Good to see the Smiths/GE Electrical Load Management System (big white cabinets) doing their stuff. I led the software team that developed the original system back in the 1990s, when Boeing were managed by tough engineers, they gave us a hard time, for all the right reasons.
@ only the power supplies, reconfiguring in event of failures and some monitoring and modulation to be fair. It’s been a great tool for Boeing to integrate the airplane and reduces pilot workload.
@@dennisvijverbergbrakesrele6098 That’s thanks to the whole spectrum of engineers at both companies working relentlessly together. Like most aircraft systems, It’s been pretty robust when not abused.
From computer view. None of the units had any indicator led/lamp. All the equipments are remote bus controlled; not even a direct connection to any unit ! But the fuse panel looks just like in 1950-era airplanes.
Fabulous, THANK YOU so much for such an excellent tour of the belly of the beast - people upstairs have no clue as to how complicated and beautifully crafted these amazing machines really are!!!!!! Best to you! Adrian (Bermuda) PS - my brother-in-law is a captain for Cargo Jet, flying 767 and 757s - previously 727s!!!!
one of the wonderful demonstrations of the power of the human brain! superior brains, incredible brains as it is still incredible that these wonderful machines can fly! THANK YOU SO MUCH 👏🏻✈️💙
I grew up in Cedar Rapids - many friends parents worked at Collins Radio/Rockwell Collins. I have family working at Collins Aerospace now - sense of pride when I see all pf the red stripe LRU's. Thank you for sharing this 'under the floor' tour.
1. Amazing how a seemingly straightforward function like the Window Heater is actually a complex system with a large controller module in the equipment bay. 2. It would be way cooler to hang out down here during a flight than even the comfiest business class lay flat seat.
A window heater needs an accurate power supply and it has sensors placed in the window to keep the power send to the window within it tolerance. I still rather be in business class😬, but I have seen it of course more than once.
very interesting.. I didn´t expect that much modules.. but I guess they use separate modules for so each functions in case one fails all the others are not affected
What gets me is the staggering amount of redundancy. Instead of one computer handling everything there are literally hundreds, each with failover systems. Amazing.
I couldn’t figure out how the modules were held in with the screw knobs on the shelves but at 11:45 you can see a space where there are screw type fittings added to the shelf that I assume the screw knobs you see screw onto. In most of the spaces these additional screws don’t seem to exist so I assume they only add them when fitting a module to the empty spaces?
The dust is mostly harmless because aviation circuit boards are sealed against moisture (and therefore dust). However....the maintenance manual tells the installer to clean the rack before installing a serviceable component. I guess that gives it a fresh start.......but yeah, those compartments are pretty dusty and dirty. It's public transport.
I've flown many thousands of miles in 777s without any problems (that we were told about). Problem is, like any other aircraft manufacturer, every part is supplied by the lowest bidder. At least with a car, you may grind to a halt on the road, but in an aircraft..........
Cant get a reference from the video how large/high is this compartment compared to a human body? Are you crawling there or walking upright like in the passenger cabin? Or is it half-way so, so you need to bow but not crawl? Is there a lot of free floor space, like, can 2-3 persons stand together, or is it just a tiny 1-person-wide aisle everywhere?
The side areas there you need to crawl, the space were the racks are you need to the bend over to walk (at least I need to at around 6’2). The height is about the same as the cargo bay. I think it around 5.2 ft or 1.6 meters high.
@@rogertsang4169 everything is connected to the equipment cooling system, this forces air through the avionics to keep them within there operating temperarures. The compartment itself does not get airconditioned.
@@fredfred2363 Yes, that surprised me actually. I didn't think computers and dust mixed very well! Thought the compartment would be air conditioned and sterile!
It would depend on the system. If connectors are disconnected for sensors the main computers will notify pilots of an issue, same goes for any unit that looses power or fails to register in the cockpit. If it dose not show or light up in preflight tests you basically have a problem.
It's great to see ESD precautions being taken seriously. Well I guess it has to in something so important but it proves it's possible to damage a sensitive component and have the damage not immediately noticeable. Unlike these gung ho tech TH-camrs who handle their ram, logic board and processors without any thought for such things. Why do you think manufacturers wrap such things in Mylar bags and put esd stickers on them.
