SOP Practices And Techniques 1.9.HL_Ex Virgin Oz 1.9.HL Ex

User Manual: SOP-Practices-And-Techniques-1.9.HL_ExVirginOz

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V Australia Flight Training Department
SOP Amplification : Practices and Techniques
23.Feb.11
Draft 1.9
Page 1 of 98
This document describes practices and techniques commonly taught by Check and Training staff during
crew transition training onto the Boeing 777 at V Australia and elsewhere.
Please note that where possible, references to Boeing and V Australia documentation will be provided
against the issues raised in this document. However you will find many items raised here for which no
reference is provided – generally this implies the problem is considered basic airmanship or common
sense, based on operational experience in the Boeing 777 – or not yet documented.
This document also describes some of the more common errors encountered during training. Some of
these errors are not necessarily common, but contain learning points that are considered valuable for all
pilots undergoing transition training.
This document includes screen shots and reference text taken from Boeing and V Australia’s
documentation. These images and text are not necessarily up to date or amended – reference to the
original documentation is always mandatory.
Finally, nothing in this document should be considered authoritative over any procedures found in the
Boeing Normal Procedures (NP’s). The NP’s and V Australia A1 document are overriding.
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This document is based on extensive research and operational experience
of the Boeing EICAS and ECL found in the 777, in conjunction with
documented procedures in the Boeing 777 QRH, FCTM and FCOM.
Material incorporated in this guide is taken from all three of the relevant
Boeing documents, as well as Boeing publications from issues of Airliner
magazine and other sources. Material from the V Australia A1 flight
operations manual is also reproduced here.
As such the SOP Amplification is to be regarded as secondary in
precedence to all these reference texts and should not be actively referred
to with respect to operation of the aircraft.
Additionally this document incorporates techniques that have been
developed and tested in conjunction with Simulator Training but not
validated in operation of the aircraft, and must be read with caution.
V Australia Flight Training Department
SOP Amplification : Practices and Techniques
23.Feb.11
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1. DOCUMENT SUMMARY .................................................................................................... 7
1.1. Why a Practices and Techniques document? ............................................................................. 7
1.2. Is this a procedural document – do I have to follow it? ............................................................. 7
1.3. Checklist and Checklist Memory Items ....................................................................................... 7
2. GENERAL OBSERVATIONS ................................................................................................. 8
2.1. Recall during Flows ..................................................................................................................... 8
2.2. ATC make mistakes ..................................................................................................................... 8
2.3. Checking the next checklist ........................................................................................................ 8
2.4. Keep the Lower MFD Clear ......................................................................................................... 8
2.5. PF does the Rudder Trim ............................................................................................................ 8
2.6. Glass Cockpit Scan ...................................................................................................................... 9
2.7. Two heads down – in general ..................................................................................................... 9
2.8. Altimeter Subscale Setting.......................................................................................................... 9
2.9. Altitude Selector 1000 vs Auto ................................................................................................... 9
2.10. Supplementary Procedures ........................................................................................................ 9
3. AUTO FLIGHT .............................................................................................................. 10
3.1. Calling FMA ............................................................................................................................... 10
3.2. Don’t throw the aircraft at the Autopilot ................................................................................. 10
3.3. What is A/T HOLD? ................................................................................................................... 10
3.4. Heading Select THEN Select Heading ....................................................................................... 10
3.5. VNAV as a Tactical Mode .......................................................................................................... 10
3.6. Keep pressing that Altitude Selector … NOT ............................................................................ 11
3.7. Altitude Selector and Engine Out Drift Down Descents ........................................................... 11
3.8. C’mon Mav, time to do some of that Pilot … ........................................................................... 11
3.9. Before you engage that mode … .............................................................................................. 12
3.10. VS : (Not So) Very Special Mode ............................................................................................... 12
3.11. Flight Level Change and SPEEDBRAKE EXTENDED .................................................................... 13
4. FLIGHT MANAGEMENT COMPUTER ................................................................................... 14
4.1. FMC Changes : “Confirm” … “Execute” .................................................................................... 14
4.2. Two heads down – FMC ........................................................................................................... 14
4.3. Hold Page when Holding .......................................................................................................... 14
4.4. Navaids : To AutoTune or Not AutoTune … .............................................................................. 14
4.5. FMC Default Pages .................................................................................................................... 15
4.6. Route Discontinuities are our Friend ........................................................................................ 16
4.7. ALTN Page – DIVERT NOW ........................................................................................................ 17
4.8. The FMC is trying to tell you something – why aren’t you listening? ...................................... 17
5. NON NORMAL............................................................................................................. 18
5.1. Checklists and Checklist Memory Items you’ve never seen ..................................................... 18
5.2. Fly The Plane ............................................................................................................................. 18
5.3. Slow down, enjoy the emergency ............................................................................................ 18
5.4. Confirming Memory Items/Checklist actions ........................................................................... 18
5.5. How to guard a control ............................................................................................................. 18
5.6. Mayday vs PAN ......................................................................................................................... 19
5.7. Oxygen Masks ........................................................................................................................... 19
5.8. Cabin Altitude Memory Items .................................................................................................. 19
5.9. NNM Checklists Complete ... EICAS Recall vs Review ............................................................... 19
5.10. Wake up the PM ....................................................................................................................... 20
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5.11. Cancelling EICAS – Checklist still to complete .......................................................................... 20
5.12. Recovering from TCAS RA (or most Manual Flight NNMs) ....................................................... 20
5.13. ECL checklist Title usage ........................................................................................................... 20
5.14. Flaps for Go-Around ................................................................................................................. 20
5.15. Communication after a NNM – who do you call? .................................................................... 21
5.16. Dual Engine Fail/Stall – who flies? ............................................................................................ 21
5.17. Flaps/Slat problems & Speed Reduction .................................................................................. 21
5.18. Flaps/Slat problems & Slower Deployment ............................................................................. 21
5.19. Landing using Flaps 20 Yes/No ................................................................................................. 22
5.20. Setting a NNM Vref – reference the ECL Notes ........................................................................ 22
5.21. Slats Drive – Do We Extend the Flaps? ..................................................................................... 22
5.22. Memory Items Complete … ...................................................................................................... 22
5.23. Fuel Jettison, Fuel To Remain – How Much? ............................................................................ 22
5.24. Overriding NM Checklist Items. ................................................................................................ 23
5.25. Rapid Descent and Task Protection .......................................................................................... 23
5.26. Dispatch with a NNM ................................................................................................................ 23
5.27. Fire Engine – Use Your Own Clock ............................................................................................ 24
5.28. Cabin Altitude Checklist (Silently) ............................................................................................. 24
5.29. Fuel Jettison & Fuel Imbalance ................................................................................................. 25
6. NON NORMALS ON THE GROUND ..................................................................................... 26
6.1. Keep the Big Picture ................................................................................................................. 26
6.2. Confirmation is not required .................................................................................................... 26
6.3. To Stop or Not to Stop … .......................................................................................................... 26
6.4. Who has the Radio? .................................................................................................................. 26
6.5. Passenger Evacuation & Paper QRH Usage .............................................................................. 26
6.6. If you’re going to Stop … ........................................................................................................... 27
6.7. Passenger Evacuation & Clearing the Runway ......................................................................... 27
6.8. Landing NNMs & Passenger Evacuation ................................................................................... 27
6.9. Rejected Take Off – Give the CM1 a Chance ............................................................................ 28
7. ENGINE FAILURE AFTER TAKEOFF (EFATO) ........................................................................ 29
7.1. Engine Failure After Takeoff (EFATO) – Pitch Attitude ............................................................. 29
7.2. Engine Out, High Weight, High Altitude, Turning ..................................................................... 29
7.3. TO2 ... Engine Failure ... TOGA ... Vmc A/G? ............................................................................ 29
7.4. AICC – Announce, Identify, Confirm, Commence ..................................................................... 30
7.5. Fly The Aircraft – What does it mean? ..................................................................................... 32
7.6. EFATO – Trimming .................................................................................................................... 32
7.7. In Flight Engine Start ................................................................................................................. 33
7.8. Thrust Lever Usage while Engine Out ....................................................................................... 33
7.9. Engine Out – When do we Accelerate? .................................................................................... 33
7.10. Acceleration, Configuration and Memory Items ...................................................................... 33
7.11. Engine Failure Handling – a Paradigm Shift .............................................................................. 34
7.12. Engine Fire on Takeoff – Early Acceleration & Climb Thrust .................................................... 34
7.13. Engine Failure Analysis ............................................................................................................. 35
7.14. Engine In flight Re-Starts – Damaged Engines .......................................................................... 36
7.15. CLB/CON Thrust during EFATO Acceleration ............................................................................ 36
7.16. Engine Out Procedures – AIT .................................................................................................... 36
7.17. Engine Failure on Takeoff – Overview Diagram ....................................................................... 37
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8. PRE-FLIGHT ................................................................................................................ 38
8.1. Pre-Flight Briefing – Management ........................................................................................... 38
8.2. Pre-Flight Briefing – Expediting ................................................................................................ 39
8.3. Aircraft Power Up ..................................................................................................................... 39
8.4. EICAS Recall during Pre-Flight................................................................................................... 39
8.5. Pre-flight : Keep the EICAS Clear .............................................................................................. 39
8.6. Starting the APU – Start, Release to ON ................................................................................... 40
8.7. TFC on the ND during pre-flight ................................................................................................ 40
8.8. Pre-Flight Checklist – Altimeters .............................................................................................. 40
8.9. Seating – Eye Position ............................................................................................................... 40
8.10. Defuelling .................................................................................................................................. 40
8.11. Revising the Standby Fuel Figure (NOT) ................................................................................... 41
8.12. OPT and Takeoff Performance – Lessons from the Industry .................................................... 41
8.13. OPT Usage – A Practical Application ......................................................................................... 42
8.14. OPT Independent Cross Check – The Next Level ...................................................................... 43
8.15. ACARS OPT Check – Get what you Need, not what you Wanted ............................................. 43
8.16. FMC Reserve Figure .................................................................................................................. 44
8.17. ILS Tuning for Departure ........................................................................................................... 44
8.18. Application of CDL Performance Limits .................................................................................... 44
8.19. Re-Clearance Flight Plans & Final ZFW ..................................................................................... 45
8.20. Noise Abatement - FMC TAKEOFF REF P2/2 ............................................................................. 46
8.21. FMC vs CFP Lat/Lon Waypoints and Positions ......................................................................... 47
8.22. FMC Track/Distance Checking – Oceanic, Lat-Lon, Off Airway Waypoints .............................. 47
8.23. FMC Initialisation with ACARS Uplink ....................................................................................... 48
8.24. Use of OFP RAMP and LNDG fuel correction figures ................................................................ 49
8.25. Uplinked Winds ......................................................................................................................... 49
8.26. Final ZFW – What do we do with that? .................................................................................... 50
8.27. Aircraft DOW & DOI .................................................................................................................. 51
8.28. Load Sheet Arrives – OFP Dispatch Message page ................................................................... 51
8.29. Cleared to disconnect external power Captain? ...................................................................... 51
8.30. Pre-Start Hydraulic Pressurisation ............................................................................................ 52
8.31. Dispatch with the DDG – what does “None” really mean? ...................................................... 52
9. PUSHBACK, ENGINE START ............................................................................................. 53
9.1. “Can I close the Door Captain?” ............................................................................................... 53
9.2. Pushback Sequence .................................................................................................................. 53
9.3. “Cleared to Pressurise?” ........................................................................................................... 53
9.4. Start during push back .............................................................................................................. 53
9.5. Engine Number One or Left Engine .......................................................................................... 53
9.6. Fuel Control Switch to RUN During Start .................................................................................. 53
9.7. Starting engines quietly ............................................................................................................ 53
9.8. Start Abnormalities and the Outside World ............................................................................. 53
9.9. Clear to disconnect after Recall ................................................................................................ 54
9.10. Engine Anti-Ice ON after start .................................................................................................. 54
9.11. Guarding Fuel Control Switches ............................................................................................... 54
9.12. Anti-ice and the Before Taxi Checklist ...................................................................................... 54
10. TAXI ......................................................................................................................... 55
10.1. Takeoff Review – Read the Glass! ............................................................................................ 55
10.2. Weather Radar ON during Taxi ................................................................................................. 55
