I think it’s the wording of the FCTM which isn’t that clear there  but I think it’s just referring to a case of a single altitude constraint.

Steve is correct in that each individual altitude constraint requires an individual push of the alt selector to remove it.  3 constraints between you and your selected altitude would indeed  require 3 separate pushes for example. 
 

The quick way to remove all the restrictions up to the selected altitude is to select the climb direct function on the FMC VNAV as Steve mentions.

Its the same function in both the 747 and 787.

1 hour ago, jon b said:

I think it’s the wording of the FCTM which isn’t that clear there  but I think it’s just referring to a case of a single altitude constraint.

Steve is correct in that each individual altitude constraint requires an individual push of the alt selector to remove it.  3 constraints between you and your selected altitude would indeed  require 3 separate pushes for example. 
 

The quick way to remove all the restrictions up to the selected altitude is to select the climb direct function on the FMC VNAV as Steve mentions.

Its the same function in both the 747 and 787.

Or just simplify the process and select FLCH which in this case will accomplish the same as VNAV - pitching for speed and YET ignoring any altitude restrictions. Also being careful OR rather mindful that pushing FLCH will open up the SPD window at either the current speed which is either desired or not desired depending on the situation or at specific speeds depending on some quite good logic as a protection feature (see FCOM for more in-detail explanation for how this works).

Bare in mind that this doesn’t delete the ALT Restrictions however it requires a lot less programming (zero FMC programming). So it’s either a quick solution while you overfly there waypoint with ALT constraints then selecting VNAV again or FLCH then delete the ALT constraint manually from the said waypoint and selecting VNAV back again. All methods are good in some scenarios.

6 hours ago, w6kd said:

I can't find any documentation that would confirm this.  On page 4.2 of the Boeing 787 FCTM, it says "Altitude intervention is accomplished by selecting the next desired altitude in the MCP altitude window, pushing the MCP altitude selector which deletes the altitude constraint and allows the airplane to climb to the MCP altitude." 

If there are multiple altitude constraints programmed between the acft's current altitude and the selected altitude, then from what you're saying, by selecting altitude intervention the jet wouldn't behave as described in the manual, allowing "...the airplane to climb to the MCP altitude."  It would, instead, level off at another intermediate constraint.  In other Boeing airplanes with an altitude intervention function, if you set an altitude in the MCP and select altitude intervention, it clears all intervening constraints up to the selected altitude.  Intervention means "take me there now."  Boeing is pretty good about maintaining commonality of function between their aircraft--it seems odd to me that they would make the 787 behave differently from a 777 or 747-400 in this regard.

Is there more definitive illumination on this topic somewhere?

Bob the information given in the QW manual is certainly vague. However the 737NG, 777 and 747 all work in the same manner as I described. The 737 had a separate ALT INT switch that acted with the same result as pressing the ALT SEL  knob. The 767 did not have the ALT INT feature (at least on the 767s I flew, however, I believe the -400 version did).
The system works in the same way in descent as it does in the climb. ALT INT will not delete waypoints on an approach.
VNAV ALT indicates that the aircraft is adhering to the intermediate MCP ALT setting (Which will be either lower or higher than what the VNAV profile requires and not the cruise altitude being maintained which would be VNAV PTH). The first press of the ALT INT knob will release it from the MCP ALT (after you have changed the MCP ALT setting). Any subsequent press will delete the next constraint. ALT INT only works when in the VNAV pitch mode. Always pause before you use ALT INT and think "What am I trying to achieve. Release from VNAV ALT or delete a constraint". Getting it wrong could cause the deletion of  an important altitude constraint.
The "take me there" now feature to which you refer is the FLCH function. It will either action a climb or descent to whatever you set in the MCP alt .But there is traps to be aware of when using it.
Or just use the CLB DIR or DES DIR prompt on the associated VNAV page.

As for the VS issue, I looked at this on my last RW line flight. In the descent with VS set at 800fpm, 240kts at 25 degrees angle of bank the VS increased to 1000fpm upon entering the turn to then restabilise quickly at 800 fpm. So yes a 500 fpm increase in VS, over and above commanded VS, may be considered as being excessive in the QW model but there is flight sim fidelity issues to consider with such complex models.

The lack of the ability to fly an RF leg type and the lack of any ability to trigger abnormal conditions, together with the respective checklists, are the shortcomings with this model for me.

Hope this helps.

 

 

 

Edited September 4, 20214 yr by cowpatz
minor edit to text