Very nice to have a walkthrough of a new plane, the EGPWS is always easy to see with the blue box color , and now I wonder is there any reason it is blue, even the old Sundstrand mk 2 (gpwc ) was that color.
I'm curious, where are the guidance computer IMUs Located physically? And do they use Fiber Optic or Ring Laser gyros? I'm trying to find a decommissioned one so need to know what box to hunt for.
That’s not poor build. Every interconnect is a custom piece and wires are teflon jacketed. You‘ve never seen anything like this in a building’s wiring. Infinitely more durable, wire harnesses are made for serviceability. Note every single piece of electronics in individually shock mounted on special color-coded mounts to match their weights. This is NASA level construction.
Where is no classic "ground" for all this avionics equipment, right? So, all EMI/RF interference possible problems can be solved only by metallic shielded cases/boxes and shielded cables?? And proper wiring, of course (signal lines and power lines are separated from each other and crossed only perpendicular, not parallel)...
This area is only ventilated by the equipment cooling and some point it will receive some air conditioned air, but is only for equipment cooling. The area itself doesn’t have any temperature control, the temperature will very depending outside conditions
@3:29 Don't like the way the cables were hanging free, to the left of the cargo door, ready for you to hit with your shoulder/head every time. But super interesting.
Very informative, I very much enjoyed watching all 14 Minutes of it! One question: The boxes, esp. the larger ones like primary flight control computer, they look very large, sturdy, bulky... but are they just as heavy as they look? They are for a (albeit very large) plane after all, and I would guess having so many individual controllers and devices at one point adds up?
Would not want an electrical fire to start in their during flight.No dodgy crimps or dry joints please all those acronyms must be difficult to fault find if anything goes wrong
That will be a bit hard in a line maintenance setting, but if in anytime there will be a failure in the electrical power panels, I ll surely will take a camera with me.
No wonder there are rules about cellphones and other devices having to be turned off on board an aircraft. These would interfere with the all those avionics and instrumentation on the plane
been in there only one time. Makes the 767 MEC look like a closet in comparison and other planes like 737 even much less. And people that have to work on regional jets moan in pain.
That's my only criticism of this channel, he is assuming a certain knowledge of abbreviations and acronyms. I know some of them, but others I haven't a clue what the component he is showing actually does!
Very interesting tour through the equipement bay! Everything double, that's redundancy! I was surprised to see it still has ADF receivers! But ok there are still many NDB beacons around. What is a signal conditioner?
Indeed, you still see ADF in all of them, at least there will be one ADF installed. The signal conditioner just translates analog signals coming from the vibration pick ups on the engine into a digital signal.
@ AM use is diminishing everywhere. Moving to streaming. It was partly a joke. In Australia we had a lot more radio stations instead of NDBs. We could use ADF for lightning alerts in GA aircraft.
@@dennisvijverbergbrakesrele6098 Interesting info. I can call San Fran from Denver......but to be honest it's never very clear. Can barely make out what they say on the other end. I wonder why they don't get rid of HF and just go with Sat Com but I've heard that sat com is way more expensive. But then why don't they use onboard wi fi and just go across the Internet?
There is literally an army of technicians working on these aircraft during every overnight period. People would be amazed at the monumental human effort overnight that goes mostly unseen.
@@befeleme That's why we get paid the big bucks and that ain't no joke. I work with a lot of VERY competent technicians. All highly trained. It can be very stressful to sign off a complex job on one of these planes. The thing is that the engineers have designed an airworthy aircraft. As long as we maintain it to the standards the engineers set....then it will remain safe. There is enough redundancy that one or two systems failing is very unlikely to result in a crash. BUT....ageing aircraft is always a pressing concern. And the airlines are renewing fleets when they can.
@@rael5469 I am sure you are doing an excellent job, but relying on VERY competent technicians in every single country to maintain the correct standards, plus the hope that all airlines will remain rich enough to be able to afford to renew fleets before they start failing, seems to me in denial of the reality of the human condition. Shit happens. And the more complex a system is, the greater likelihood of it happening.
Quite correct. I do a lot of software loading on these aircraft and there's never been a problem that I am aware of. The engineers seem to have it all worked out. In some cases that I am aware of if there is a glitch in the software it just won't load. I've had to take the loader back to the ground network and reload the part number. Either way they must have a method of verifying it's airworthiness before sending it out to be uploaded. In the case of mechanical components we would put them on an FAA approved bench test. If it works during the approved shop test it will work on the aircraft. I assume that the software must have the same high standards.