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10.3. When to run the Before Takeoff Checklist ............................................................................... 55
10.4. Thrust Usage on the Ground .................................................................................................... 55
10.5. Carbon Brakes – Operating Differences ................................................................................... 55
10.6. Returning to Stand .................................................................................................................... 56
10.7. Taxi Technique – General Tips .................................................................................................. 56
11. TAKEOFF .................................................................................................................... 57
11.1. HDG/TRK Select (and HOLD) for takeoff ................................................................................... 57
11.2. FMC Climb Direct Feature on the ground ................................................................................ 57
11.3. Main gear steering and Thrust Application .............................................................................. 57
11.4. Takeoff – wait for 55% .............................................................................................................. 57
11.5. “Takeoff” ... Then TOGA Switch ................................................................................................ 57
11.6. Eighty knots, Check, Hold, Check .............................................................................................. 58
11.7. Increasing VR for Strong Crosswind Conditions / Windshear .................................................. 58
11.8. Flap Retraction & Extension ..................................................................................................... 59
11.9. Takeoff Rotation Rate ............................................................................................................... 59
11.10. VNAV Path after Take Off? ....................................................................................................... 60
12. CLIMB, CRUISE, DESCENT ............................................................................................... 61
12.1. Filling in a Flight Plan ................................................................................................................ 61
12.2. EDTO Critical Fuel Check ........................................................................................................... 62
12.3. EDTO Critical Fuel – Do We Need It? ........................................................................................ 63
12.4. Use of VS to change Level at Higher Altitudes ......................................................................... 63
12.5. Block Clearances ....................................................................................................................... 63
12.6. Updating FMC Winds ................................................................................................................ 63
12.7. EDTO Plotting Chart .................................................................................................................. 64
12.8. Route Offset via Track/Heading Select – Not via LNAV ............................................................ 64
12.9. Step Climbs – OFP vs FMC (Optimum vs Recommended vs STEP) ........................................... 65
12.10. Crew Handover Briefing ............................................................................................................ 66
12.11. Totalizer vs Calculated Fuel ...................................................................................................... 66
12.12. HF Radio Usage ......................................................................................................................... 67
12.13. VHF Radio/RTP Usage ............................................................................................................... 67
12.14. Big Font, Little Font – the VOR/DME Ident ............................................................................... 68
12.15. Setting up for Approach – PF or PM? ....................................................................................... 68
12.16. Hand on the Speedbrake Lever ................................................................................................ 68
12.17. Stowing the Speedbrake near VMO/MMO .............................................................................. 68
12.18. Monitor Descent Profile ........................................................................................................... 68
12.19. No Published Transition Level .................................................................................................. 69
12.20. FLCH Descent at 240 Knots ....................................................................................................... 69
12.21. Setting Vref Early ...................................................................................................................... 69
12.22. Enroute CDL Performance Penalties ........................................................................................ 69
12.23. When do you do the Recall and Notes? ................................................................................... 70
13. APPROACH, MISSED APPROACH AND LANDING.................................................................... 71
13.1. VNAV Approach Validation ....................................................................................................... 71
13.2. VNAV Approach – No Path Indicator ........................................................................................ 71
13.3. Alternate MCP Altitude Setting Technique .............................................................................. 72
13.4. Setting DH/MDA for Cat IIIB No DH Approaches ...................................................................... 72
13.5. VNAV Approach – Early Descent .............................................................................................. 73
13.6. VNAV Approach – Speed Jumps Up .......................................................................................... 73
13.7. MDA or MDA+50? ..................................................................................................................... 74
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13.8. FLCH during NPA’s .................................................................................................................... 74
13.9. Modifying an Existing Hold ....................................................................................................... 74
13.10. Extending the Centerline .......................................................................................................... 75
13.11. VNAV ALT on Approach ............................................................................................................ 75
13.12. “Are you ready for the approach?” .......................................................................................... 75
13.13. Parallel Runway Awareness ...................................................................................................... 76
13.14. LNAV into Localiser Capture ..................................................................................................... 76
13.15. Localiser Approaches – FMC Selection ..................................................................................... 76
13.16. Arming Approach Mode ........................................................................................................... 76
13.17. Glideslope Intercept From Above ............................................................................................. 77
13.18. Circling Minima ......................................................................................................................... 77
13.19. Circling approach positioning by triangles ............................................................................... 77
13.20. ILS Approach to Circle ............................................................................................................... 78
13.21. Autopilot and MDA ................................................................................................................... 78
13.22. Flt Director OFF at Minima? ..................................................................................................... 78
13.23. Unnecessary Actions during Circling Approaches .................................................................... 78
13.24. “Localizer” vs “Localizer Capture” (... and Glideslope ...) ......................................................... 78
13.25. Circling Approach : Descent from MDA using AP ..................................................................... 79
13.26. Manoeuvring below Minima – Visually .................................................................................... 79
13.27. Boeing Thrust Reference Setting Anomaly ............................................................................... 80
13.28. CDU VNAV DESC Waypoint/Alt – FPA/Bearing/VS information ............................................... 81
13.29. LVOPS – the Last 50 ft ............................................................................................................... 81
13.30. Visual Approaches .................................................................................................................... 82
13.31. Late Runway Change ................................................................................................................ 83
13.32. ANP, RNP, Position and Position Accuracy ............................................................................... 84
13.33. Navigational Performance Scales (NPS) ................................................................................... 85
13.34. Missed Approach Acceleration ................................................................................................. 85
13.35. Rejected Landing Procedure ..................................................................................................... 86
13.36. Missed Approach from Above MAA ......................................................................................... 86
13.37. Clean up, before trying again ................................................................................................... 87
13.38. Reverse thrust before landing .................................................................................................. 87
13.39. Reverse thrust after landing ..................................................................................................... 87
14. AFTER LANDING ........................................................................................................... 88
14.1. Autoland – Disconnect AP before A/Brake ............................................................................... 88
14.2. CM1 Speedbrake Lever Initiates After Landing Flow ............................................................... 88
14.3. Towed Onto Stand .................................................................................................................... 88
14.4. Parking Brake & The Shutdown Checklist ................................................................................. 88
14.5. OFP Completion Post Flight ...................................................................................................... 88
15. DIVERSIONS ................................................................................................................ 89
15.1. General ..................................................................................................................................... 89
15.2. Extra Documentation ................................................................................................................ 89
15.3. Parking – Nose In? .................................................................................................................... 89
15.4. ADIRU & SATCOM ..................................................................................................................... 89
16. DOCUMENT CHANGE HISTORY ......................................................................................... 90
V Australia Flight Training Department
SOP Amplification : Practices and Techniques
23.Feb.11
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1. Document Summary
1.1. Why a Practices and Techniques document?
During training instructors and trainees are consistently exposed to normal and non-normal situations that are not
experienced during typical line operations. Instructors develop and observe operating practices and techniques that can
benefit all crew if communicated in an approved manner to increase the knowledge and understanding of both the
normal and non-normal operation of the aircraft.
Included in this body of knowledge is the exposure to repeated and repeatable mistakes and practices that lead to
undesirable outcomes in both the training and non-training environment. These common errors can also be
communicated to crew to the benefit of general knowledge and improved training outcomes. This document serves to
share the benefits of the training experience gained by V Australia instructors with line crew.
1.2. Is this a procedural document – do I have to follow it?
This document is not to be used as a procedural reference text – for those answers, begin with the Boeing FCOM, FCTM
and QRH, augmented by the V Australia SOP Amplification documentation.
This document is background reading and could be considered an historical reference text. If you know your SOPs, and
are familiar with glass cockpit jet aircraft – this document for the most part will merely serve to remind you of them.
Many of the issues discussed here are not (yet) documented by V Australia. That does not make them any less valid –
nor does it mean they should be followed religiously in anticipation that they will become SOPs. What’s written here
should make you stop; think; and reach your own conclusions.
The real intent of this document is to give students the opportunity to read about the mistakes observed to have been
made by others, so they can go on to make new and completely original mistakes.
1.3. Checklist and Checklist Memory Items
In the last few years, Boeing removed the use of the word “Recalls” when referring to the memory items on NNM
checklists - possibly because of confusion with the Recall/Cancel switch. Instead these items are referred to as
“Checklist Memory Items”. Hence when a NNM event occurs that requires the actioning of a checklist with memory
Items, crew no longer call for “Fire Engine Right Recalls” but “Fire Engine Right Memory Items”. As much as a tongue
twister as this is on the flight deck when you’re under pressure, it’s even more difficult to refer to clearly in print. As
such in this document:
• When you read “Checklist/Memory Items” this means Checklists OR Checklist Memory Items (in other words,
Checklists or Recalls).
• When you read “Checklist Memory Items” this means just that – the memory items of a NNM checklist (i.e. “Recalls”).
V Australia Flight Training Department
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2. General Observations
2.1. Recall during Flows
There are several EICAS Recalls during flows, such as Before Start, After Start and
prior to the Descent Checklist. These are actioned by the PM (or CM2) but require
the involvement of the PF (or CM1). The correct procedures for all EICAS/ECL
handling are documented in the EICAS/ECL SOP Amplification.
A correctly executed Recall begins with a clear EICAS display. PM/CM2 presses the
Recall/Cancel switch, calling out the white “Recall” message from the EICAS. PF/CM1
verifies the “Recall” as displayed on EICAS – which confirms that the first page of EICAS
messages is being displayed. PM/CM2 reads the displayed messages, while PF/CM1
verifies the messages and if willing to accept the next stage of flight, calls “Cancel EICAS”.
PM/CM2 cancels the EICAS (potentially, one page at a time) and continues the flow.
2.2. ATC make mistakes
It is an oversimplification to say that Australian domestic
pilots tend to manifest a belief in the infallibility of ATC. That
said – simulator experience indicates that this seems to be
the case. One lesson that comes from overseas experience is
that ATC can direct you into terrain; ATC can direct you into
other aircraft; ATC can direct you into severe weather.
It is also even more accurate to say that in the simulator –
ATC will direct you into hills, other aircraft and weather.
It is the pilot who is responsible for terrain clearance at all
times. It is also the pilot who wears the consequences of any
lack of vigilance in this regard. This includes during radar
vectoring. Areas of the world with a history of terrain clearance issues provide a MVA or MRC chart to enable pilots to
cross check position with a minimum radar vectoring altitude. However the non-existence of a MVA/MRC chart does
not infer that mistakes have not been made in radar vectoring.
At any time during the flight a crew should be able to quickly determine a safe minimum altitude for the aircraft –
particularly during climb and descent.
There is a call in the V Australia SOPs to highlight the fact that the aircraft has been cleared below MSA. The intent of
this call is not just to highlight the point at which the aircraft descends below MSA – but to raise the situational
awareness of the crew that it has been cleared to descend below MSA and is about to do so.
PF : “Cleared Below MSA” … PM : “Check”
2.3. Checking the next checklist
When a NM checklist is “___ Checklist Complete” the EFIS CHKL button should be pressed and the ECL closed. There is
no need to click on the ECL NORMAL prompt to display the next checklist, nor should the CHKL button be pressed again
to check if the next NM checklist is there, or to ensure the next checklist will not be forgotten. This habit also goes
against the recommended technique of keeping the lower MFD clear unless it’s being used for a real purpose.
2.4. Keep the Lower MFD Clear
The lower MFD with its access to synoptics and ECL NM and NNM checklists is there to be used by the crew. That said,
unless the lower MFD is being used for a purpose, it should be kept clear. This includes not displaying the next checklist
when the SOP doesn’t call for it, and not displaying the secondary engine page continuously in flight.
2.5. PF does the Rudder Trim
The rudder trim control is in the PF’s area of responsibility in flight. There is a technique that has been taught at various
times during engine failures after takeoff where the PF is encouraged to call for the PM to trim the rudder, when the
workload on the PF is high and the aircraft close to the ground. This technique is discussed elsewhere (7.6 EFATO –
Trimming) – but in any case, it does not apply at any other time. When an engine and the TAC fail at altitude, trimming
the rudder is the responsibility of the PF. PM trimming the rudder is the exception, not the rule.
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2.6. Glass Cockpit Scan
Apart from the PFD and ND, the EICAS and to a lesser extent the CDU (scratchpad) should also be in a Pilot’s scan.
When an instructor sees trainees who are technically under low workload levels not noticing an EICAS advisory message
for several minutes (bearing in mind it’s the instructor who generated the message), it’s usually a sign of a poor scan
technique.
The scan of the ND should include reference to the current leg and active waypoint. It should be considered unusual to
have an ND display that does not show the active waypoint. Keep your ND Map Scale at a value that promotes
situational awareness – not detracts from it. Getting airborne in the sim with a 10 mile scale and keeping it there for
the next ten minutes is just asking your instructor to place a CB 20 miles ahead …
2.7. Two heads down – in general
This is probably one of the most common errors of a highly automated flight deck. The PF should be acutely aware of
any tendency to watch what the PM is doing instead of flying the aircraft, and especially aware of assisting in the PM
duties, instead of flying the aircraft.
A degree of two heads down will be tolerated, even encouraged during early simulator FBS transition training in order
to maximise crew exposure to the lessons being taught, but as the crew moves into FFS, the simulator should be
treated as an aircraft and two heads down avoided as the flight safety risk that it is.
2.8. Altimeter Subscale Setting
Altimeter subscale setting and the subsequent cross check is crucial beyond the importance accorded to it in SOP’s and
Flight Operations Manuals. Incorrect subscale settings have caused accidents in the past. RNAV/GNSS approaches in
particular are very susceptible to incorrect altimeter settings. Transition and the subsequent crosschecks, along with
QNH changes and a subsequent altimeter cross check should be given a high priority, even in a busy flight deck – it’s
part of Fly The Plane.
That said, remember that in the 777 during normal (no system degradation) operations, the cross check is the subscale
only (8.8 Pre-Flight Checklist – Altimeters) and not an altimeter readout check.
