PhilSquares From , joined Dec 1969, posts, RR: Reply 2, posted (6 years 10 months 3 days 20 hours ago) and read 5173 times:
On the 744, for that matter all the 747s, there is only two ways of trim. The normal way is through the trim switches on the pilot's yoke. The second way is the alternate trim switches on the throttle quadrant, just to the right of the throttles and at the base of the flap handle.
Unlike the 727, there is no manual trim on any 747.
AvionicMech From United Kingdom, joined Jan 2005, 315 posts, RR: 4 Reply 3, posted (6 years 10 months 3 days 20 hours ago) and read 5176 times:
On the 757 and 767 there is also no manual trim handle that you can turn. The normal way to adjust the stab trim is through the switches on the control column as PhilSquares says but the alternate trim switches are located next to the spoiler handle on the 757/767. I would imagine it is a very similar system to the 747 series though.
The indication of the stab trim position is on the 757/767 is located just by the pilots inboard knee, it is the white bar with the green stripes either side of it. The green bar indicates the take-off range of the stabilizer, if it is outside of this when the throttles are advanced the take-off config warning will activate and bring up the master caution lights along with config lights, eicas messages and an intermittent horn.
On the 737 series the stab trim position indication to the pilot anyway is a bit more basic as you can here it is basically just a pointer that is geared to move with the trim wheel. There are actually sensors for the stab position on the 737 but these only feed into things like the autopilot and there is no indication from these sensors to the flight crew.
Bio15 From Colombia, joined Mar 2001, 1088 posts, RR: 11 Reply 4, posted (6 years 10 months 3 days 10 hours ago) and read 5026 times:
Searching for other A380 cockpit images, I came across an interesting flight deck feature, which is those small grey caps at each side of the thrust levers. I was about to ask what they were, and accidentally answered it myself
Jetlagged From United Kingdom, joined Jan 2005, 2368 posts, RR: 15 Reply 5, posted (6 years 10 months 3 days ago) and read 4952 times:
Looking at a flightdeck photo of the A380 mockup I found on Wikipaedia, the sidesticks appear to have a hat switch added, not present on previous Airbus aircraft. I suspect this is the pilots manual trim input switch.
The glass isn't half empty, or half full, it's twice as big as it needs to be.
Pihero From France, joined Jan 2005, 3004 posts, RR: 71 Reply 6, posted (6 years 9 months 3 weeks 5 days 18 hours ago) and read 4654 times:
Hi all,
Jetlagged has the first part of the answer : There is no trim wheel on the 380.
There is no degraded law as the other aircraft of the family, where the pilots would control the flight path using the trim wheel and the rudder pedals.
So, what has it got ?
Electric motors on half the control surfaces (or more) and thence the presence of trim switches on the sidesticks (two more on the pedestal), which means that the 380 is the first jet to be flyable with a complete hydraulic failure.
Bio15 From Colombia, joined Mar 2001, 1088 posts, RR: 11 Reply 7, posted (6 years 9 months 3 weeks 5 days 9 hours ago) and read 4611 times:
Hi Pihero, why is it that electric motors on the control surfaces mean there will be no trim wheel? I don't see how hydraulic or electrically driven control surfaces are related to the cockpit trim configuration. Could you please elaborate a bit? Thanks
Pihero From France, joined Jan 2005, 3004 posts, RR: 71 Reply 8, posted (6 years 9 months 3 weeks 4 days 22 hours ago) and read 4591 times:
Bio15, Hi!
On a modern Airbus aircraft, the trim wheel is only used 1/-for sttting the tailplane position before takeoff according to the CoG position and 2/- as an ultimate back-up in case of complete flight control failure .On some other threads,you'd have a description and some comments on the aircraft maneuverability in these conditions.
On the 380, Airbus has gone a lot further and studied the case of complete electrical flight control failure AND a complete loss of hydraulic power. The engineers accepted the weight penalty for safer back-ups in providing each control with electric motors signalled by the stick and rudder pedals position.In this case, i.e. direct inputs to the flight controls, the pilots would need as in a classic airplane a trim.This will come from the "chinese hat" Jetlagged has noticed on top of the side-sticks.
The Classic uses Manual Stab trim levers via cables to the Hydraulic brake/motor assembly.
-400 uses alternate electric signals to the Hydraulic brake/motor assembly.
Also as it's been said the A380 uses the same system as the -400 except the switches are located ahead of the Rudder trim switch.
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Jetlagged From United Kingdom, joined Jan 2005, 2368 posts, RR: 15 Reply 10, posted (6 years 6 months 5 days 19 hours ago) and read 3913 times:
But you still can't move the stab on a 747 Classic manually. The manual levers remotely signal a hydraulic motor. If the hyds are off the manual levers won't do anything. So the essence of what PhilSquares said is true.
The glass isn't half empty, or half full, it's twice as big as it needs to be.
Tg 747-300 From Norway, joined Nov 1999, 1318 posts, RR: 0 Reply 12, posted (6 years 6 months 5 days 19 hours ago) and read 3894 times:
Maybe a little off topic, but I'll give it a try anyway.
Is there many crew members in, lets say 737, that are injured by the rotating trim wheel? I guess the pilots adapt to a routine of avoiding the trim wheel pretty fast, but still is there a hazard?
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