Yes and no. The 777 even as old as it is, is VERY automated. In some cases the manual just tells you to install a box and then look for an active fault. If no fault it's ok for flight. But some boxes have extensive installation tests required. It's all insanely complex and I will be glad when I retire. There is a LOT of liability involved in working on airliners. Very few jobs carry the liability risk of an airline technician.
"Left signal conditioner unit". Jesus christ. Same junk as in all other airliners. Big large boxes doing trivial or completely unnecessary things. Such poor engineering, it's bizarre.
When you think that all that aeroplane has to do is go up, down, left and right, with a brain (pilot) guiding it, here is a lot of extraneous crap involved.
@@dennisvijverbergbrakesrele6098well…..multiple thick manuals, not just one thick one. You should see the maintainance logs on the aircraft when they are sold or leased to an airline. They always follow the aircraft and depending on years of service and complexity they could take up a fair section of the lower cargo bay. Just imagine if the aircraft is involved in a major incident leading to a loss of the airframe, the investigators will pour through ALL of the service logs which may take months or years to see if any repair directive has been missed.
@@98xjdriver They are reliable but also there is literally an army of technicians maintaining them during the overnight period between flights. THAT's why they seem reliable. That's why the old saying: "Wanna make a million dollars? Just invest 10 million in an airline."
Poor made ?? Since 1993 till today in 2024, Boeing made 1734 of those 777 planes. Zero, yes NO 777 ever crashed due a technical problem. With the grand total of all flying hours of all the 777 aircraft combined, it made this aircraft the safest transportation vehicle humankind ever made. So, I doubt your conclusion of poor 😅
For the most part the harnesses are assembled outside of the aircraft. I don't know how it's done now, but when I worked at Boeing there were giant sheets of paper attached to boards where wires were attached to lay out the harnesses.
These things are not as confidential as people might think. You can easily look up these types of things on the internet easily. You also can't stop a person with bad intentions, they'll always find a way.
Good to see the Smiths/GE Electrical Load Management System (big white cabinets) doing their stuff. I led the software team that developed the original system back in the 1990s, when Boeing were managed by tough engineers, they gave us a hard time, for all the right reasons.
AIMS knows everything. ELMS controls everything
@ only the power supplies, reconfiguring in event of failures and some monitoring and modulation to be fair. It’s been a great tool for Boeing to integrate the airplane and reduces pilot workload.
As this part of the aircraft at time only needs a reset, a job well done.
@@dennisvijverbergbrakesrele6098 That’s thanks to the whole spectrum of engineers at both companies working relentlessly together. Like most aircraft systems, It’s been pretty robust when not abused.
From computer view. None of the units had any indicator led/lamp. All the equipments are remote bus controlled; not even a direct connection to any unit ! But the fuse panel looks just like in 1950-era airplanes.
It's like a little datacenter in the sky. Impressive!
Most people have no idea there's a data center on their plane! Great vid, thank you for taking us aboard and show us places we cant see 👌🏼
You're welcome! Glad you enjoyed the tour! 👍
Mind boggling the amount of engineering that goes into these planes.
And for every minute spent engineering in aviation 500 are spent on paperwork.
@ Whatever it takes!
OMG! I had the same thought!
A claustrophobic nightmare for the regular person, Paradise for us aircraft maintenance electricians!
Fabulous, THANK YOU so much for such an excellent tour of the belly of the beast - people upstairs have no clue as to how complicated and beautifully crafted these amazing machines really are!!!!!!
Best to you!
Adrian (Bermuda)
PS - my brother-in-law is a captain for Cargo Jet, flying 767 and 757s - previously 727s!!!!
Glad you enjoyed the video Adrian!
one of the wonderful demonstrations of the power of the human brain! superior brains, incredible brains as it is still incredible that these wonderful machines can fly! THANK YOU SO MUCH 👏🏻✈️💙
Like a big orchestra everything in perfect synchrony, pure engineering
I grew up in Cedar Rapids - many friends parents worked at Collins Radio/Rockwell Collins. I have family working at Collins Aerospace now - sense of pride when I see all pf the red stripe LRU's. Thank you for sharing this 'under the floor' tour.