2.9. Altitude Selector 1000 vs Auto
By habit the altitude selector should be left in the 1000 position. This is by far the most common usage when selecting
altitudes (by 1000’s). If a non x1000 intermediate altitude or MDA needs to be set, then selector should be moved to
Auto, the altitude set, then the selector placed back in the 1000 position.
2.10. Supplementary Procedures
The Boeing FCOM incorporates a number of Supplementary
Procedures which cover the range of aircraft supplementary
operations. Some of the supplementaries include procedures
that are run by the crew on a step by step basis, some provide
background information to a process that crew perform
regularly by memory.
In many cases Supplementary Procedures should be reviewed
by the crew (as a crew) prior to the actual need for the
procedure. With procedures such as those associated with
Engine Starting a good technique is to review the relevant
procedure as part of the “Operational” component of the
C-Two-Plus briefing. A general knowledge of the procedures
and information topics that exist in the FCOM supplementary is an important component of 777 flight operations.
You can’t call for the correct SP if you don’t know what it does, or that it exists.
V Australia Flight Training Department
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3. Auto Flight
3.1. Calling FMA
All FMA changes (including mode arming) should be called. This begins with the “Thrust Ref” call after THR REF is
engaged during the takeoff roll, through to the last FMA change above 200 ft on approach, normally “Land Three,
Rollout and Flare armed” after 1500 ft AGL.
3.2. Don’t throw the aircraft at the Autopilot
It would be somewhat unusual for a pilot to raise the
nose to 20°, roll in 35° of bank, close the thrust
levers and call across to the other pilot “You have
control.” Apart from anything else, it’s rude.
However there seems to be no such inhibition when
it comes to throwing the aircraft at the autopilot.
The Boeing FCTM requires that the aircraft be in trim
(this includes rudder) and satisfying the commands of
the Flight Director prior to AP engagement. Those of
you who have handed the aircraft over to the autopilot when neither of these requirements were being met, only to
have the AP then disengage (you know who you are) – are effectively demanding more of the AP than it can cope with.
Typical examples of poor AP engagement behaviours are observed after TCAS RA or Windshear recovery where FMA
modes are inappropriate for the flight path required, the FD’s are not being followed, but the aircraft is thrown at the
auto pilot anyway.
3.3. What is A/T HOLD?
Auto-throttle HOLD mode is the equivalent of the auto-throttle saying to the PF “You Have Control.” At this point, the
A/T is still armed and can potentially re-engage without an associated Pitch FMA change, but basically the A/T has set a
thrust (usually, but not necessarily IDLE) and has then taken its “hands” off the thrust levers. The PF can increase or
decrease thrust to modify the rate of descent (such as during FLCH Descents).
This is quite critical on takeoff when the A/T annunciates HOLD just after 80 knots. By this stage, takeoff thrust must
have been set in order to satisfy the performance requirements of the takeoff. Crucially, if after this point the CM1
decides an increase in thrust is required, CM1 can advance the thrust levers to increase thrust without fighting the A/T.
3.4. Heading Select THEN Select Heading
When Heading/Track Select is engaged, the AFDS initiates a turn towards the heading/track bug in the shortest
direction of turn. This means if the crew are executing a near 180° turn and do so by first setting the heading bug, then
engaging heading select, the aircraft could well turn in the wrong direction.
For this reason it is good practice to engage heading select before turning the heading bug. Note however that crew
should not engage heading select without first having an awareness of where the heading bug is and which way the
AFDS will turn. Since one of the tasks of the PF (or PM if the AP is not engaged) is keeping the heading bug in synch, it
should all go swimmingly well …
3.5. VNAV as a Tactical Mode
Generally VNAV is not good for those tactical speed/altitude changes. The MCP is where you want to be implementing
those short term vertical flight pitch changes, unless it’s changing cruise level in a low workload environment.
For example, when told to limit your speed on climb until a certain level, there is a small advantage of VNAV – you can
set 230/15000 in the VNAV CLB page and the aircraft will accelerate by itself as you climb through FL150 (all else being
equal). However this is considered a small benefit as opposed to the heads down requirement of implementing this in
the FMC at low level (below 10,000 AGL) and the increased opportunity for error this introduces into the Flight Deck.
Generally speaking – use the MCP for lower level vertical path (speed/altitude) changes. Just don’t forget to keep that
change in your mind if you have to cancel it later.
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3.6. Keep pressing that Altitude Selector … NOT
When an instructor sees a student needlessly pressing the altitude selector after a selected altitude change, it can be an
indicator of several things. Primarily automation confusion, but it is also often an indication of the lack of AFDS
situational awareness. There are generally four reasons to press the altitude selector after an MCP selected altitude
change.
• The aircraft is in VNAV ALT or VNAV PATH and the PF wishes to initiate a climb/descent.
• The aircraft is in VNAV SPD (climb or descent) or VNAV PATH (descent) and the PF wishes to delete the next RTE
LEGS page speed/altitude restriction (which is between the aircraft and the MCP selected Altitude Selector).
• The aircraft is NOT in VNAV, but the PF wants to delete the next RTE LEGS page speed/altitude restriction.
• The pilot needs to increase the Cruise Altitude in the FMC Cruise Page, based on the MCP Altitude Selector.
The most common error is level flight in basic (non VNAV) modes, a new altitude is selected and the PF presses the
altitude selector to commence the climb/descent. The habit of pressing the altitude selector needlessly can cause
difficulties when approaching a VNAV NPA approach as the PF can un-intentionally delete the altitude restriction at the
IAF (or elsewhere on the STAR/approach).
3.7. Altitude Selector and Engine Out Drift Down Descents
The question often arises whether you should press the altitude selector during the commencement of an Engine Out
Drift Down descent. Firstly – go back and read the paragraph 3.6 Keep pressing that Altitude Selector … NOT
If the standard procedure has been followed to commence an engine out descent in VNAV, there are now three
(perhaps four) reasons to use the altitude selector.
• The FMA is in VNAV ALT (Either it was VNAV ALT before the engine failure, or the altitude selector was not reset to
the preferred engine out level off altitude when the EXEC button was pressed) – Pressing the altitude selector once
will commence the Engine Out Drift Down if the MCP Altitude is first set correctly.
• The Altitude selector is set to a different altitude (usually a quadrantal level) to the FMC Engine Out Cruise Altitude
and PF needs to update the FMC Cruise Altitude to match the MCP selected altitude – pressing the Altitude Selector
will achieve this.
• Once commenced, the crew decide to expedite descent to the selected engine out cruising altitude. Pressing the
Altitude Selector at this point will transition VNAV to either a cruise descent (1250 fpm) or an idle thrust descent.
• Potentially, if the aircraft was near top of descent AND there was an altitude restriction on the legs page above the
new Engine Out Cruise Altitude, the altitude selector may be required to clear that restriction.
Note that pressing the altitude selector during an engine out drift down unnecessarily can result in the FMC
transitioning from an engine out drift down into a cruise descent of 1250 fpm, or a standard idle thrust descent.
3.8. C’mon Mav, time to do some of that Pilot …
Pilots new to the aircraft tend to be enamoured with the FMC (especially once they begin to understand it), at times to
the exclusion of common flying-the-plane sense, particularly in a training environment. For example:
You are level at 9000 ft after departing Sydney (VNAV ALT for those who looking at their FMA). It’s 09:56 UTC and ATC
want to know if you can reach FL150 by time 1000z. How can you find an answer to this?
• You can look at the legs page. If there’s a waypoint near the time 1000z, it may have a crossing altitude that will tell
you what altitude the FMC is planning you at for that time. That’ll be pretty close.
• You can place FL150 in field 6R on the Fix page. This will give you a distance to run to that point on your present
track. You can then convert that distance to an altitude using a magical formula that I haven’t thought of yet.
• You can change your cruise altitude to FL150. Then the FMC will give you a time at top of climb on the Progress and
VNAV CLB pages.
Or you could verbalise something like “Ok, six thousand feet in four minutes means 1500 fpm to FL150 – not a problem
– tell them Yes.” Turn and Burn.
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3.9. Before you engage that mode …
Crew should not select an AFDS mode without an
awareness of what flight path changes will result
from the associated mode engagement. As obvious
as this may sound, crew new to the Boeing AFDS
have a tendency to “throw” the aircraft at the AFDS.
Considerations for the various mode engagements
are details in this table.
In many cases, the selection of AFDS modes is the
result of a process following an ATC instruction and
the considerations here are superfluous. In the case
of VNAV, often insufficient automation knowledge
exists to anticipate the result of mode engagement.
Remember when you’re about to engage heading
select, the information you need to know is on the
PFD/ND heading bug indication. When you’re about
to engaged FLCH, the information you need to know
is the selected altitude on your PFD.
When you’re about to engage LNAV, the information you need is on the ND – the active waypoint, the active leg, the
aircraft position.
When you’re about to engage VNAV, the complete picture is partly PFD – current altitude, selected altitude – but
mostly the VNAV CDU page – whichever one (CLB/CRZ/DESC) pops up when you press the CDU VNAV switch.
3.10. VS : (Not So) Very Special Mode
There is a perception that VS (and by association, FPA) is somehow an AFDS mode with
inherent flight safety implications and should only be used as a last resort. Generally
speaking this attitude stems from a poor understanding of the AFDS VS/FPA mode. While
FLCH is usually superior in most situations to VS, there are a number of situations where VS
is highly appropriate.
It is true that VS has some issues related to airspeed. These issues are inherent in the design
of the mode – unlike FLCH and VNAV SPD, the primary controlling parameter is not IAS. As
such, IAS is sacrificed where necessary to maintain the primary controlling influence of
Vertical Speed. Therefore VS/FPA can be inappropriate at high altitude (and/or high weight)
when thrust is insufficient and airspeed may reduce towards minimum manoeuvring
margin. Very high VS selections in either climb or descent can result in inappropriate speed excursions.
One specific issue is the use of VS or FPA at high altitude. Engaging VS/FPA from VNAV opens the speed window to the
current IAS indication. VS/FPA level changes with IAS as the parameter commanding elevator at high altitude is
inherently risky – the MCP airspeed selector should be changed to MACH.
VS/FPA however is the mode of choice for:
• Reducing rate of climb or descent when approaching an altitude/level and other aircraft are in the vicinity.
• Non Precision Approaches when VNAV is not available.
• Continuous Descent Arrivals.
AFDS Mode Considerations
HDG SEL
TRK SEL
• Where is the Heading/Track Bug?
• Which way will the aircraft turn?
•
Are you in Heading or Track reference?
FLCH • Where is the Altitude Selector set?
•
Are we going to Climb or Descend?
LNAV
• Where is the active waypoint?
• Where is the active flight leg?
• Is LNAV going to ARM or ENGAGE?
VNAV
• Is the FMC in CLB, CRZ or DESC mode?
• Where is the VNAV Profile at this point?
• What speed will VNAV command?
•
So, what will the aircraft do?
APP
LOC/GS
• Is the ILS Tuned / Identified?
• What are Localiser/Glideslope indications?
•
Are you expecting Arming or Engagement?
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3.11. Flight Level Change and SPEEDBRAKE EXTENDED
Often the PF will select FLCH for a smaller altitude change (generally less than 3000 ft) and subsequently commence
Speedbrake extension to increase the rate of Descent. Occasionally this will result in a SPEEDBRAKE EXTENDED Caution
Message and Beeper. At this point the PF realises that the thrust levers are at an intermediate thrust setting, instead of
IDLE – hence the EICAS Caution.
It's worth noting that a FLCH descent is not necessarily an idle thrust mode. FLCH determines a thrust setting based on
the level change requirement. Smaller level changes (generally requiring less than three minutes to complete) will
result in an intermediate thrust setting. This can be determined from the THR annunciation on the AFDS, rather than
either IDLE or HOLD.
The solution to FLCH/Descent/SPEEDBRAKE EXTENDED is generally to follow through on the thrust levers during FMA
mode changes and close the thrust levers manually prior to extending the Speed brake lever.
The thrust setting calculation performed by FLCH works this way for climbs as well. FLCH may well set less than the
current thrust limit in order to achieve a level change in (approximately) two minutes.
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4. Flight Management Computer
4.1. FMC Changes : “Confirm” … “Execute”
Strictly speaking, all FMC changes that result in the activation of an Execute light should move the PM to call
“Confirm?” to the PF, and upon verification, the PF should respond “Execute”. Trainees tend to be fairly good in this
regard when all is quiet at altitude and operations are normal, but this highly recommended safety/situational
awareness technique tends to be abandoned with the pressure is on during NNM events. This is exactly the time when
the confirmation of FMC changes should involve the other pilot.
Another aspect of the Confirm … Execute technique is that it tends to separate the roles of the two crew members on
the flight deck – one pilot makes the change, the other approves it, and we avoid both pilots being heads down at the
same time.
A useful tip for the PF when confirming Direct To’s that don’t easily show on the ND (such as when a significant distance
away) is for the PF to briefly switch to PLAN mode on the ND. Usually this will show the Direct To waypoint centrally on
the screen with the dashed white modification line leading straight into it for a quick, accurate confirmation of the
pending modification. Ensure the correct ident has been used however and gross error check the distances involved.
