I go back to work. They want to make sure we’ve still got the old-fashioned legacy airplane in our brain before we fly the 777 again, even though it shares a “common type rating”. We won’t get the first 787 until October, and begin operations in November or December. At that time I’ll return for at least 4 days refresher training before beginning IOE – initial operating experience in the airplane – with passengers.

What a ride. It may be “fuel efficient”, but I’m glad someone else is paying for the gas.

How do I make peace with the internet service in F900EX s/n 028, VQ-BYT

switch off the laptop wireless connection.. switch near handle.
If the Satcom is turned off, there is no DHCP server,,,, so:
set the troubleshooting computer to:  Static IP to
Hard-wire Ethernet connection to the RJ45 in the Pedestal.

WRT54GL Log In

User: Admin
Password: *aircell1*
And yes those are asterisks or stars included in the password
Tread Carefully.
The Satcom is a Thrane&Thrane SwiftBroadband
Aircell Aviator 300 , tt5040A SBU
Aircell CTR

How fast is the fastest airplane in the world?

  1. FROM AN SR-71 PILOT…….

    SR-71 Blackbird

    In April 1986, following an attack on American soldiers in a  Berlin disco, President Reagan ordered the bombing of Muammar Qaddafi’s terrorist camps in   Libya.

    My duty was to fly over  Libya , and take photographs recording the damage our F-111’s had inflicted.

    Qaddafi had established a ‘line of death,’ a territorial marking across the  Gulf of Sidra, swearing to shoot down any intruder, that crossed the boundary.

    On the morning of April 15, I rocketed past the line at 2,125 mph.

    I was piloting the SR-71 spy plane, the world’s fastest jet, accompanied by a Marine Major (Walt), the aircraft’s reconnaissance systems officer (RSO).

    We had crossed into  Libya , and were approaching our final turn over the bleak desert landscape, when Walt informed me, that he was receiving missile launch signals.

    I quickly increased our speed, calculating the time it would take for the weapons, most likely SA-2 and SA-4 surface-to-air missiles, capable of Mach 5 – to reach our altitude.


    I estimated, that we could beat the rocket-powered missiles to the turn, and stayed our course, betting our lives on the plane’s performance.

    After several agonizingly long seconds, we made the turn and blasted toward the Mediterranean.

    ‘You might want to pull it back,’ Walt suggested. It was then that I noticed I still had the throttles full forward.

    The plane was flying a mile every 1.6 seconds, well above our Mach 3.2 limit.

    It was the fastest we would ever fly. 

    I pulled the throttles to idle, just south of  Sicily, but we still overran the refueling tanker, awaiting us over   Gibraltar.

    Scores of significant aircraft have been produced, in the 100 years of flight, following the achievements of the Wright brothers, which we celebrate in December.

    Aircraft such as the Boeing 707, the F-86 Sabre Jet, and the P-51 Mustang, are among the important machines, that have flown our skies. 

    But the SR-71, also known as the Blackbird, stands alone as a significant contributor to Cold War victory, and as the fastest plane ever, and only 93 Air Force pilots, ever steered the ‘sled,’ as we called our aircraft.

    The SR-71, was the brainchild of Kelly Johnson, the famed Lockheed designer, who created the P-38, the F-104 Starfighter, and the U-2.

    After the Soviets shot down Gary Powers U-2 in 1960, Johnson began to develop an aircraft, that would fly three miles higher, and five times faster, than the spy plane, and still be capable of photographing your license plate.

    However, flying at 2,000 mph would create intense heat on the aircraft’s skin. Lockheed engineers used a titanium alloy, to construct more than 90 percent of the SR-71, creating special tools, and manufacturing procedures to hand-build each of the 40 planes.


    Special heat-resistant fuel, oil, and hydraulic fluids, that would function at 85,000 feet, and higher, also had to be developed.

    In 1962, the first Blackbird successfully flew, and in 1966, the same year I graduated from high school, the Air Force began flying operational SR-71 missions.

    I came to the program in 1983, with a sterling record and a recommendation from my commander, completing the weeklong interview, and meeting Walt, my partner for the next four years. 

    He would ride four feet behind me, working all the cameras, radios, and electronic jamming equipment.

    I joked, that if we were ever captured, he was the spy, and I was just the driver.

    He told me to keep the pointy end forward.

    We trained for a year, flying out of Beale AFB in California , Kadena Airbase in Okinawa , and RAF Mildenhall in  England. 

    On a typical training mission, we would take off near Sacramento, refuel over Nevada, accelerate into Montana, obtain a high Mach speed over Colorado , turn right over New Mexico, speed across the Los Angeles Basin, run up the West Coast, turn right at Seattle , then return to Beale. 

    Total flight time:- Two Hours and Forty Minutes.

