There is (what can only be described as) a software bug in the Thrust Reference setting software in the 777. While this bug manifests itself in several situation on normal and non-normal operations, it manifests significantly with flight safety implications during VNAV engine out approaches. I discovered this issue back in the late 90’s when I […]
Sometimes you need to be able to calculate a limiting ZFW based on a forced change in TOW. You can use the OFP LNDG correction figure to do it. And it’s not VooDoo – just mathematics.
There has been some discussion recently around FMC scratchpad messages, their role in flight deck alerting, and an appropriate crew response. Most particularly around the habit that some crew develop – usually during transition simulator training when many spurious messages are generated and often cleared without real understanding of their meaning). We areseeing this in the sim […]
We’ve become so reliant on GPS that the loss of it will come as quite a shock to today’s airline crew. The simulator doesn’t help – with a total inability to adequately simulate IRS drift. The issues are complex …
There are a broad range of possible engine malfunctions in the 777, some of which are clearly annunciated ([] ENG FAIL, [] ENG EEC MODE, [] ENG OIL PRESSURE, etc) – others that manifest only through EICAS (or other) engine indications. For the most part, the occurrence of an EICAS annunciated checklist in the B777 […]
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.
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 […]
![B777 EICAS [] FUEL SCAVENGE SYS](https://www.infinidim.org/wp-content/uploads/2011/05/FuelSys.jpg "FuelSys")
When you’ve been on an aircraft for almost 15 years, especially a modern Boeing, you think it’s ability to surprise you is behind you. Mostly – that’s true. And then …
![[] SLATS DRIVE](https://www.infinidim.org/wp-content/uploads/2019/04/Slats-Drive-Training-2.jpg "Slats Drive Training 2")
The Slats (as opposed to Flaps) are high lift, leading edge devices designed to increase the lift on a wing that’s designed for high speed / high altitude flight, not this low speed lifting 350 tons off the ground manoeuvre that we insist on performing at the beginning of every flight. Sometimes they fail and one of the possible failures is a […]
Most pilots at some point develop a set of crib notes on the aircraft and operation they fly. For some this is quick and dirty, it essentially gets them through line training and these home grown notes are often then abandoned. Current Version : 06.Jul.2012 and can be downloaded as a PDF here. For many […]
In February 2009 I was part of the team that picked up Virgin Australia’s (then V Australia) first Boeing 777-300ER. Having arrived into the airline in June 2008, it had been a long 7 months – very long – but now we were about to get an aeroplane – and fly it. For the benefit […]
In February 2009 I was part of the team that picked up Virgin Australia’s (then V Australia) first Boeing 777-300ER. Having arrived into the airline in June 2008, it had been a long 7 months – very long – but now we were about to get an aeroplane – and fly it. For the benefit […]
Managing a departure with a performance limited takeoff can be one of the more challenging tasks that face the Captain of an aircraft today. It all sounds simple enough in theory. Based on the Airport/Runway, Ambient Weather Conditions and Aircraft, a computer will spit out down to the kilogram how much weight you’re allowed to lift off the runway. From this number a passenger/cargo and fuel load is determined – and off you go. But all is not as it seems.
I was recently asked to confirm that 5 knots is added to the Vref Speed on final approach when an unusual Vref is specified by the Non Normal Checklist. I eventually found a reference …
I was recently asked whether we could still use LNAV to fly a Localizer Instrument Approach, and whether that was the preferred mode. This question was asked during a briefing on PBN which has caused some confusion. Recently we’ve seen some changes in the way we do aircraft Navigation, or at least in the way […]