4.2. Two heads down – FMC
Contrary to popular belief (and simulator experience) – it only takes one pilot to make a change to the FMC. In fact
changes to the FMC seem to occur faster, with less error and a more positive post-change / pre-execute cross check,
when only one pilot is involved in making the entries.
So as the PF, resist the temptation (especially during training, altitude/level changes, approach, Non Normals and other
high workload activities) to get involved in the PM’s manipulation of the FMC. Be patient – PM will find the right page
eventually, and probably learn more from the self discovery experience as well. When prompted “Confirm?” do a
positive cross check that the changes are as requested before confirming “Execute.” As the PF, isolating yourself from
the process of modifications to the FMC helps enforce your role as an independent verifier of the changes made.
4.3. Hold Page when Holding
Ideally the FMC Hold page should be displayed on a CDU (typically the PF side) when entering a holding pattern, and
while holding. If the CDU is required for another purpose then it should be used at the requirements of the crew, then
returned to the Hold page when no longer required. The crew who keeps the Hold Page up on a CDU tends to be the
one that remembers to activate Exit Hold before it’s too late.
4.4. Navaids : To AutoTune or Not AutoTune …
Choosing to manually tune the VOR’s for departure and arrival is usually
a personal choice. However the following factors should be taken into
account when deciding to manually tune the VOR’s (and thereby disable
AutoTune for that receiver):
• Generally AutoTune will select the correct aids based on the
SID/STAR/Approach/Missed Approach programmed in the FMC.
However if you fly a procedure that is not stored in the FMC
database, AutoTune may not be helpful.
• Usually the Left VOR will tend to tune forwards, the Right VOR will
tend to keep over flown VOR’s active a while longer (very subjective).
• Sometimes a better alternative to manual tuning is to back up AutoTune with appropriate pre-selects, ready for
selection in the event that AutoTune does not function as desired.
• Some crew advise using VOR frequencies in the pre-selects rather than navaid identifiers. This means that in the
event of a double FMC failure, the pre-select frequencies will work (Navaid Idents would not be recognised by the
CDU). This is fine as far as it goes, however the more likely event is an AutoTune problem, and the Navaid Idents
tend to be easier to recognise when trying to get back an Aid after an AutoTune problem than the frequencies.
• AutoTune is not perfect – often it tends to tune forwards when the PF would prefer to retain the over flown aid. The
times and places this occurs become known to crew who remember to include raw data in their scan ...
• Manual Tuning is perfectly acceptable and within the responsibility of the PF (PM should be made aware). Typically
manual tuning is employed when a particular procedure has a known associated history of undesirable AutoTuning.
• Try to remember to restore the VOR receiver to AutoTune once Manual Tuning is no longer required.
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4.5. FMC Default Pages
There are some recommended pages for the FMC CDU at various stages of flight. These are NOT mandatory. If a pilot
wishes to use another page with better information relevant to the situation at hand, this is good airmanship and is to
be encouraged. However experience has found that certain pages offer the best access to information and automation
management at certain phases of flight.
Note that poor CDU page selections for significant amounts of time are indicative of poor scan rate and lowered
situational awareness on the part of either or both pilots.
Flight Stage Recommendation Reasoning
Pre-Flight
Performance
Entry
CDU-L : PERF INIT
After CDU Pre-Flight, but prior to final load notification, if the CM1 keeps the
Left CDU on PERF INIT page, this assists in remembering to enter the
performance data.
Taxi
Prior to the
Takeoff Review
CDU-R : RTE Pg 2 Displayed for the SID identifier (or lack thereof) in the Takeoff Review.
CDU-L : TAKEOFF REF Displayed for the Flap, Runway and V2 in the Takeoff Review.
Take off
PF CDU :
TAKEOFF REF; or
VNAV CLB
The Boeing FCTM recommends the TAKEOFF REF page for the take off roll in
the event that the PF needs quick reference to the takeoff speeds.
Experience has also proven the value of the VNAV CLB page, giving the
target speed airborne (V2+25) as well as the first waypoint with an
altitude/speed restriction in the departure.
Note that once airborne, a single press of the INIT REF key will display the
THR LIM page for quick access to alter the climb thrust limit selection.
PM CDU : LEGS
The LEGS page gives the PM quick access to departure routing changes, as
well as both pilots an overview of the speed and altitude constraints on the
departure.
Cruise
PF : VNAV CRZ
Generally PF will keep the VNAV CRZ page displayed when no other page is
required. This gives access to cruise altitude related information such as
Maximum/Optimum/Recommended and predicted Step Altitudes.
PM : LEGS By default, the LEGS page is usually displayed by the PM. Some crew prefer
the PROGRESS page or LEGS RTE DATA for time and fuel estimates.
Descent
PF : VNAV DESC
The VNAV DESC page gives the PF quick reference to descent speed, speed
transition and the next waypoint speed/altitude limits.
Reference is often made to the PROGRESS pages for distance to run to
destination for height/distance cross checks.
PM : LEGS The venerable LEGS page gives the PM (and PF) access to speed/altitude
restrictions as well as giving the PM quick access for arrival routing changes.
Holding PF : RTE HOLD When slowing to holding entry speed and while established in the hold, it is
recommended for one CDU to display the RTE HOLD page.
Approach
PF : Various
VNAV DESCENT gives the Waypoint Speed/Altitude restrictions, as well as
Waypoint VB/VS/FPA information.
PROGRESS Pg 2 gives VNAV profile deviation, as well as Tail/Cross Wind
components and LNAV deviation.
PM : LEGS LEGS page for speed and altitude restrictions, particularly during NPAs is
recommended.
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4.6. Route Discontinuities are our Friend
There is a misconception that route discontinuities are a bad thing that must be
removed from the flight plan during pre-flight or during approach preparation.
The Boeing FCOM does not help in gaining an appreciation of the usefulness of
route discontinuities, advising that all discontinuities should be
cleared. This is a fairly simplistic view of what is actually a very
useful tool in the real world airline environment.
Route discontinuities come about because one part of the route
does not meet up with a subsequent part of the route. Often
this occurs for a very good reason.
Most common on departure is the discontinuity after a SID that does not meet up with the CFP route – the Sydney
RW16R KAMPI departure for example. Before removing the discontinuity – crew should ask themselves “Why is it
there?” In the case of the KAMPI departure, the question is more correctly “What do I want the aircraft to do after
KAMPI?” The SID is designed such that the aircraft should be given a vector, or cleared direct to an enroute waypoint
prior to KAMPI. But in the event this does not happen – what would you want the aircraft to do? What would ATC
expect you to do? If you remove the discontinuity, the aircraft will turn and track towards the next waypoint (for
example, WOL on the way to Melbourne), which may not be the best action.
What happens if the aircraft flies into a discontinuity? The CDU scratchpad displays ROUTE DISCONTINUITY and an
associated EICAS FMC MESSAGE will display. LNAV will remain engaged, as will the autopilot. The AP/FD will command
straight ahead. Essentially the aircraft keeps flying, but communicates you have a problem to solve.
Another common cause of route discontinuities is data problems with uploaded flight plans. An historical example
would be flights planned enroute over Ayers Rock. The identifier for the NDB and the VOR at Ayers Rock was AY. Since
the CFP uplink could not determine which waypoint to use, the FMC would instead insert a discontinuity. Crew would
close the discontinuity without determining the reason for it (or cross checking the CFP correctly) and the FMC would
contain the uplinked flight plan without Ayers Rock. The aircraft would fly across the area without Ayers Rock being
reported through FANS and ATC would file a report.
Another common use of discontinuities is during descent phase. For airfields without published STARS, the CFP and
airways clearance will often plan for the aircraft to track to the primary aid at the airfield – usually the VOR. Experience
tells you to expect to be vectored from about 20 miles towards a downwind position. A PBD waypoint (VOR/-20),
followed by a route discontinuity, then the instrument approach can leave you with a legs page that will comply with
your clearance (even after the discontinuity, it will continue to track towards the VOR) but provide the FMC with the
right track miles to provide a reasonable VNAV descent profile. If you get to 20 miles without a vector – AP/FD
commands straight ahead and you are informed of the problem via scratchpad/EICAS.
The long and the short of route discontinuities is – they are there to be used and when used, should be briefed as to the
intent of the discontinuity and the action that will be taken as it is approached.
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4.7. ALTN Page – DIVERT NOW
Unless you are being radar vectored back to your departure
airport, the ALTN page is the quickest and most complete
method for setting up a diversion in the FMC. The DIVERT
NOW prompt clears out all the legs page entries except that
required to return and sets the new destination airport in the
Route page, which gives access to the STARS and approaches
for the airport.
A common error associated with this FMC feature is the
deletion of the active waypoint the PF is using in LNAV – or the
holding pattern the aircraft is currently following.
Most commonly DIVERT NOW is used to:
• Route direct to the airport identifier (eg: YSSY); or
• Route first to a waypoint that is already on the LEGS page
(not necessarily the active waypoint) then the diversion
airport identifier.
Best practice is to use the DIVERT NOW prompt on the individual airfield page of the ALTN page, to verify the choice of
diversion waypoint prior to selecting the feature. Ensure either DIRECT TO or OVERHEAD XXX has been selected (<SEL>)
as desired by the PF.
Finally, when the Execute light is lit – a check of the LEGS page on the CDU (either PF or PM side) gives a last chance
opportunity to save the Hold or Active Waypoint that wasn’t supposed to be deleted.
This last LEGS page check is what the FMC does when the Final Course INTC feature is selected from the DEP ARR page.
This feature also deletes all LEGS page waypoint, and establishes an inbound final approach course to a database
selected final approach course fix. Prior to execution, the pilot is automatically shown the LEGS page so the destruction
of the flight plan can be confirmed prior to execution. Unfortunately Honeywell did not implement this feature in the
DIVERT NOW feature logic – so you should do it.
4.8. The FMC is trying to tell you something – why aren’t you listening?
The CDU scratch pad is the FMC’s only way of trying to tell you something. Messages like “VNAV/PERF UNAVAIL” or
“INERTIAL/ORIGIN DISAGREE” or “ROUTE DISCONTINUITY” are the FMC’s way of communicating a problem to the crew
– a problem that is valid, even if the crew don’t understand the message. It’s not uncommon to see crew clear those
messages with minimal acknowledgement, a habit that unfortunately commences during simulator training.
CDU Scratchpad messages need to be dealt with like any other annunciation in the flight deck. Noticed, Called,
Analysed, Acted Upon. Some of the more common (ly ignored) FMC messages are listed here.
FMC/CDU Message Meaning
INSUFFICIENT FUEL Because of a change in flight conditions or the route, the computed route fuel burn
exceeds the total fuel on board, less reserves. Is there a valid reason for this?
UNABLE HOLD
AIRSPACE
The radius of the holding pattern, calculated by the FMC, exceeds the FMC maximum
protected airspace limits.
UNABLE CRZ ALT
Performance predicts a zero cruise time at the entered cruise altitude. Typically if the FMC
was in VNAV CLIMB mode (note FMC not necessarily the Aircraft) but has now calculated
the programmed Cruise Altitude is not feasible. The FMC has in effect just transitioned to
VNAV DESC mode and should begin to calculate a descent path.
RW/ILS CRS ERROR
RW/ILS FREQ ERROR
Either the airplane is within ILS automatic tuning range and the tuned ILS frequency/course
does not match the frequency/course for the active arrival runway, or the FMS is not
receiving valid course data from the same ILS that the FMS is using for frequency data, or
valid frequency data from either ILS.
A complete list of FMC/CDE messages and their meanings can be found in the Boeing/Honeywell 777 FMS Guide.
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5. Non Normal
5.1. Checklists and Checklist Memory Items you’ve never seen
The Boeing Flight Training transition course is reasonably complete. It’s certainly considered complete by CASA, who
certify crew as type rated as the result of successfully completing the course. But it certainly does not cover all the
available non normals, nor practice and evaluate all of the Checklists and NNM manoeuvres present in the QRH and
FCTM.
So if you front up to a refresher course having been signed out on your Type Rating, OPC/IR check – and encounter an
event in which you are required to action a checklist with memory items, or fly a manoeuvre you don’t know, because
you haven’t seen it in the simulator – whose fault is that?
As a general principle, students on transition course should also consider all un-annunciated checklist titles and
condition statements as memory items along with the memory items in all checklists. Action items associated with
manoeuvres such as the Terrain Escape Manoeuvre and Windshear are also to be memorised.
5.2. Fly The Plane
In a training environment, these words, this thought process, the actions associated – all should be foremost in a
Trainee’s mind.
• Instructor asks you “What would your initial actions be in the event of an engine failure at altitude?” The answer
is: “Fly The Plane.”
• Instructor asks you “What would you do in the event of an FMA VNAV ALT annunciation when you engaged VNAV
prior to commencing an NPA?“ The answer is: “Fly The Plane”
• Instructor asks you “Are you buying the beer in the pub tonight?” The answer is “Yes” and “Fly The Plane”
5.3. Slow down, enjoy the emergency
Yes, it’s an airborne emergency. Yes, quick action may be required (rarely). Yes, you knew it was coming (in the
simulator). Yes, you know how to deal with it. All of these are not reasons to justify quick and possibly ill-considered
actions during a Non Normal. You are usually advised to treat the simulator like the aircraft. In that case – slow down!