    One day, high above Arizona , we were monitoring the radio traffic, of all the mortal airplanes below us. First, a Cessna pilot asked the air traffic controllers
    to check his ground speed. ‘Ninety knots,’ ATC replied. A Bonanza soon made the same request. ‘One-twenty on the ground,’ was the reply. 

    To our surprise, a navy F-18 came over the radio, with a ground speed check. 

    I knew exactly what he was doing.  

    Of course, he had a ground speed indicator in his cockpit, but he wanted to let all the bug-smashers in the valley, know what real speed was, ‘Dusty 52, we show you at 620 on the ground,’ ATC responded.

    The situation was too ripe.

    I heard the click of Walt’s mike button in the rear seat. In his most innocent voice, Walt startled the controller by asking for a ground speed check from 81,000 feet,

    clearly above controlled airspace.


    In a cool, professional voice, the controller replied, ‘Aspen 20, I show you at 1,982 knots on the ground.’


    We did not hear another transmission on that frequency, all the way to the coast.

    The Blackbird always showed us something new, each aircraft possessing its own unique personality.

    In time, we realized we were flying a national treasure.

    When we taxied out of our revetments for take-off, people took notice.

    Traffic congregated near the airfield fences, because everyone wanted to see, and hear the mighty SR-71.

    You could not be a part of this program, and not come to love the airplane.

    Slowly, she revealed her secrets to us, as we earned her trust.

    One moonless night, while flying a routine training mission over the Pacific, I wondered what the sky would look like from 84,000 feet, if the cockpit lighting
    were dark.


    While heading home on a straight course, I slowly turned down all of the lighting, reducing the glare and revealing the night sky.

    Within seconds, I turned the lights back up, fearful that the jet would know, and somehow punish me.

    But my desire to see the sky, overruled my caution, I dimmed the lighting again.

    To my amazement, I saw a bright light outside my window.

    As my eyes adjusted to the view, I realized that the brilliance was the broad expanse of the Milky Way, now a gleaming stripe across the sky.

    Where dark spaces in the sky, had usually existed, there were now dense clusters, of sparkling stars.

    Shooting Stars, flashed across the canvas every few seconds. 

    It was like a fireworks display with no sound.

    I knew I had to get my eyes back on the instruments, and reluctantly, I brought my attention back inside.

    To my surprise, with the cockpit lighting still off, I could see every gauge, lit by starlight.

    In the plane’s mirrors, I could see the eerie shine of my gold spacesuit, incandescently illuminated, in a celestial glow.

    I stole one last glance out the window. Despite our speed, we seemed still before the heavens, humbled in the radiance of a much greater power.

    For those few moments, I felt a part of something far more significant, than anything we were doing in the plane. 

    The sharp sound of Walt’s voice on the radio, brought me back to the tasks at hand, as I prepared for our descent.

    San Diego  Aerospace Museum


    The SR-71 was an expensive aircraft to operate. The most significant cost was tanker support, and in 1990, confronted with budget cutbacks, the Air Force retired the SR-71.


    The SR-71 served six presidents, protecting America for a quarter of a century.

    Unbeknownst to most of the country, the plane flew over North Vietnam, Red China, North Korea, the Middle East, South Africa , Cuba, Nicaragua, Iran, Libya and the  Falkland Islands.


    On a weekly basis, the SR-71, kept watch over every Soviet Nuclear Submarine, and  Mobile Missile Site, and all of their troop movements. It was a key factor in winning the Cold War.

    I am proud to say, I flew about 500 hours in this aircraft. I knew her well. She gave way to no plane, proudly dragging her Sonic Boom through enemy backyards, with great impunity.


    She defeated every missile, outran every MiG, and always brought us home. 

    In the first 100 years of manned flight, no aircraft was more remarkable.

    The Blackbird had outrun nearly 4,000 missiles, not once taking a scratch from enemy fire.

    On her final flight, the Blackbird, destined for the Smithsonian National Air and Space Museum, sped from Los Angeles to Washington in 64 Minutes, averaging 2,145 mph, and setting four speed records.

How do you retrieve the BIT Fault codes from a LaserRef1?

How do you retrieve the BIT Fault codes from a LaserRef1?

“BIT” button leads to 3 pages :
Bit 2- Current Status
Bit 3 – Last Flight
Bit 4 – All History

Now: lets look at the 270 word

One example is 0082 2800

Note the first two digits are 00 and the last two are 00.  they are unused digits in this scheme.

This Work sheet might help with the decode.

And the 270 Word definition, or the 350 word definition might help.

My notes from N850BA EGPWS squawk.

Falcon related stuff, General Tooling List

Laptop XP SP2, NOT SP3, “slipstream” an xpsp3 disk if you have to.


