It's described in the FCOM as a "Brief Time" so I would assume it's only a few minutes. Maybe 10? Not sure exactly on the number.

if i remember correctly,it was about 17 mins

You have an option in settings to change it automatically to CRZ or CLB - most airlines use CLB. Not sure about you - but I'd rather the AT have all available thrust throughout the trip, rather than reduced.

Happy 2500 posts, Young Padawan!

 

 

if i remember correctly,it was about 17 mins

I don't believe it's a preset time for all aircraft, I believe it is a predetermined time set by each individual airline.

 

The Crew Alertness Monitor is also inhibited when;

• below 20,000 feet,

• during climb, and

• when flaps are not up

TAT and CLB.

 

Is that OK?

 

 

Robert Hanzir

If you mean CLB thrust limitator and TAT is -4, then it's Ok.

mesage deleted

Ah yes, the good ol' vigillance/dead man switches in trains...

 

Although they were rendered useless here in Sydney Suburban trains after a rather large driver suffered a heart attack and his 'dead' weight managed to keep the dead mans switch held down... Apparently now-a-days the drivers are bringing bricks along with them to work..

 

"Thinks of putting brick on Keyboard to process a CDU input"

Sound like a wrong implementation of the "dead mans switch". If properly done it should work two ways, not pushing it for a too long time or pushing it for a too long time stops the train. So it should not happen that the "dead" weight kept the switch down...

Sound like a wrong implementation of the "dead mans switch". If properly done it should work two ways, not pushing it for a too long time or pushing it for a too long time stops the train. So it should not happen that the "dead" weight kept the switch down...

 

Make an idiot-proof system and they'll build a better idiot...  :lol:

I just tested this twice on my flight to BGSF.

 

Here are the numbers guys:

Initial PILOT RESPONSE - 30 min (only an EICAS message - no aural)

Second PILOT RESPONSE - 34 min (with EICAS aural alert - a ding)

Final PILOT RESPONSE - 35 min (with master caution aural and visual alert)

 

Provided you're sitting here doing what you normally do at cruise (match the HDG sel, turn off tanks and so on), you really won't brush up against it.  Granted, I don't think turning off the tanks will reset the timer, but as you do that, it would probably prompt you to address matching the heading sel, or other things that would.

 

(and no, I don't know what is included on the list of things you can change to reset that background clock)

(and yes, it's an option to turn it off)

 

 

(and no, I don't know what is included on the list of things you can change to reset that background clock)

 

What, Kyle not reading that manual? *gasp*

Fair use excerpt:

 

The FMC continuously monitors switch action on MCP, EFIS control panel, display select panel, CDUs, and radio transmitter microphone switches.

 

This is an airline option btw.

I just tested this twice on my flight to BGSF.

 

Here are the numbers guys:

Initial PILOT RESPONSE - 30 min (only an EICAS message - no aural)

Second PILOT RESPONSE - 34 min (with EICAS aural alert - a ding)

Final PILOT RESPONSE - 35 min (with master caution aural and visual alert)

 

Provided you're sitting here doing what you normally do at cruise (match the HDG sel, turn off tanks and so on), you really won't brush up against it.  Granted, I don't think turning off the tanks will reset the timer, but as you do that, it would probably prompt you to address matching the heading sel, or other things that would.

 

(and no, I don't know what is included on the list of things you can change to reset that background clock)

(and yes, it's an option to turn it off)

So i've got 30 min to complete the "Times Crossword " , before i need to put the pen down !! . :Whew:

Thanks Kyle.

Maybe lowering the gear every 30 minutes will do the trick! :-D

Sound like a wrong implementation of the "dead mans switch". If properly done it should work two ways, not pushing it for a too long time or pushing it for a too long time stops the train. So it should not happen that the "dead" weight kept the switch down...

Most likely the reason why they introduced a new 'vigilance' system into the locomotives.

 

A bell will sound every 2 minutes and unless the driver pushes a button which resets the time, the emergency brakes will apply.

Which is what we have had over here for decades.

 

Good for making sure the driver isn't unconcious, not good for drivers who learn to press the button subconciously, reportedly even dozing off on occasion.

 

I'll rather have a system with input from camera or something that actually makes sure the driver is reasonably alert and watches the track. With current technology I am sure it is possible,

 

 

What, Kyle not reading that manual? *gasp*

 

haha - I only searched the FCTM and QRH.  The FCOMs were too large for my iPad to search (with any reasonable speed anyway) and I gave up.

 

Thanks for that update, too.  Good to know what it's looking at.

haha - I only searched the FCTM and QRH.  The FCOMs were too large for my iPad to search (with any reasonable speed anyway) and I gave up.

 

Thanks for that update, too.  Good to know what it's looking at.

I hate the find feature on the iPad...Even on my iPad4 it takes ages to find a term which is mentioned numerous times in the document.. (Although I am using iBooks which probably lacks behind other apps such as GoodReader which my employer is using to store their docs.. Even has a nice feature to hook up to our document entranet which is nice for auto-updating new FCOM revisions etc.)

 

....I should stop bagging the iPad now, its my backbone for when I go flying... Don't know what I would do without it (Waits for CASA to rock up at my place wondering where my paper charts and POH are :p0802: ).

 

 

....I should stop bagging the iPad now, its my backbone for when I go flying... Don't know what I would do without it (Waits for CASA to rock up at my place wondering where my paper charts and POH are ).

 

Haha - yeah, me too.  I actually used the search feature within the Dropbox app (which just uses a light, built in Adobe Reader program if I'm not mistaken).  The iPad really wasn't designed to have to search through huge docs like that, so it's understandable.

 

And I'm not sure what CASA's take is, but I know the FAA doesn't mind electronic.  It actually doesn't state what format it needs to be, but paper's always a nice backup.  My paper chart hasn't run out of batteries yet...