Statistically, this is the only engine failure you ever going to see – slow down, enjoy it, get it right.
Indications of the need for a crew to slow down include hunting for the Engine Fail checklist in the ECL before the
ENGINE FAIL message has even made it to the EICAS. The response to an engine failure (or any malfunction) should
include a failure analysis, prior to selecting the checklist to be actioned.
Another indication of rushing is launching into the Cabin Altitude Memory Items prior to the (relatively) slowly climbing
cabin reaching 10,000 ft. Ideally, it would be nice to confirm an inability to control the cabin, prior to descending to
10,000 ft and committing the aircraft to a new destination for a malfunctioning outflow valve.
The right action, implemented after some thought and analysis will almost always provide a better solution – or at least
the same one – than an impulse response, irrespective of whether it is right or wrong. In this regard – two heads are
usually better than one.
Checklist memory items and checklist actions should also be competed in a calm, unhurried, crew co-ordinated
manner. While items which are irreversible, or have a significant impact on flight safety are generally confirmed by both
pilots – there are still many items in the various checklists and memory items which are not – but can make life very
difficult when you action the wrong switch, or the right switch in the wrong manner.
5.4. Confirming Memory Items/Checklist actions
Often the PM falls into the habit of confirming all checklist actions with the PF during NNMs – especially when new to
the aircraft. There is actually a very limited set of controls that need the confirmation of the other crew member prior
to being actioned during a Memory Item/Checklist. There is no need for the PM to confirm all the items in a NNM
checklist with the PF.
5.5. How to guard a control
Note that the guarding of controls is optional in V Australia.
When guarding a control (such as the Fuel Control Switch), the PF should not grip the control, as if about to action it;
rather PF should prevent the control from being actioned – even by the PF. An example of this methodology in action is
resting a clenched fist on the Engine Fire Switch (so that can’t be pulled) as well as up against the fuel control switch, so
that it cannot be selected to Cutoff.
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5.6. Mayday vs PAN
Boeing documentation does not provide clear guidance on what conditions should result in a Mayday call to ATC, vs
what call should result in a PAN PAN PAN. Anytime the checklist calls for Land ASAP crews should consider one these
calls. Other considerations are as follows.
• Any time critical failure such as an un-extinguishable engine fire or un-controlled (or un-determined source)
smoke/fire in the cabin should be a Mayday call.
• Severe engine failures, engine fires, smoke/fire in the cabin (whether under control and/or source) – should be a
Mayday as well.
• Other engine failures, hydraulic failures resulting in significant flight control system loss (or single source hydraulic
remains), single remaining electrical source, unreliable airspeed resulting in manual flight with minimal
instrumentation – all such failures should result in at least a PAN call.
• Where a PAN call has been used and inadequate support from ATC is obtained – crew could consider upgrading to a
Mayday call.
• There are some countries where the use of a PAN call could create more confusion than assistance from ATC.
• Crew can always declare a Mayday during the initial stages of a NNM, then later downgrade to a PAN call.
5.7. Oxygen Masks
Oxygen Masks are usually donned during one of the few times during NNM operations where time is a significant factor
in the successful outcome of a NNM event. This is probably why it’s often poorly done in the simulator. Donning an
oxygen mask is a simple procedure:
• Place your headset backwards around your neck.
• Grab the Oxygen Mask Release Levers, pull and squeeze to inflate the mask harness.
• Place the inflated oxygen harness over your head and when in place, release the release levers and ensure a
comfortable fit. Breathe. Don’t forget to breathe.
• Move your headset back over your ears, select Flight Interphone (consider enabling the speaker as well) on the RTP
and test call “Captain On Oxygen”. Look for a response from the other pilot.
Note that if you are not using a headset at the time, the speaker should have already been selected, but may require a
significant increase in volume in order for the crew to communicate. Glasses (prescription or otherwise) are an
additional complication and crew should know ahead of time how they will handle prescription glasses in conjunction
with an oxygen mask. Experiment in the simulator.
Removing them successfully is slightly more complicated. When at 10,000ft Cabin Altitude with flight path and
navigation established, someone needs to go first. Instructors don’t like to see both pilots disappearing off to the sides
to come off oxygen – who’s flying the plane? Once the first mask is removed, the Oxygen door closed, the reset switch
pushed, the second pilot can then have a go. In the sim, hang the mask on the headset hook behind you so you don’t
run over the tubing with the seat later on ...
5.8. Cabin Altitude Memory Items
There are at least a couple more points worth making about Cabin Depressurisation and potential Rapid Descent.
Firstly – note the word potential. Not all cabin pressurisation problems lead to Rapid Descents. Often they are
controllable through a NNM checklist. It’s worth noting that sometimes the crew that takes the aircraft unnecessarily
down to 10,000 ft over the Pacific, will have just committed the flight to an overnight on an island somewhere,
irrespective of whether the aircraft is successfully re-pressurised.
It’s also worth noting that the memory items associated with the Cabin Altitude are a higher priority than an ATC call.
Finally, the memory item is “Passenger Oxygen .. Push to ON and HOLD for
one Second” not “Look at the EICAS and see if PASS OXYGEN ON is showing,
then move along with your life citizens.” PM should backup any auto deployment by actioning the required memory
item and press the switch.
5.9. NNM Checklists Complete ... EICAS Recall vs Review
It is not necessary to perform a Recall of the EICAS when NNM checklists are complete. At this point the PF will
normally want to clear the EICAS to move on with the management stage of the NNM. Unless the PF wants a complete
review of all NNM failures that have occurred since engine start – all that is required is an EICAS Review to facilitate
clearing the EICAS messages.
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5.10. Wake up the PM
Considering how workload intensive for the PF exercises such as TCAS RA, Windshear low to the ground and Terrain
Escape exercises can be – it’s interesting how often during these exercises nothing is heard (or nothing of use anyway)
from the PM. Just at the time when the PF could really use information like “Two Hundred RAD ALT AND
DESCENDING” during a windshear exercise, the PM is focussed on the same inch square part of the PFD that has the
PF’s attention, and says nothing at all. It’s worth noting that during exercises that involve the potential for ground
contact (Windshear, CFIT, etc) – calling useful information is a skill that benefits from forethought, just like any other
skill. Calling Rad Alt values rather than indicated Altitude tends to communicate the needs of the situation more clearly.
As the PM you’re there to assist and monitor the PF – not be caught by the same tunnel focus attention deficit
problems that strike the pilot flying the aircraft. Also a call to ATC (eg “TCAS RA”) to let them know what’s going on is
useful when circumstances permit as well.
5.11. Cancelling EICAS – Checklist still to complete
There should never be a situation where an EICAS message with an associated () incomplete checklist is cancelled. A
Captain may choose not to commence, or choose to halt a checklist – but the associated EICAS message should remain
displayed.
5.12. Recovering from TCAS RA (or most Manual Flight NNMs)
After a TCAS RA, the PF is now (hopefully) in control of an aircraft that is in complete manual flight – including thrust.
The aircraft has most likely deviated away from its previous flight path (usually either ALT, VNAV ALT or VNAV PATH)
including selected speed. If you have read the comment elsewhere in this document about not throwing your aircraft at
the autopilot you’ll know that the answer to this is NOT to engage the AP and hope it fixes the problem. That’s not what
it’s certified for.
During and after a TCAS RA – don’t forget manual thrust is required for speed. Without appropriate manual thrust
inputs either an over speed or under speed is a likely outcome – fly the aircraft.
• For the recovery, firstly verify that your altitude selector is where you want to be. If not – call for it to be corrected
by the PM.
• Then call for FLCH (you’re manually flying – the switch is not yours to press). In one press, this mode will engage the
auto throttle and the flight director pitch bar in the correct modes to return your vertical flight path to where it
needs to be to regain your desired altitude.
• Now consider your lateral mode – do you need Hdg/Trk select or is LNAV doing the job?
• All that remains at this point is to steer the flight director and you can then engage the autopilot.
5.13. ECL checklist Title usage
Crews are encouraged to use the ECL in a formalised, regimented manner. Good habits practiced during times of low
stress and workload transfer to periods when the workload and stress is higher.
• Call for a checklist by its full and correct title “Engine Severe Damage Separation Left Checklist”
• Read the checklist title and condition statement in full once the checklist is displayed on the MFD.
• Read the checklist title in full and the completing statement when a checklist is complete “Engine Severe Damage
Separation Checklist Complete Except For Deferred Items.”
5.14. Flaps for Go-Around
There is a common misconception that following a Flap 20
Approach/Landing, the missed approach is flown with Flaps 5 –
“Go-Around … Flaps 5”
In fact Flaps 5 in the Go-Around should only be called for when
specifically directed by the ECL NNM checklist, which is usually
done to improve climb performance characteristics during the missed approach.
Examples where Flaps 5 is not called for during a go-around after a Flaps 20 approach include the following.
• STABILIZER : Flaps 20 is used to provide increased airflow over the tail to ensure sufficient elevator authority for
landing. Flaps 20 is maintained during the Go-Around.
• FLIGHT CONTROLS : Flaps 20 is used to provide increased airflow over the flight controls and improve airplane
manoeuvring characteristics. Flaps 20 is maintained during the Go-Around.
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5.15. Communication after a NNM – who do you call?
In the simulator, we tend to play lip service to the communication requirement
after a NNM event. No instructor wants to sit through an extended NITS
briefing to the FM, long details to the Company or Engineering, nor an off the
cuff, hesitant, convoluted and occasionally alarming PA to the passengers.
However these actions must be included in your thinking after a NNM. At least until command training, something
along the lines of “Ok now I’d call the Company … Done”, then “And now I’d give the FM a NITS briefing … Done.”
Finishing with “Ok let’s tell the Passengers what’s going on … Done” meets the need.
If you need a crutch to remember who to call after a NNM – look at your primary communications device – the RTP.
There’s a checklist built right into it. Look through the various possible MIC selections and analyse who you normally
talk to through that channel – there’s your checklist of who you might need to talk to:
• VHF L - ATC (Distress Call, Assistance Request, Information)
• VHF C(DATA) - ACARS (Weather, Diversion Report, Other Company Reports)
• VHF R - Company, Engineering.
• FLT Intercom - Ground Engineering
• CAB - FM, Cabin Crew.
• PA - Passengers
Who to contact after a NNM will vary with the situation, as will the order in which they should be contacted and the
information to be provided. Who is told what, how much is communicated, and the order in which it’s done begins with
remembering to do it in the first place.
5.16. Dual Engine Fail/Stall – who flies?
The initial indication of a Dual Engine Fail/Stall (apart from the loss of both engines) is the reversion to standby
electrical power. During those first critical 30 seconds or so, the aircraft is essentially on battery power and only the
CM1 has flight displays. As soon as this is recognised, control should be handed over to the CM1, and CM2 should
become the PM to run the memory items. It can be quite a challenge flying a 300 ton glider without easy visual
reference to flight instruments.
Some displays are restored as the RAT is successfully deployed, and full electrical capability is achieved as the APU
comes online. Control can then be handed back to the CM2 at the discretion of the CM1.
5.17. Flaps/Slat problems & Speed Reduction
Normally during the speed reduction associated with Flap/Slat extension there is no
requirement to wait for Flap/Slat extension to complete before reducing speed. If you
are at Flaps 1 and call for Flaps 5, as soon as the 5 indication is evident on the speed
tape, PF will bug the speed straight away even as the Flaps run to 5.
However during Flap/Slat failures that use secondary electrical extension such as
FLAPS PRIMARY, FLAP/SLAT CONTROL or FLAPS/SLATS DRIVE crew are advised to wait to reduce the airspeed until
after the requested flap/slat extension has been achieved. This is due to the slow speed at which the Flaps/Slats extend
during these failures. This is particularly important during the extension of Flaps/Slats to Flaps 5, which can take
significantly more time.
5.18. Flaps/Slat problems & Slower Deployment
Flap/Slat extension through the secondary electronic motors such as during
FLAP/SLATS PRIMARY or FLAP/SLAT CONTROL comes with a NNM checklist
note to plan additional time for Flap/Slat extension.
It’s worth quantifying the effects of slower extension. The figures
here are not definitive and based on ISA conditions at Max Landing
Weight, but do give an idea of the average increase in distance/time
for secondary extension. Note that the times shown here under
NM/NNM are cumulative. The increase in time is approximately
2 minutes, or less than half a hold. From Flaps Up to Flaps 20 takes
approximately 10 track miles under secondary extension.
Flap
Extension
Time (mm:ss)
NM NNM Incr
UP Flaps 1 0:10 1:00 + 0:50
Flaps 1 Flaps 5 0:30 1:50 + 0:20
Flaps 5
Flaps 20
0:40
2:35
+ 1:55
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5.19. Landing using Flaps 20 Yes/No
Often at this point during a NNM checklist, crew are
observed to dive down into the FMC and select the Flap and
Speed setting implied by this question in the checklist. While
this is a good procedural technique for several reasons – at
this point it’s still a little early.