Unitelligble Notes from the past

1. XP find no HDD present, therefore refuses to load XP install disk:
I can tell you EXACTLY what you need
I just went through this very same mess a few weeks ago when I bought my father a Gateway Laptop that had Vista Home on it. He definitely did NOT want Vista, so I went to reasearch and also to accomplish the mission. It should seem simple, as when I have ever loaded XP SP2 onto a SATA drive, I have never had an issue. Till now. XP defeated every attempt to load it, by hook or crook. I found a hint at a web site forum and found the secret.
For some insane reason, the gods at Redmond have managed to work some magic that has disabled the autoload of SP2 for the SATA drivers. We are back in the stone age of having to load at the intial start of the XP process the SATA drivers the old way. To do this you will need a USB floppy drive (thank goodness they did not remove USB support or we all would be toast). Almost any drive should work, but there is an off chance you may have a compatability issue (why, I don’t know but that was a caution I found in several other posts) with a specific drive. I can say a Memorex USB floppy (39.00 at Staples), worked ok with the Intel 845 chipset on this board. You will then need the correct (and I do mean correct) XP SATA driver for you chipset. You will load this driver onto a computer with a floppy drive (or use the USB one you now have), and it should automatically have an .exe file that will make the floppy for you. Once you have that, then you can fire up the laptop, and when it says “Press F8 to load third party SATA(or Raid) driver”, do so with you floppy plugged in and the disk inside it. Make sure you have floppy enabled in your bios if it is an option (was not in Gateway’s skeletal bios). It should then start loading the SATA driver, finish, and continue the rest of the XP load.
Thank you, Bill, for making our lives backward compatable! What greedy maroons….
Here is one work around:
You must enter the bios and flip one setting
By default most machine are being set to AHCI by default. You must change it to either one of the two choices. IBM and Dell list them differently. You must change it to “SEPERATE IDE DRIVES” or to “Compatibility”Restart the computer after saving changes and you are back in business.I believe if you tab to the second row of the menus selections on the top of the Bios it will be in that row. Our BIOS does not have the BIOS SWITCH for Older HDD Compatibility.
2. I used the Linux DualBoot feature to work around this

remember the SLIPSTREAM disk Brew-ha-ha

End uniteligble notes

KI-45-001 Maintenance Kit:

AE876 3165.00 list
AE876-800 185.60
AE876-801 533.40
Quote # 340904


AEGIS SW, 422 converter for downloading



E-Engine, 422 converter Engine Download Cable,


Qty 1  Falcon 900EX TFE 731 DEEC download patch cable.  $300.00
shipping would be 7 dollars…
Also the 50EX with the agis software , I believe you download from the cockpit correct? just send me what you got “wire schematic” or what not.  and smae with the BASC patch cable info as well.








? Flap Breakout Box
? NWS Breakout Box
? TIC TR-220 (XPDR/TCAS/DME) Test Set
? ARINC 429 Databus analyzer
? Time Domain Reflectometer
? VHF Com VSWR interface harness
? Collins Proline II CTS-10 breakout box
? Universal D-Min connector breakout box
? Honeywell/Allied Signal AFIS DMU interface harness and
? Honeywell MCS Satcom Interface harness and software
? Rockwell Collins Airshow DIU Bench test harness
? Honeywell EGPWS (mark V/VII) Terrain Database PC
? Honeywell EGPWS interface harness and software
? Honeywell RE100 Field Service Monitor
? Honeywell Satcom CMTI, ORT Tool, and Satmats software
? Honeywell Primus Download and Clear software
? Honeywell EGPWS Winviews software
? Allied Signal TCAS Diagnostic software
? Magnastar ARTU MMTI software
? Rosenview software
? Mid Continent Controls Flight Info and Stereo Amp
Config software
? Rockwell Collins Airshow TV software
? Bendix King Autopilot software
? ProComm software
? Universal TT-5000 Satcom software
? Universal TAWS Terminal Monitor and Config software
? Falcon 50, 900, 2000
? TFE 731 DEEC Download Kit
? Axle Adapters and single point jacks
? Axle Sockets
? Strut Service Tool
? Flap Roller Grease Adapter
? Jack Pads
? Falcon PC Card breakout box
? Pitot static heads (all models)
? Flight Control Throw Boards (All Models)
? Spring Loaded Fairing Tool
? Falcon Strut Fill Adapters
? Falcon Flap Jackscrew Backlash Tool
? Spanner Sockets
? Boost Pump Puller


protect f900ex pedistall

5.625X10.1 at the back of the pedistall


aft end 7 n wide

taper starts at 16 goes to 20

throttles 3 in wide start at 2 go to 9

Flap start at 18, go to 20, r edge is 5 in from r side

speed brake


Falcon grease tool notesSCN_0002 SCN_0001