Glad you liked it!
Excellent video highlighting the inner workings of one of the worlds best aircraft. Thank you!
You’re welcome! I’m glad you enjoyed it.
Man, the complexity!!!
The complexity of a large modern plane is totally mind blowing. Imagine troubleshooting in such a maze!
Boeing made a good manual you can use to trouble shoot almost any malfunction
The key to trouble shooting complex systems is a good manual written at the design stage itself and verified at the prototype testing stage.
1. Amazing how a seemingly straightforward function like the Window Heater is actually a complex system with a large controller module in the equipment bay.
2. It would be way cooler to hang out down here during a flight than even the comfiest business class lay flat seat.
A window heater needs an accurate power supply and it has sensors placed in the window to keep the power send to the window within it tolerance.
I still rather be in business class😬, but I have seen it of course more than once.
thanks a lot, awesome video, never knew there was a hidden room like that
super interesting video!!!! keep it up!!!!
Thanks! Glad you liked it!
Interesting overview for those of us only familiar with small aircraft systems.
It’s also interesting for those of us flying the big birds😊!
It is incredible what they have designed, packed and put to work to perfection down there.
Indeed a lot of engineering and effort went into it.
This is a lot more cramped and chaotic than the A350 equivalent you filmed!!
Wow 🤩
Thanks for your sharing
Thanks for visiting
@4:05 : I lead development of SELCAL decoder for AvtechTyee which goes to Boeing :) Happy to see!!
very interesting.. I didn´t expect that much modules.. but I guess they use separate modules for so each functions in case one fails all the others are not affected
Redundancy is indeed one of the factors of having separate boxes.
Thank you. Very interesting.
Glad you liked it!
The best sir❤❤❤
Nice to visit my old hangouts! Any chance you'll ever have time to show the jackscrew compartment?
Once I need to be in the area and have time For it I can do a walkthrough of that area.
What gets me is the staggering amount of redundancy. Instead of one computer handling everything there are literally hundreds, each with failover systems. Amazing.
Imagine what Orville and Wilbur might think.
If only they could come back and see what their discovery has become.
I think they would probably wet themselves!!😂
These rack mounts for the equipment have come a long way from the day each box had its own shock mount system.
I wonder what the combined weight of all those module housings and rack units is.
Can’t really say, TRU’s, batteries, PSA’s, inverters can be heavy, boxes for navigation and communication not so much.
Qué buen video 👌🏻👍🏻👏🏻👏🏻
Me suscribí.
Saludos desde Chile 🇨🇱
Gracias
I couldn’t figure out how the modules were held in with the screw knobs on the shelves but at 11:45 you can see a space where there are screw type fittings added to the shelf that I assume the screw knobs you see screw onto. In most of the spaces these additional screws don’t seem to exist so I assume they only add them when fitting a module to the empty spaces?
Indeed, they just get installed when needed, otherwise it is just some extra weight.
How is the dust situation 13:35 handled?
Hi, ik has been a while I did heavy Maintenance, but usually surfing C and D checks these areas get a cleaning before any inspeections.
The dust is mostly harmless because aviation circuit boards are sealed against moisture (and therefore dust). However....the maintenance manual tells the installer to clean the rack before installing a serviceable component. I guess that gives it a fresh start.......but yeah, those compartments are pretty dusty and dirty. It's public transport.
I've flown many thousands of miles in 777s without any problems (that we were told about). Problem is, like any other aircraft manufacturer, every part is supplied by the lowest bidder. At least with a car, you may grind to a halt on the road, but in an aircraft..........
Of course cost is an issue in developing an aircraft. Don’t think they can cut too corners developing the B777
Cant get a reference from the video how large/high is this compartment compared to a human body? Are you crawling there or walking upright like in the passenger cabin? Or is it half-way so, so you need to bow but not crawl?
Is there a lot of free floor space, like, can 2-3 persons stand together, or is it just a tiny 1-person-wide aisle everywhere?
The side areas there you need to crawl, the space were the racks are you need to the bend over to walk (at least I need to at around 6’2). The height is about the same as the cargo bay. I think it around 5.2 ft or 1.6 meters high.