Shortly after this question in the NNM checklist, the crew will
be instructed specifically what flap setting and speed additive
to use for the approach. In the case of many checklists this
may not be the reference speed associated with the flap
setting – as in the example shown here. As such the proper
technique is to wait for the Note advising Flap and Vref
additive setting.
5.20. Setting a NNM Vref – reference the ECL Notes
There are a variety of NNM’s that affect the Vref setting for approach in the FMC. Specified by the applicable ECL/QRH
Note will be the flap-basis of the speed (usually either Flap 20 or Flap 30) as well as a variety of speed additives.
Anytime a crew member is setting a non-standard Vref, the ECL/QRH Notes should be directly referenced to ensure the
accurate setting of the Vref Flap/Speed selections – don’t rely on memory.
5.21. Slats Drive – Do We Extend the Flaps?
There is occasionally some confusion on the flight deck
associated with the SLATS DRIVE NNM. A Slats Drive
failure leaves the Slats unavailable to the crew. While
not necessarily mechanically correct – you can think of
this failure as the detection of an asymmetric Slat
extension and therefore the FSEU has shut down the
affected system to preclude further asymmetric control
surface deployment. This is one reason why Alternate
Flaps – which overrides the FSEU for BOTH Flaps and
Slats – is specifically forbidden.
Having been told they must not use Alternate Flap extension, Crew are sometimes reticent to extend Flaps through the
normal Flap lever. However a visual review on the PFD of the nominated QRH NNM approach speed (Vref 30+30)
confirms the need for additional flap extension for landing. The checklist also says “Use Flaps 20 and ... for landing.”
5.22. Memory Items Complete …
When the PM has completed all the memory items associated with a QRH Checklist, the standard call “(checklist title)
… Memory Items Complete” is required. This call is often overlooked by crew. The call is important as it identifies the
need for the PF to direct the next phase of NNM operations – Either an EICAS Review, Call for another
Checklist/Memory Items, or complete the associated NNM checklist.
5.23. Fuel Jettison, Fuel To Remain – How Much?
The decision of Fuel To Remain when running the Fuel Jettison checklist is
usually driven by the target of Maximum Landing Weight, but other
considerations should also be taken into account.
More Fuel : Sometimes it’s worth keeping another airport within fuel range of
the aircraft. If you’re looking at returning to Perth (which means considering
fuel to Adelaide), if the ZFW is high (which can leave as little as 14 tons) – an overweight landing may be worth
considering.
Less Fuel : Occasionally performance issues such as shorter runways or obstacles in the missed approach may make it
worth considering a fuel load less than Maximum Landing Weight – particularly with a low ZFW. The conditions would
need to be extreme however, typically for a 10 ton change in aircraft weight, runway distance improves by less than
100 meters and climb performance improves by less than 1%.
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5.24. Overriding NM Checklist Items.
Some NNM events result in NM checklist items failing to close loop. Typical examples include Flap/Slat failures such as
Flaps/Slats Drive or Flap/Slat Control. Approach and landing is flown with Flap 20. The Landing Checklist has the
relevant item Flaps .... 20 – but despite the flaps being selected and indicating 20, the NM checklist Flaps items fails to
complete the loop. Crew must Item Override in order to complete the checklist.
It’s important to for crew not to focus on the need to override the checklist item – but instead focus on the need to
verify that the checklist item has been met – in the example above, make sure the Flaps are at 20, before overriding the
checklist item.
5.25. Rapid Descent and Task Protection
There is a long standing CRM principle called Task Protection. Basically the intent of this is that despite the multi tasking
needs that are placed on a pilot during the complex operation of a multi-crew, automation dependant flight deck –
most people can really only do one thing, very well, at a time. Allowing the quality of your current task to be degraded
by commencing a second, or even third one is not good airmanship or common sense. Especially when the second and
third tasks could well have waited, and the first one involves saving lives.
A case in point is the Cabin Altitude checklist/memory items. Once the memory items are complete and the aircraft is
established in the rapid descent, the option of calling for and completing the associated checklist presents (or not),
along with the other NNM event handling aspects of this failure.
In the simulator (after the adrenaline raising onset to this exercise) a period of low activity is encountered by the crew,
and the instructor. Memory Items are complete, NNM checklist is held (or not), the aircraft is flat out descending with
Speedbrake and the regular sound of Darth Vader breathing can be heard in the simulator. There’s nothing to do and
the crew are keen as mustard to find something. This is NOT the time to contact ATC for the weather. This is NOT the
time to decide where to divert to. This is NOT the time to communicate with the cabin or passengers (although it is
funny to listen to - “Ladies and Gentlemen, PSSST PSSST, we have experienced a minor technical difficulty PSSST
PSSST with the air conditioning system PSSST PSSST and are descending to ten thousand feet where PSST PSST you
can all begin breathing again.”)
Protect Your Task. Your task is:
a) Get the aircraft safely to 10,000 ft.
b) Get yourself and fellow oxygen breathers safely off the oxygen masks so you can talk and plan effectively again.
c) Assess the Flight Path and Navigation – are you safe? Where’s the Terrain? Do you need a mini-plan?
d) Complete the Non Normal Checklists – all of them.
Then it’s time to move onwards to ATC, Cabin, Passengers, Company, etc.
It should be noted that in the worst Cabin Depressurisation and Rapid Descent (such as a door/window blowout) where
the cabin altitude climbs at tens of thousand feet per minute (or more) – it’s unlikely the crew will be in any condition
to attempt the Cabin Altitude Checklist during the descent. It will be all they can do to breathe and concentrate on
flying the aircraft as they attempt to deal with several nasty effects of high altitude flight including middle ear pain,
chilling, internal pressure gas expansion and the potentially associated internal tissue trauma, decompression sickness
and hypoxia. On the day – unless as a crew you’re up to it – the checklist can wait. Fly the plane.
That covers Rapid De-Pressurisation/Rapid Descents. Not all de-pressurisations are rapid. If the rapid descent is
established and if all the memory items are done – and at the direction/agreement of the PF/PM – the Cabin Altitude
checklist can be called for onto the MFD. It can be run by the PM, monitored by the PF and in the very least used to
back up the important memory items of the drill.
Like so many other things in Aviation, this is a valid technique as long as you don’t mess it up ...
5.26. Dispatch with a NNM
When dispatching with a defect under the DDG, no information is
provided to crew as to how the NNM should be handled after start
when EICAS detects the fault. One common response by the crew is
to override any NNM checklist – this is usually the wrong response.
Run the NNM checklist. Any Notes generated as a result will gather
for the Recall/Notes part of the Arrival Briefing/Descent Checklist.
Usually these notes are relevant to the operation – because the
equipment is actually failed and needs to be taken into account during subsequent flight operations.
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5.27. Fire Engine – Use Your Own Clock
Once that first fire bottle has been fired, the intent of the FIRE ENG checklist memory item is for
the PM to start the onside clock to time for 30 seconds in preparation for the second bottle.
Bringing up the FIRE ENG checklist at this point to use the inbuilt timer instead of your own
clock is against the operating philosophy of the EICAS/ECL. In the event that there are multiple
checklist or the timer doesn’t function it also exposes the NNM to inaccurate timing.
5.28. Cabin Altitude Checklist (Silently)
A technique commonly taught to crews
regarding the Cabin Altitude/Rapid Descent
NNM Event is for the PM to display the
Cabin Altitude Checklist after the Memory
Items were completed and then silently
verify the completion of the memory
component of the NNM checklist during
early stages of the Rapid Descent. This
technique is not in accordance with
Boeing NNM checklist philosophy.
Some justification for this technique can
seem to be found in the QRH Checklist Instructions (CI 2.4).
The last paragraph (highlighted) can be read to endorse this technique of verifying the completion of the memory items
prior to the PF calling for the Cabin Altitude Checklist.
In fact, this paragraph must be read in the context of those before it. In sequence the events are:
a) Non Normal Event Occurs.
b) At the direction of the PF, both crew members complete the memory items in their area of responsibility without
delay.
c) When flight path is under control; clear of a critical phase of flight; memory items complete – PF calls for the NNM
Checklist associated with the completed Memory Items.
At this point, the paragraph in question becomes applicable. The NNM checklist is commenced at the request of the PF.
If this checklist includes Memory Items – these will be at the beginning of the checklist and if completed (as they should
be at this point), the Memory Items will be one of the following two types:
• Closed Loop – PM does not need to read these reference items.
• Open Loop, Action Performed – PM must read them, check them off as done. PF does not need to respond.
In the event the PM is operating the paper QRH, all items will be read aloud and verified complete by the PM, with no
involvement required by the PF, assuming all Memory Items were completed correctly.
So this paragraph does not endorse the silent running of the Cabin Altitude checklist after the completion of the
Memory Items, but addresses the normal commencement of a NNM checklist that begins with Memory Items.
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5.29. Fuel Jettison & Fuel Imbalance
After the loss of an engine at heavy weight, crews will often be
confronted with the EICAS FUEL IMBALANCE advisory, having
already commenced fuel jettison to reduce weight for landing.
The Fuel Imbalance will occur after the Centre Tank has been
emptied by the jettison (and the remaining engine).
The FCOM/FCTM contains no limitation on simultaneously
running both procedures. The FUEL IMBALANCE message itself is
not inhibited during fuel jettison. Inherently many Captains are
distrustful of running two fuel NNM’s at the same time – perhaps
for good reason (many of them have flown Airbus).
The issue of the need to combine fuel jettison with the fuel
balancing procedure is rarely encountered in the simulator, in
spite of the fact that it should be a common event. Instead the
jettison is commenced normally, but then expedited down by the
instructor towards the final jettison fuel figure – a process which
automatically balances the fuel load. Often the unwanted fuel is dumped by the
instructor without use of the jettison system at all, once the crew identify the heavy
aircraft weight. With fuel jettison from maximum takeoff weight to maximum landing
weight taking over 40 minutes, instructor intervention to expedite is not surprising.
In fact the question is not “Should you run
the Fuel Imbalance Checklist while engaged
in Fuel Jettison?” but in fact “Should you
choose NOT to run the Fuel Imbalance
Checklist during Fuel Jettison.”
Choosing NOT to run a NNM checklist is
always within the purview of the Captain –
but the implications of not running that
checklist should be mitigated (see SOP
Amplification : EICAS/ECL, How NOT to do a Checklist.)
If the crew choose not to run the Fuel Imbalance checklist, then potentially they could be accepting a 6-8 ton fuel
imbalance by the time the jettison is stops, with less than 5.2 tons in the main tank providing fuel to the remaining
engine. Potentially the Overweight Landing Checklist will still be required, as the FUEL JETTISON MAIN system failure
occurs when fuel in one of the main tanks reaches jettison standpipe level (5.2 tons) before the fuel jettison target fuel
load is reached.
A Captain can always choose not to do, or to halt a NNM checklist. In this case the best method may be to commence
the Fuel Imbalance checklist, verifying there is no fuel leak, then halt the checklist prior to the commencement of the
actual fuel balance procedure. Complete the fuel jettison, then return to the Fuel Imbalance checklist and proceed.
On the other hand, the Fuel Imbalance checklist works well enough during fuel jettison – as long as nothing else goes
wrong. The main tank jettison pumps take no part in the balancing of fuel, they feed into a separate manifold. As long
as the jettison nozzles are open, fuel from the centre tank takes the path of least resistance out the jettison valves.
When jettison is complete the pumps cease operation and the centre tank isolation valves are closed automatically.
The point of this section is to explain the issues associated with Fuel Imbalance combined with Fuel Jettison – and to
point out that this is another of those times where if the crew chooses NOT to do something – it should be NOT done,
properly.
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6. Non Normals on the Ground
6.1. Keep the Big Picture
A common error during NNMs on the ground is for the flight crew to forget the outside world. Whether this is an
engine start abnormal, a pack failure after pushback, or something more serious, there is a tendency to forget the
ground engineer connected below, ATC and the fact that the aircraft is probably blocking a taxi way while the NNM is
being actioned. Keep the ground engineer and ATC in the loop, maintain the big picture during ground NNMs.
6.2. Confirmation is not required
When running Memory Items or Checklists that use the word
“Confirm” during NNM’s on the ground – confirmation of the
intended action is NOT required. The lack of confirmation on the
ground is specifically useful during time critical memory items such
as Engine or Cargo Fires, or other failures which are leading
towards a Passenger Evacuation requirement. PM gets on with the
Checklist/Memory Items in an expeditious, if careful manner.
Note however that this does not necessarily preclude the PM from choosing to confirm with the PF (or CM2 confirming
with CM1) irreversible actions during NNM events on the ground that are not time critical. Such a confirmation could
be considered good airmanship when time is not of the essence and achieving the aim of a NNM Checklist/Memory
Item accurately as a crew is a higher priority.
6.3. To Stop or Not to Stop …
When a NNM event occurs on the ground, one of the first considerations should be whether or not to stop the aircraft.
Irrespective of which pilot is PF, this is usually the call of the Captain (CM1). CM1 should seriously consider stopping the
aircraft if the NNM event is likely to lead to:
• Calling for Checklist Memory Items.
