Boeing 777 Checklist Additional Notes – Paper QRH

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Boeing have begun incorporating an “Additional Information” section at the end of some NNM checklists. Presently on the 777 this feature exists for the Ice Crystal Icing, Airspeed Unreliable, and Fuel Leak checklists. It is interesting to note that despite the location of this information at the end of the checklist, the information is clearly […]

Setting Final Approach Speed in a Boeing 777

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Sometimes during a NNM (non-normal) in the simulator you see that when landing configuration is established, and the aircraft is being manoeuvred around the approach at the minimum flap manoeuvre speed, a further speed reduction will be required to set the NNM checklist specified reference speed (plus 5 knots). Exactly when to set this speed […]

Non Normal Management Model – ANC AAM

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Some time ago I wrote about a review of a Decision Making Model (FORDEC). During that article I clarified that there is a clear difference between a Decision Making Model versus a Non Normal Management Model. Usually you have to deal with the NNM first before you get as far into the flight as having […]

Boeing 777 Main Gear Steering and Thrust Application

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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 take-off roll. Practices & Techniques : Main gear Steering and Thrust Application […]

Multiple Non Normals and VREF Setting (in a Boeing 777)

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A recent phase of training combined Engine Failure with Flaps/Slats Drive/Control failures. The sequence introduced the issue of entering a reference speed when two different checklist are specifying two different Vref settings. Practices & Techniques : Multiple NNM’s and Flap/Vref settings When dealing with multiple NNMs, crew may be confronted by conflicting requirements with respect […]

How to get a ZFW from a changed TOW using LNDG

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Any long haul pilot is well aware that changes in the weight of the aircraft at takeoff have a significant impact on the fuel burn of the flight. This includes changes in fuel as well as payload. For example – If I decide that I want to carry an extra 2000 kg of fuel from […]

Landing with a Fuel Imbalance in the Boeing 777

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Recently, a crew in the sim elected to hold until the completion of the Fuel Imbalance checklist before commencing an approach. Since fuel balancing can take quite some time, they were in for a long wait. This is, however, a refreshing change from the more traditional approach of the crew who decide to ignore the […]

Boeing 777 Dispatch without ECL

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This post details some things to watch ouut for when dispatching without the benefit of Electronic Checklist (ECL). It’s always fun to watch. Practices & Techniques : Dispatch without ECL When the ECL is failed or disabled: EICAS does not display checklist icons [] beside alert messages. Crew are required to use the paper checklist […]

Boeing 777 Slats Drive & Flap Retraction

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The choice of whether to continue flap retraction after a SLATS DRIVE failure is an interesting one. Crew need to carefully consider the requirement to retract in association with the weight of the aircraft, proximity of the minimum manoeuvring speed, etc. Background The last phase of our training included a departure from Abu Dhabi (AUH) […]

Boeing 777 Flap Extension

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With pilots come from a number of other aircraft types and several different airlines, including a domestic fleet, standardisation can be a challenge. The use of Flaps on approach has been in particular an interesting issue, which is hopefully address clearly in the following article. Practices & Techniques : Flap Extension During approach crew should […]

VNAV without LNAV without … VNAV

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I recently had a philosophical discussion on board with a crew about the use of VNAV without LNAV engaged. I was surprised to discover that they were unaware of any of the potential pitfalls associated, so I add a section to the P&T. I should say right now that I’m not actually happy with what […]

The Boeing 777 (EICAS) Fuel Scavenge System

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The 777 has three fuel tanks (simplified version). A large center tank and two smaller main tanks (one in each wing). When refueling, the mains are filled first, then fuel is pumped into the center tank (simplified version) until either you have enough fuel, or it’s full. There are two center tank fuel pumps and […]

Non-Normal Failures That Impact Multiple Systems (You Can’t Always Get What You Want)

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I was recently in the simulator with two other instructors: one was my First Officer, the other was the Sadist… ahem … sim instructor. We were running without the ECL (paper QRH for NM and NNM) and the APU was failed. Climbing through about 5000ft, Los Angeles for Sydney – we received on the EICAS […]

Top Of Climb Checks

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The pilots of many airlines have a procedural flow or checklist of items they review after the aircraft reaches cruising altitude. These are rarely documented in Airlines SOPs and even more rarely are they based on anything from the manufacturer. This is because fundamentally, today’s airliners pretty much tell you what (it believes) you need […]