@@dennisvijverbergbrakesrele6098 Thanks, I see. Pitty it's not full walking height, like 6 feet or so.
I was also thinking the same question. 😅👍
Id love to what kind of networking and bus These all connect to. This is amasing.
8:12 A special computer for window heat.
Yes the are two controllers, each does three windows
Dennis thank you for sharing ! Can I ask are there any air ventilation ? Think of the temperature of that area is high .
@@rogertsang4169 everything is connected to the equipment cooling system, this forces air through the avionics to keep them within there operating temperarures. The compartment itself does not get airconditioned.
That explains a layer of dust on some of the racks...
@@fredfred2363 Yes, that surprised me actually. I didn't think computers and dust mixed very well! Thought the compartment would be air conditioned and sterile!
If any cable is accidentally disconnected or any fuse unscrewed, is there an Alarm message generated? Thanks in advance.
It would depend on the system. If connectors are disconnected for sensors the main computers will notify pilots of an issue, same goes for any unit that looses power or fails to register in the cockpit. If it dose not show or light up in preflight tests you basically have a problem.
do other aircraft need the same amount of equipment to operate? How does it all fit in a smaller 737 for example?
More or less yes, a B737 would not have the fly by wire system, but anything else would be in there. So no room to walk in a B737 equipment center.
It's great to see ESD precautions being taken seriously. Well I guess it has to in something so important but it proves it's possible to damage a sensitive component and have the damage not immediately noticeable.
Unlike these gung ho tech TH-camrs who handle their ram, logic board and processors without any thought for such things. Why do you think manufacturers wrap such things in Mylar bags and put esd stickers on them.
Very nice to have a walkthrough of a new plane, the EGPWS is always easy to see with the blue box color , and now I wonder is there any reason it is blue, even the old Sundstrand mk 2 (gpwc ) was that color.
Good question! No idea, probably just a choice they made
Where is the box they keep all the bolts that were supposed to hold the door plugs on?
They lost it 😉
Is that racking system a Boeing-proprietary thing or common through aviation?
They are industry standard sizes. The rack are made the receive the standard sizes boxes.
I'm curious, where are the guidance computer IMUs Located physically? And do they use Fiber Optic or Ring Laser gyros? I'm trying to find a decommissioned one so need to know what box to hunt for.
The ADIRU’s are the once who has the laser gyroscope inside them.
That’s not poor build. Every interconnect is a custom piece and wires are teflon jacketed. You‘ve never seen anything like this in a building’s wiring. Infinitely more durable, wire harnesses are made for serviceability. Note every single piece of electronics in individually shock mounted on special color-coded mounts to match their weights. This is NASA level construction.
Yes, the wiring and electronics are built to withstand the toughest conditions.
Where is no classic "ground" for all this avionics equipment, right? So, all EMI/RF interference possible problems can be solved only by metallic shielded cases/boxes and shielded cables?? And proper wiring, of course (signal lines and power lines are separated from each other and crossed only perpendicular, not parallel)...
What temp do you keep this room at, ideally?
This area is only ventilated by the equipment cooling and some point it will receive some air conditioned air, but is only for equipment cooling. The area itself doesn’t have any temperature control, the temperature will very depending outside conditions
Cool!
Hard to believe that all these systems work together reliably
Are you responsible for changing out a faulty component in the Main Equipment Center?
It’s part of the job I do indeed
@3:29 Don't like the way the cables were hanging free, to the left of the cargo door, ready for you to hit with your shoulder/head every time. But super interesting.
Its all very clean, how old is the aeroplane?
This one is about 14 years old
Very informative, I very much enjoyed watching all 14 Minutes of it! One question: The boxes, esp. the larger ones like primary flight control computer, they look very large, sturdy, bulky... but are they just as heavy as they look? They are for a (albeit very large) plane after all, and I would guess having so many individual controllers and devices at one point adds up?
Hallo there, I check, they give the weight of a PFC around 37 lbs, not too bad voor a big box like that.
@ thanks for that precise answer!
I'd be more concerned about having several Americans on board at the same time!!😂
Would not want an electrical fire to start in their during flight.No dodgy crimps or dry joints please all those acronyms must be difficult to fault find if anything goes wrong
Does the plane have an operating system?
At least not a Microsoft one
So what does it run on??