• NNM Checklists that will require the attention of both pilots (Cautions/Warnings?)
• Any potential for a Passenger Evacuation.
In particular – if there is any potential for a Passenger Evacuation – CM1 should take control, bring the aircraft to a halt,
set the Parking Brake, (decide whether to) stand the Cabin Crew to Attention – and call for the appropriate Checklist/
Memory Items.
This control handover stems from the requirement for the CM1 to be the PF during the Evacuation Checklist, and a
recommendation to avoid changing PF/PM during Checklist/Memory Items.
6.4. Who has the Radio?
When calling for Checklist/Memory Items on the ground, CM1 has a brief opportunity to take the radio for the duration
of the NNM. During events such as Fires, Rejected Takeoff and Passenger Evacuation the radio as a potential source of
information can be determinative on the outcome of the NNM. Direct access to that information can expedite the
CM1’s decision process and ensure the accurate flow of information. CM1 taking the radio also leaves CM2 to run the
NNM checklist/memory items without distraction.
6.5. Passenger Evacuation & Paper QRH Usage
During the Passenger Evacuation Checklist the removal of AC power
sources requires the use of the Paper QRH (no ECL), which is made more
difficult (at night, or anytime in the sim) by the removal of AC power and
therefore the majority of flight deck light sources.
Additionally the Passenger Evacuation checklist requires action items of
the CM1, both at the beginning and in the middle of the checklist. CRM
is best served when both crew have access to the checklist during the
procedure.
Because the Dome Light remains functional through to the end of the
checklist, the best solution tends to be for the CM2 to place the QRH on
top of the lower MFD, turn on the Storm light switch and run the
checklist from there. In this position the checklist remains illuminated by
the Dome light and both crew can review the QRH checklist as it is
actioned.
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6.6. If you’re going to Stop …
Anytime the aircraft is stopped on the ground with NNM’s in
progress, actions are taken based on Pre-Flight Areas of
Responsibility (AOR).
This does not mean the FCOM CM1-PF/CM2-PM AOR – the QRH CI is
referring to the FCOM Pre-Flight Scan Flows actioned by CM1/CM2
during flight deck setup.
Basically – when actioning switches during a NNM on the ground
with the aircraft stopped – switches and knobs are activated during
the Checklist/Memory Items by the pilot that pre-flighted them
before engine start. So:
• Auto Throttle Arm Switches – CM1
• Thrust Levers – CM1
• Fuel Control Switches – CM1
• Engine Fire Switches – CM2
The QRH identifies C or F/O on the QRH Passenger Evacuation
checklist, confirming the pre-flight areas of responsibilities for the
relevant checklist actions.
6.7. Passenger Evacuation & Clearing the Runway
The issue of whether to clear the runway prior to a passenger evacuation (as part of a rejected takeoff) is hotly debated
amongst trainers and crew alike. The benefits of clearing the runway usually revolve around leaving the runway open
for airport operations and potentially turning the aircraft into wind in the event of engine/APU/cabin fire.
One of the dangers of leaving the runway, particularly when
a fire is involved, is the potential to expose the aircraft to a
crosswind that could burn across the fuselage and turn and
engine fire into an airframe fire. At some airfields where taxi
ways are narrow the aircraft can be left in a position where
access to an engine fire by fire services can be significantly
restricted. Airfields that include taxi ways with bridges
across roads and waterways can cause similar issues with
fires on the ground.
Generally the conservative approach is considered to be to
bring the aircraft to a halt on the centreline of the runway and
commence the required NNM procedures. Any turn off the
runway must be undertaken in full knowledge of the prevailing wind and ideally briefed as part of the emergency
briefing, and potentially updated as the aircraft approaches the runway.
A similar issue exists after a high speed rejected takeoff where passenger evacuation is not required. Typically there is a
limited time period before the potential for a brake fire must be considered. While clearing the runway might well be
considered a friendly action to airport operations – doing so onto a narrow taxi way where fire services can’t access the
brakes needs to be a higher consideration.
6.8. Landing NNMs & Passenger Evacuation
When landing with an abnormal that might lead to a passenger evacuation, whether forewarned and pre-briefed such
as a previously existing un-extinguishable engine fire, or late notice such as an APU fire on short final, it is generally
recommended that the CM1 take control during at some point, bring the aircraft to a stop, set the parking brake and
stand the crew to stations “This is the Captain … Cabin Crew To Your Stations.” From this point on CM2 is the PM and
will run the appropriate Recalls/Checklists and CM1 retains oversight of the NNM and may also choose to take
communications as well (6.4 Who has the Radio?).
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6.9. Rejected Take Off – Give the CM1 a Chance
One common error observed during a rejected takeoff (or a landing NNM that potentially requires a passenger
evacuation) is the CM2’s need to push into the NNM cycle prior to the CM1 completing the current task of executing
the RTO.
Typically the CM1 will rejected the takeoff, perform the required actions, along with the CM2 calls, verifications and
ATC call. As the aircraft comes to a halt, the CM1 stows the reversers and sets the parking brake, CM2 will launch into
the assessment phase – calling the EICAS or analysing the engine failure.
At this point the CM1’s focus needs to be task protection. The CM1’s task is to bring the aircraft safely to a halt, set the
Parking Brake and decide whether to stand the crew attention to the doors, and execute that decision. Only then
should the CM1 allow the NNM to move forwards and ask the CM2 for an assessment. CM1’s need to focus on task to
completion, so CM2’s need to be careful distracting CM1’s during this critical phase.
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7. Engine Failure After Takeoff (EFATO)
7.1. Engine Failure After Takeoff (EFATO) – Pitch Attitude
Students are often taught during engine out training to
target a pitch attitude of 8° to 11° after takeoff rotation. This
is because a pitch attitude significantly more that this usually
results in a subsequent loss of airspeed to V2 (or below) and
a necessarily correcting pitch change to recover. Typically
engine failures in the simulator are practiced at maximum
landing weight with de-rated thrust.
It is common (in the simulator) to see a student pitch to about 12° after an EFATO which initially results in a stable
speed – but then as the Landing Gear retracts the speed decays and a pitch attitude at or below 8° is usually required
(with an associated loss of climb performance) to recover. Typically this recovery manoeuvre is necessary just as the
student has commenced trimming the aircraft – hence the admonishment to aim for 10°.
However the Boeing FCTM is quite specific in this area. It should be noted that Boeing FCTM guidance is intended to
cover the full operating envelope of the aircraft – from lower weight takeoffs with high thrust settings, to higher weight
takeoffs with de-rated thrust. Engine out takeoff rotation should have the following characteristics.
• Flight director pitch commands are not used for rotation.
• Rotation at ½° per second less than normal (i.e. 1½° to 2° per second)
• Towards a pitch attitude 2° to 3° below the normal all engine target (i.e. 12° to 13° Nose Up)
• Liftoff should be achieved in approximately 5 seconds (1 second more than that for All Engine) with a typical liftoff
attitude of 9°
• Once Airborne, adjust pitch attitude to maintain desired speed (V2 to V2+15 knots) – note that shortly after airborne
this is the guidance the Flight Directors should provide.
As such, it is incorrect to teach (or target) a pitch attitude of 8° to 9° for EFATO - not the least of which because this may
delay liftoff. The best advice regarding this issue is to follow the FCTM rotation guidance. Then once airborne, fly the
aircraft until the gear is fully retracted and the pitch attitude and speed stable, before commencing a distraction such
as trimming. Beware of the flight director indications until you have achieved this stability – continue to fly attitude and
airspeed until fully airborne and stable. At this point the Flight Directors are providing guidance to achieve V2 to
V2+15 and are providing appropriate guidance. Note that if the aircraft is allowed to slow to less than V2 the Flight
Directors may well command a descent to recover the speed.
7.2. Engine Out, High Weight, High Altitude, Turning
During an EFATO, the aircraft’s angle of bank at low
speed will be limited by the AFDS. This protection
keeps the aircraft clear of the increase in stall speed
during turns, as well as providing some degree of
compliance with the design of EOSIDs which require an angle of bank of not more than 15° (still air)
However this protection is not available once the aircraft has commenced acceleration. V Australia EOSIDs that require
turning typically schedule the turn once the aircraft has reached Engine Out Acceleration Height. Crew need to be
aware that the combination of large angles of bank (both Heading/Track Select and LNAV will command angles of bank
well in excess of 15°) and the usual practice of Flap retraction 20 knots below minimum flap manoeuvring speed can
result in a low speed excursion, including EICAS AIRSPEED LOW and EICAS AUTOPILOT. This is of course exacerbated
when manoeuvring engine out in marginal performance conditions (high weight, high density altitude). This condition
can be corrected by either delaying acceleration until the engine out manoeuvring is complete, or limiting the angle of
bank.
7.3. TO2 ... Engine Failure ... TOGA ... Vmc A/G?
At light weights and low takeoff speeds utilising a fixed thrust derate such as TO2, the application of full
TO thrust after an engine failure can theoretically place the aircraft at risk owing to the likely proximity
of VMCG/VMCA. Since TO2 is based on a fixed de-rate (25%) the takeoff speeds are selected against a
reduced maximum TO2 thrust VMCG. Thus on the ground it is at least theoretically possible to advance
asymmetric thrust to the maximum (TO) and compromise VMCG. Since thrust loss prior to V1 should
result in a rejected takeoff, the risk only presents at and above V1 speed.
Meanwhile the V2 chosen by OPT at any Assumed/Fixed thrust setting provides the minimum regulatory margin over
full TO thrust VMCA. As such full TOGA thrust is available anytime after V2 is achieved irrespective of previous derate.
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"V
1
"
"Positive
Rate"
"Rotate"
"Gear Up"
"400"
(RA)
1000 ft
(Minimum)
AICC
Announce, Identify,
Confirm, Commence
Announce Identify, Confirm, Commence
"Engine
Problem !"
7.4. AICC – Announce, Identify, Confirm, Commence
During training a model is used during engine failure sequences to lend structure to one of the few non normals that
doesn’t depend solely on the EICAS messages to diagnose, and is trained most often during a critical phase of flight –
this model is AICC, used for engine malfunctions.
AICC is a four phase solution to calling, analysing, confirming and actioning the indications associated with an engine
failure during takeoff (or any time). Announce (the problem); Identify (the specific failure); Confirm (the identification);
Commence (the appropriate procedure).
Note that while the following discussion applies AICC directly to an engine failure at a critical point during takeoff –
AICC can in fact be applicable any time an engine malfunction occurs. Nothing contained within this procedure should
be seen to diminish the authority of the Captain to exercise judgement in altering the procedure as required to assure a
safe outcome when dealing with the situation.
Announce
PM : “Engine Problem.”
PF : “Check.”
An engine malfunction is
identified through a variety of
means. At the point of
detection, a clear and
unambiguous statement is be
made by the first pilot to observe
an indication of the problem,
typically the PM. The Announce
phase is typically prior to 400 feet at
which point the PM needs to
communicate clearly that there is a
problem, but not enter into any analysis of the failure.
• EICAS Warning/Caution/Message
• Abnormal Noise/Vibration
• Abnormal aircraft or engine handling/operating characteristics.
At this point of the failure the Announce step does not attempt to perform any analysis of the failure, nor does it
necessarily identify the engine affected. The primary intent of Announce is to ensure situational awareness of the
problem by both pilots. Note the use of the word “Problem” rather than “Failure” which could be confused with
reading the EICAS.
The Announce call itself for an engine malfunction can be either the generic “Engine Problem” or the failure specific
EICAS Message:
• “EICAS ENGINE FAIL / ENGINE THRUST / FIRE ENGINE / (LEFT/RIGHT) *” – Engine Problem (as displayed on EICAS)
• “Engine Problem” – Various Engine Problems (as identified by EICAS/Engine/Thrust/Airframe indications)
* Note that our SOPs permit the crew to call the EICAS message related to an engine failure/fire (including the
Left/Right identifier) at any time, even shortly after takeoff prior to being asked by the PF to identify the failure – see
5.4 Takeoff Non Normal Calls, EICAS/ECL Guide for a discussion on this.
This is a break from the tradition of not identifying an engine failure as left/right until an analysis has been completed.
This is based upon the introduction of EICAS into our flight decks. Any failure that does not include a specific
Left/Right EICAS message should not involve initially calling which engine shows the malfunction. It is also acceptable
for a crew member (as a matter of personal preference) to decline early identification and opt to choose to call “Engine
Problem” rather than “EICAS ENG FAIL LEFT” prior to the Identify phase of AICC.
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Identify
PF : “Identify the Failure.”
PM : “EICAS ENGINE FAIL LEFT and TAC. We have Airframe Vibration – Recommend ENGINE SEVERE DAMAGE
SEPARATION LEFT Memory Items.”
Once aircraft control and flight path is established the PF calls for the PM to “Identify The Failure”. This commences a
brief process to identify which of the NNM Engine Malfunction checklists is appropriate.
This process should commence after flight control is established, after AP engagement, after 400 ft, after the PF has
considered any immediate engine out procedure (EOP) navigation requirement. The Identify process consists of:
• Calling relevant displayed EICAS Messages.
• (Unusual) Airframe Vibration assessment.
