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 […]
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 […]
A while ago I scheduled a temperature inversion in a simulator session in preparation for our operation to Abu Dhabi’s summer. For further reflections see Performance Limited Takeoff and High Temperature Departure Abu Dhabi. The issue of temperature inversions and the implications for takeoff performance calculation raised so many issues that I ended up having […]
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 […]
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 […]
So after a carefully walk around the outside of the aircraft where the Static and Pitot ports are checked un-obstructed; no indications from your EICAS that there are any problems with the Air Data System during taxi; you barrel down the runway, cross check the airspeed when you hear the call “Eighty Knots!” and see […]
While this article still has relevant content – the procedural aspects of the Rejected Landing After Touchdown manoeuvre have been superseded by changes to the Boeing FCTM and are reflected in the subsequent post Boeing 777 Baulked (Balked) Landing. While it’s far too early to tell what actually happened, in light of EK521 it’s perhaps germane […]
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.
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 […]
It’s not unusual – especially during Line Training (instructors beware) for your student to generate an EICAS MAIN GEAR STEERING alert during the initial takeoff run. This results from advancing thrust prior to the main articulated gear achieving a lock during the initial takeoff roll.
In the event of a FLAPS DRIVE failure, the checklist asks the crew to confirm the position of the Flaps. This sounds simple, but can be made complex by the situation … and the crew …
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.
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 […]
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 […]