Thank you. Could you show what an elec bus bar looks like?
That will be a bit hard in a line maintenance setting, but if in anytime there will be a failure in the electrical power panels, I ll surely will take a camera with me.
No wonder there are rules about cellphones and other devices having to be turned off on board an aircraft. These would interfere with the all those avionics and instrumentation on the plane
Generally Cellphones don’t interfere with the aircraft systems. These are well shielded.
been in there only one time. Makes the 767 MEC look like a closet in comparison and other planes like 737 even much less. And people that have to work on regional jets moan in pain.
The bigger the aircraft the more space for it.
Great video.
We need more abbreviations!
I'm surprised at how dusty it is in there. Shouldn't the entire "room" be airconditioned?
This area is only ventilated, no air conditioning outlets here.
That's my only criticism of this channel, he is assuming a certain knowledge of abbreviations and acronyms. I know some of them, but others I haven't a clue what the component he is showing actually does!
The wiring looks like a complete mess compared to the neat Avionics bay in the Airbus you showed in the other video
Finally, you got a good microphone.
@@AVIATIONSOUNDEXPERT indeed 😁
Where’s the transponder, in case I might need to turn it off mid flight
That is a secret 🤐
Malaysia Airlines pilot?
Very interesting tour through the equipement bay! Everything double, that's redundancy! I was surprised to see it still has ADF receivers! But ok there are still many NDB beacons around.
What is a signal conditioner?
Indeed, you still see ADF in all of them, at least there will be one ADF installed.
The signal conditioner just translates analog signals coming from the vibration pick ups on the engine into a digital signal.
@@Ztbmrc1 ADF is good for listening to AM radio :-)
@@dennisvijverbergbrakesrele6098 Ok I see. Thank you!
@@cavok76 Yes but AM broadcast stations are also diminishing, at least here in Europe...
@ AM use is diminishing everywhere. Moving to streaming. It was partly a joke. In Australia we had a lot more radio stations instead of NDBs. We could use ADF for lightning alerts in GA aircraft.
How many watts is the VHF and HF radio power output? Thanks for the walkthrough Dennis!
I have no idea the power output but when we test the HF we call the West Coast from Denver, for instance.
Not 100% sure but the HF is as a recall around 200Watts and the VHF around 10Watts.
@@dennisvijverbergbrakesrele6098 Interesting info. I can call San Fran from Denver......but to be honest it's never very clear. Can barely make out what they say on the other end. I wonder why they don't get rid of HF and just go with Sat Com but I've heard that sat com is way more expensive.
But then why don't they use onboard wi fi and just go across the Internet?
Slightly more complex compared to the Cessna Caravan.
Fly by steel wire still works 😁
Tell us about the library in minas tirith tho
🤔
Thank you!
So many things to go wrong; it's a miracle they don't fall down more often.
If things go wrong there is at least one or two backups
There is literally an army of technicians working on these aircraft during every overnight period. People would be amazed at the monumental human effort overnight that goes mostly unseen.
@@rael5469 Yes, I am sure of that. But this complexity also increases the chance of error.
@@befeleme That's why we get paid the big bucks and that ain't no joke. I work with a lot of VERY competent technicians. All highly trained.
It can be very stressful to sign off a complex job on one of these planes. The thing is that the engineers have designed an airworthy aircraft. As long as we maintain it to the standards the engineers set....then it will remain safe. There is enough redundancy that one or two systems failing is very unlikely to result in a crash. BUT....ageing aircraft is always a pressing concern. And the airlines are renewing fleets when they can.
@@rael5469 I am sure you are doing an excellent job, but relying on VERY competent technicians in every single country to maintain the correct standards, plus the hope that all airlines will remain rich enough to be able to afford to renew fleets before they start failing, seems to me in denial of the reality of the human condition. Shit happens. And the more complex a system is, the greater likelihood of it happening.
Very complex.
Was it Air France or Qatar 777? 😅🤔
@@Е.М-ч8р Qatar
Gave baan Dennis...!
Inderdaad, het kan soms best interesant zijn
I bet the amount of cable ties alone is worth a small car!
Because they're aviation cable ties!!!111oneone 😀
777 Main battery warning label. "Charge only with approved charger" 🤣💀
Oh and tanks for the heads up on this birds guts negro
Didn't see any mouse trying to keep warm.