• (Unusual) Engine Instrument Indications (if required).
With the current Boeing engine failure analysis paradigm, most failures now do not require a detailed engine
instrument indication assessment. Caution should be exercised in identifying failures that are not clearly identified by
an EICAS message. Refer to 7.11 Engine Failure Handling – a Paradigm Shift and 7.13 Engine Failure Analysis
The PM should verbalise the high points of the analysis and state the assessment in terms of the recommended
checklist/memory items.
• “EICAS ENG FAIL LEFT, no Airframe Vibration ... Recommend ENG FAIL LEFT.”
• “EICAS ENG THRUST LEFT, we have some Airframe Vibration ... Recommend ENG LIM SURGE/STALL LEFT
Memory Items”
• “EICAS ENG FAIL LEFT, TAC. There’s Airframe Vibration ... Recommend ENG SEV DAM/SEP Memory Items”
• “EICAS FIRE ENG LEFT”
Confirm
PF : “ Confirmed ... ” ; or
PF : “ (Name the Identified Failure) Confirmed ... ”
It is now the PF’s task to confirm the PM’s assessed failure identification. PF’s primary task is always to fly the aircraft,
but the confirmation of the PM’s assessment should be completed without delay. Apart from confirming the diagnosis
of the failure itself – the Left/Right Engine aspect of the failure is verified by the PF as well.
There’s always the possibility that the PF does not agree. In which case an appropriate response may be as follows,
although the provision of additional information to guide the PM’s assessment may be advisable.
PF : “ Negative, Identify the Failure. ”
The Confirm stage leads directly into the Commence stage, initiated by the PF.
Commence
PF : “ Confirmed ... (Commence) ENGING SEVERE DAMAGE/SEPARATION (L/R) Memory Items.”
If the PF confirms the assessment of the failure, the PF can immediately initiate the recommended Checklist/Memory
Items as appropriate. Memory Items are commenced in accordance with documented V Australia SOP’s (See SOP
EICAS/ECL Guide).
PF should continue provide attention to the flight path and navigation requirement of flying the aircraft. Often action
needs to be taken during the NNM Commence phase relating to the 3rd segment – acceleration and configuration.
Refer to 7.10 Acceleration, Configuration and Memory Items for a discussion on acceleration during memory items.
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7.5. Fly The Aircraft – What does it mean?
This axiom has been over used in Aviation. In the training environment – and during line operations when things are
getting a little tense – you’ll hear these words used as an admonishment, a reminder, as encouragement, as criticism,
as a standardisation. But when the student hears it – will he know what it means? How do you implement Fly The
Aircraft practically?
In the context of this discussion (EFATO) – Fly The Aircraft is the physical control of the aircraft during and after the
point of thrust loss associated with an engine malfunction. It refers to the control inputs (Rudder, Aileron, Elevator and
Thrust Lever) actioned by the PF to achieve Attitude (in all three axis) and Performance. In actuality – it’s the
achievement that’s all important. You set Attitude and Thrust to achieve Performance.
What performance? Without clear criteria in the mind of the PF, Fly The Aircraft degenerates into a high minded
philosophical concept with little real application to an Engine Failure. After an engine failure, prior to engaging the AP,
the PF needs to achieve the following Attitude/Performance:
Pitch : About 10° Roll : Wings Level Yaw : Slip/Skid Centered Thrust : TOGA/Sufficient.
• It is incorrect to teach a specific pitch attitude for engine out flight (see 7.1 Engine Failure After Takeoff (EFATO) –
Pitch Attitude). The intent of pitching the aircraft is to attain and maintain speed – V2+15 by certification. That said,
students need something to aim for initially and once the aircraft is airborne and climbing; 10° works well enough
under most conditions. Much higher than 10° between 50ft and 200ft certainly makes life difficult as
energy/airspeed suffers during the gear retraction cycle.
• The correct lateral/longitudinal attitude during engine out flight is a neutral control wheel deflection with a small
angle of bank towards the live engine – this is what the PF should be aiming for during flight/trimming. That said,
there’s nothing wrong with starting with wings level/ball centred initially, and once the aircraft has settled down,
optimum performance through wing down flight should be attained.
Prior to AP engagement at >200 ft AGL, the PF should make a positive check that Power + Attitude = Performance is
correct – then engage the AP (with or without trimming) and move onto the next phase of the NNM.
7.6. EFATO – Trimming
Boeing specifically delineate the rudder trim as in the PF’s area of responsibility. As
such the technique of the PF asking the PM to set a specific number or trim units is
clearly against the intent of the Boeing SOP, and not encouraged by V Australia
SOPs.
This technique comes generally from an observation during EFATO simulator
training of the PF reaching for the rudder trim shortly after rotation and either
(a) focussing on the trim to the detriment of aircraft flight path control; or
(b) trimming in the wrong direction.
This issue is usually the result of unfamiliarity with the rudder trim control (a training issue); or the tendency of the PF
to trim too early after an engine failure.
The solution to this is usually to delay trimming until the aircraft is stabilised, in trim (sufficient rudder deflection to
centralise the control column) and climbing adequately. Trimming prior to this point (and prior to the completion of the
gear retraction cycle) is usually premature.
A suggested technique is to first concentrate on flying the aircraft to 200 ft RA. This is the earliest point that the AP can
be engaged – if the aircraft is under control, climbing adequately and in trim (rudder input sufficient to result in zero
aileron input); the AP should be engaged. Then make a conscious decision to review the need for trimming (has the TAC
failed?) and deliberately establish a trim setting appropriate to the rudder demand. Typically by 200 ft the EICAS inhibit
has ended, and while it would be inappropriate to start running Checklists at this stage, a quick look can confirm the
status of the TAC if there’s any doubt, rather than peremptorily releasing the rudder.
There are a number of home-brew techniques for trimming such as using Fuel Flow on the operating engine as a
numeric guide (14 tons/hour needs 14 units) which generally work well enough – but essentially sufficient trim achieves
control wheel neutral with a slight angle of bank and small displacement of the slip indicator towards the live engine.
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7.7. In Flight Engine Start
In flight engine start is usually attempted subsequent to an engine failure where the engine has been assessed damage
free and the need to re-start the engine has been established. This usually takes place as part of the ENG FAIL checklist,
although the Engine In-Flight Start checklist also exists for this purpose.
The engine in flight start procedure raises some issues, particularly for new Captains. Although Autostart will be used to
start the engine, the in flight EGT start limit will not be applied by the Autostart system. In fact the EGT is allowed to
increase to an un-specified value between the Start and time limited Takeoff EGT limits.
As such the decision about whether to allow a high EGT during the start should be made prior to commencing the start,
and the Fuel Control switch should be guarded until the start is complete. Therefore Captains may want to evaluate
who should fly the aircraft, and who should start the engine. In either method – a quick discussion to review the
impending start is a good practice to follow.
Consideration could be given to using the lower MFD for the secondary engine instruments to assist in the start –
typically the NNM checklist on the lower MFD forces a compacted engine display which may be less than ideal for an in
flight start on a miss-behaving engine. The ECL could be run on the PM’s ND. Another alternative would be to briefly
review the compacted engine display with a view to the expected indications during the start.
7.8. Thrust Lever Usage while Engine Out
During engine out flight, some crew prefer to keep both levers up in parallel while others keep the
failed thrust lever at idle. Boeing provide no specific guidance on this, although it could be said that
all the engine failure checklists require the thrust lever of the failed engine set to Idle, then do not
refer to it again.
The significant dis-advantage of not keeping the failed thrust lever in the idle position is that it can
promote confusion on the flight deck between the operating vs failed engine. Workload is increased
during Autothrottle operation as the failed thrust lever must be continually matched. One
advantage of keeping the failed thrust lever in the idle position is that it gives you somewhere to
rest your arm while following through Autothrottle operation of the thrust lever.
7.9. Engine Out – When do we Accelerate?
Most airlines construct their engine out procedures to be flown to completion at a maximum speed of V2+25 and an
angle of bank of 15°. Thus irrespective of the published engine out acceleration altitude, acceleration is delayed until
after engine out manoeuvring is complete to ensure the flight path is contained within design area. Then there’s V.
V Australia Engine Out Acceleration altitudes are selected to ensure terrain clearance during any engine out
manoeuvring. As such it is not required to delay acceleration because of a promulgated EOSID. Any requirement to do
so will be clearly annotated on the EOSID for the associated runway.
7.10. Acceleration, Configuration and Memory Items
It is not unusual for memory items associated with an
engine fire/failure to carry past the acceleration height.
The issue of 3rd segment acceleration during the running of
checklist memory items can be a contentious one.
Typically there are three options:
• Use VNAV Speed Intervention (or TOGA) to extend the
second segment – ideally before the speed increase is
selected by VNAV at the Engine Out Accel Height.
• Allow acceleration to commence, but delay configuring
(raising the flap) until the memory items are complete. The aircraft will accelerate to the current Flap setting limit
speed less 5 knots, then continue climbing.
• Allow acceleration to commence and re-configure on schedule, raising flap at the same time as Memory Items are
actioned. Priority is typically given to appropriately actioning the Memory Items over the Flap Lever.
All of these options carry risk factors whether they be obstacle clearance, task prioritisation/workload issues or engine
thrust time limit related. Crew must understand the risks of the these procedures for dealing with acceleration during
Memory Items and manage the risk appropriately. Decide early what your response will be and consider briefing it.
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7.11. Engine Failure Handling – a Paradigm Shift
A re-design of the Boeing 777 QRH in 2007 brought a paradigm shift in engine malfunction handling on the 777. One of
the drivers behind these changes was to reduce any un-necessary requirement to action memory items at low altitude
after an engine failure during takeoff.
This change manifests in a few key areas:
• The analysis of an engine failure for the purpose of checklist selection reflects on the failure indications at the time
of the analysis – not the time of the failure. This means that if there was a loud bang, airframe vibration, and/or
engine limit exceedences during the failure – only those aspects of the failure that persist through to the point of the
analysis are considered.
• Engine Damage is not indicated by N1 or N2 Seizure; only by the conditions stated in the Engine Severe
Damage/Separation checklist – which essentially comes down to Airframe Vibration.
These two factors result in sweeping changes in engine malfunction handling. In all but a few extreme engine failure
scenarios, memory items (that is the Lim/Surge/Stall or Severe Damage/Separation) are not required.
Another significant result of this change is that whereas
previously a “damaged” engine (N1 or N2 seizure, engine
vibration during the failure, etc) would result in the Engine
Fire Switch pulled at low altitude, under the new paradigm
the Fire Switch will not be pulled at all.
Boeing and GE have been consulted extensively regarding
both the changes to the 777 QRH and the engine fire switch.
Boeing’s response confirmed the desire to minimise the use
of memory items at low altitude and the reduced
requirement to run either the Lim/Surge/Stall or the Severe Damage/Separation checklists for failures that result in
engine speed below idle.
7.12. Engine Fire on Takeoff – Early Acceleration & Climb Thrust
A commonly observed event in the simulator during an FIRE ENG on takeoff is the early acceleration of the aircraft -
often due to an early two-engine altitude capture no longer justified by the remaining single engine performance. The
use of FLCH SPD by the crew in a recovery attempt results in setting CLB (or CON) with the potential inability of the
aircraft to accelerate for flap retraction - is also a common error associated with this scenario.
The solution to this is usually to revert to basics – trigger the TOGA switches to return the FMA to basic modes, then
review the need for another lateral mode (LNAV? TRK SEL?). If acceleration is required (prior to ALT capture) the PF
may need to increase the speed on the MCP.
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Review the EICAS:
Do you have:
ENG FAIL L/R ??
No
Engine
Problem
Flowchart
Yes
Do you have:
Airframe
Vibration ??
ENG FAIL L/R
Checklist
When:
- Clean & Con Thrust Set.
- Flight Path & Nav Stabilised
- Mini Plan Considered.
ENG SEV DAM/SEP L/R
Memory Items
When:
- Flight Path & Nav Stabilised
- Consider EOP.
Do you have:
Airframe
Vibration ??
No, or
Minimal
ENG LIM/SURGE/STALL L/R
Memory Items
When:
- Flight Path & Nav Stabilised
- Consider EOP.
Yes
Yes
No
7.13. Engine Failure Analysis
When an engine malfunction occurs during any phase of flight, the crew are required to assess the malfunction in order
to identify the specific checklist required for the NNM prior to calling for the checklist/memory items.
Engine problems can be detected through EICAS messages such
as ENG THRUST or ENG FAIL. Alternatively the engine problem
could well involve unusual engine indications with/without
external stimuli such as noise, airframe vibration, flames in the
inlet exhaust, lack of response to thrust lever movement and
various degrees of asymmetric flight. In any case – the intent of
the Analysis is to identify which of the engine failure checklists is
the most appropriate response to the malfunction.
Checklist Priority
Using the EICAS checklist prioritisation philosophy (See SOP
EICAS/ECL document) and common sense, crew should start at
the top of the priority list, eliminating checklists until the
appropriate response is selected.
• FIRE ENG (displayed on EICAS) Memory Items
• ENG SVR DAMAGE/SEP (un-annunciated) