As Boeing’s first Fly-By-Wire aircraft (although not necessarily fly-by-wire by the Airbus definition) the 777 introduced a flight control augmentation system that the first fly by wire Airbus aircraft did not – Thrust Assymetry Compensation, or TAC. The basic problem is clear. During an engine failure on a twin wing-mounted engine aircraft there is an […]
![Cold Temperature Altimetry Corrections [Corrected 26Jun17]](https://www.infinidim.org/wp-content/uploads/2016/11/ColdTemp12.jpg "coldtemp12")
I’ve been looking at Cold Temperature Altimetry Corrections in anticipation of potentially operating into such environments again in the near future. While my professional past includes operating the 777 to Moscow, Baku, Seuol, Beijing and a few other cold temperature destinations – most of the last decade has been focussed on Australia, Los Angeles, and […]
Currently I’m evaluating research on the roles of the Captain vs the First Officer in the detection and correction of procedural errors on the flight deck. Fortunately I’m not looking at our entire operation, just one small corner of it. First, some background. Delaying Final FMC Performance Data Entry Our SOP’s are pretty much based on Boeing’s […]
I’m working on an update to the Practices and Techniques document I developed several years ago. While this has been a published document in my airline for several years, it was recently taken offline and is now a training background reference, as was the original intention of it’s development. Just one of the many subjects […]
A question concerning a recent change to the missed approach procedures in Dubai UAE (OMDB) has raised some interesting points about the 777 in this flight regime – high thrust, low altitude, high pilot workload; and ATC procedures that would seem to be not too well thought out. Specifically the new procedure introduces a not-above […]
What’s been missing for our documentation for some time is decent diagrams showing the normal procedures flows. The B777 normal operation centers around these flows, and the normal procedure ECL checklists that follow. For Normal Operations – the ECL Checklist is a “Done” list, where all then items you run through on the checklist should […]
Many years ago when I was a junior FO new to the 777, I did one of my first recurrent checks in the simulator with an Examiner who started asking questions about the takeoff inhibits system. After several such questions – of both the Captain and myself – it became increasingly apparent that not only […]
The introduction of the [] VNAV STEP CLIMB checklist highlights procedural handling of EICAS/ECL and the management of enroute climbing in the aircraft. The FMC schedules step climbs throughout the flight based on the settings in the Cruise Altitude (CRZ ALT), Step Size (STEP) and potentially Step To (STEP TO) fields based on the aircraft […]
With the airline industry moving progressively towards GPS and GPS Augmented based approaches and away from the more traditional ground based navigation aid approaches, the use of LNAV/VNAV – with all it’s eccentricities – are becoming the norm for many airlines, rather than the exception. The boon of flying such approaches more often is that […]
An engine failure at altitude above the maximum engine out altitude, followed by the obligatory engine out drift down is a bread and butter event for a cruise pilot. Typically this is practiced and evaulated using the highest levels of automation in LNAV and VNAV. For more information see Engine Out Drift Down and the […]
I’m working on an update to the Practices and Techniques document I developed in 2008. While this has been a published document in my airline for several years, it was recently taken offline and is now a training background reference, as was the original intention for it’s development. Something that’s been missing for a while […]
I’m working on an update to the Practices and Techniques document I developed in 2008. While this has been a published document in my airline for several years, it was recently taken offline and is now a training background reference, as was the original intention for it’s development. Just one of the many subjects beng […]
I’m working on an update to the Practices and Techniques document I developed in 2008. While this has been a published document in my airline for several years, it was recently taken offline and is now a training background reference, as was the original intention for it’s development. Just one of the many subjects currently […]
The last phase of recurrent simulator training included a two engine go-around after a Slats Drive failure. For no apparent reason the AP/FD pitches to less than 10 degrees and accelerates well through Flap Limit speed. According to Boeing, this is expected behavior.
I was asked recently to write for an internal newsletter to provide some Boeing 777 specific information to non-777 pilots on the role of the 777 Autopilot Flight Director System (AFDS) and Autothrottle in the Asiana 214 accident. The following article is based on that contribution.