Mickey isn’t welcome there
Mice happen just like in cars......but rarely.
So much software with potential for bugs!
Quite correct. I do a lot of software loading on these aircraft and there's never been a problem that I am aware of. The engineers seem to have it all worked out. In some cases that I am aware of if there is a glitch in the software it just won't load. I've had to take the loader back to the ground network and reload the part number. Either way they must have a method of verifying it's airworthiness before sending it out to be uploaded. In the case of mechanical components we would put them on an FAA approved bench test. If it works during the approved shop test it will work on the aircraft. I assume that the software must have the same high standards.
Big!
still using collins avioinics i see
Love Boeing 777 And 747 ❣️
Nothing hasn't really evolved. See challenger 650 which is at least 50 years old on assy line.
The design of the B777 is from the early 90’s, so it is well tested and used technology by now
K, MH370?
🤔
Umm.. aahhhh.. errrr.. whaa...?
🤔
Plug and play....
Yes and no. The 777 even as old as it is, is VERY automated. In some cases the manual just tells you to install a box and then look for an active fault. If no fault it's ok for flight. But some boxes have extensive installation tests required. It's all insanely complex and I will be glad when I retire. There is a LOT of liability involved in working on airliners. Very few jobs carry the liability risk of an airline technician.
It all looks very fragile.
Luckily it is not, it will all stay in place very nicely
"Left signal conditioner unit". Jesus christ. Same junk as in all other airliners. Big large boxes doing trivial or completely unnecessary things. Such poor engineering, it's bizarre.
When you think that all that aeroplane has to do is go up, down, left and right, with a brain (pilot) guiding it, here is a lot of extraneous crap involved.
With all the automation involved the pilots nowadays are more systems managers.
A lot of it is redundancy as well though, so duplications of the same systems and components.
Complicated 😂
That’s why the manual is so thick 😉
@@dennisvijverbergbrakesrele6098well…..multiple thick manuals, not just one thick one. You should see the maintainance logs on the aircraft when they are sold or leased to an airline. They always follow the aircraft and depending on years of service and complexity they could take up a fair section of the lower cargo bay. Just imagine if the aircraft is involved in a major incident leading to a loss of the airframe, the investigators will pour through ALL of the service logs which may take months or years to see if any repair directive has been missed.
Amazing that these aircraft are so reliable given the sheer complexity.
@@Subgunman Quite correct.
@@98xjdriver They are reliable but also there is literally an army of technicians maintaining them during the overnight period between flights. THAT's why they seem reliable. That's why the old saying: "Wanna make a million dollars? Just invest 10 million in an airline."
I am amazed how poor the electric wiring is made, very little protection against vibration and rubbing. I don’t want to fly in that plane.
It doesn’t look pretty but it is well made.
Poor made ??
Since 1993 till today in 2024, Boeing made 1734 of those 777 planes. Zero, yes NO 777 ever crashed due a technical problem.
With the grand total of all flying hours of all the 777 aircraft combined, it made this aircraft the safest transportation vehicle humankind ever made.
So, I doubt your conclusion of poor 😅
@@MrBlafhert Are you not including the Max in this!!
I feel for the poor souls who have to wire up these aircraft. It looks like it's all done manually wire by wire.
Not an expert in fabricating aircraft, but I think most of the wiring is built outside the aircraft before final installation.
For the most part the harnesses are assembled outside of the aircraft. I don't know how it's done now, but when I worked at Boeing there were giant sheets of paper attached to boards where wires were attached to lay out the harnesses.
@@dennisvijverbergbrakesrele6098 Correct.
Not good to show that...Bad people can use it and you would be responsible.....
Bad people don’t need me to do bad things.
These things are not as confidential as people might think. You can easily look up these types of things on the internet easily. You also can't stop a person with bad intentions, they'll always find a way.
wowzers, first time seeing the mec. always assumed this equipment was 1/10th the physical size. thanks for the vid 👍
Thanks for watching!
Thank you! That's huuuuuuuge! So much stuff, and plenty of redundancy for critical systems!
✈️🛫🛬🛩✈️
It’s a lot indeed. Redundancy is key! 😊
Woooow This is great Video,Who designs these ? this is incredable