Recently I was asked to write an article for an internal company training newsletter about flying slow. Having finished it I thought I’d replicate it here for others. Note the following article is aimed specifically at the Boeing 777 series aircraft, although the concept is common across all transport category jet aircraft flying slow at […]
Posts by Ken:
Reuters reported a while ago the arrest of two Emirates Cabin Crew in Dubai for the exchange of illicit text messages. There’s more depth to this story, as it comes on the back of divorce proceedings (a year earlier) and insinuations that the two texters had been in a relationship while the junior cabin crew member […]
The release of the ATSB investigation into QF29, a Boeing 747-400 that experienced multiple stick shaker activations while taking up a holding pattern on arrival into Hong Kong in April 2017 has a number of lessons applicable to anyone operating a 777 (such as myself). I’m absolutely not going to descend into criticisms or a […]
Some time ago I wrote down all that I had been taught and learned about operating the Boeing 777 Electronic Checklist (ECL) in conjunction with the onboard Electronic Indication and Crew Alert System (EICAS). I’ve updated it along the way as I became an instructor and it’s become more and more of a formal document […]
For the last decade or so, I have been working on a document called Boeing 777 Procedures and Techniques. It has it’s genesis in what was originally a Common Errors document based on observations of Pilot/Student actions in the Simulator – but most particularly Instructor/Examiner activity in the Brief/Sim/Debrief as well. See the Feb 2021 […]
Do you remember the days when the internet was a novelty. When someone who had a web site was “cool”. They’d show you their web site and it would be full of Microsoft Clip Art and anyone who was not the least tech-savvy (and therefore had no clue how much work had gone into this […]
A not-so recent amendment to the B777 FCTM (followed by a more recent update to the FCOM and QRH) instigated a procedure where ENG OUT mode of the FMC VNAV page is selected (confirmed) and EXECuted once CONtinuous thrust has been set after takeoff. While this sounds logical and orderly – as usual the devil […]
A runway change can be highly destructive to mental model the crew establish during preflight of the aircraft departure. Dozens of decisions, selections and entries are often required to be evaluated and implemented – often while the engines are running and aircraft are waiting behind you.
Firstly, it has to be said that most of the time, this is not a good idea. Broadly speaking Aircraft Manufacturer checklists are designed to be followed and not second-guessed. When you’ve lost all your hydraulic fluid, and therefore hydraulic pressure, and the checklist tells you to turn first one and then another hydraulic pump […]
A while ago I was looking into tail clearances on takeoff, rotation technique and most importantly what tools were available to train and evaluate rotation technique in the simulator and the aircraft. As part of this review the question was raised about the calling of “Rotate” on takeoff and the initiation of the rotation manoeuvre […]
The recent phase training combined Engine Failure with Flaps/Slats Drive/Control failures introduced the issue of entering a reference speed when two different checklist are specifying two different Vref settings.
So Rocket League is a phenomenally successful physics based game that is basically Car Soccer in a variety of Cars that Accelerate, Boost, Handbrake Turn, Jump, have Rocket Boost and have three dimensional Roll, Pitch and Yaw while airborne (including barrel roll). It’s a natural next step for a 777 pilot like me. Apart from […]
I recently resurrected a Microsoft Excel spreadsheet I built to budget out 12 months to assess the likely impact of moving back to Australia – which included a combined 50% drop in salary and an increase in expenses. This was 2008 – but I now find myself doing something similar. My income has dropped (closer […]
Recently I’ve had a couple of discussions about the Cruise Center of Gravity (CoG) setting/default in the B777 Flight Management Computer (FMC). Basically the 777 FMC comes with a default Cruise CoG setting on the PERF INIT page (shown). The FMC has a default value (small font) and valid pilot entries vary from 7.5% to […]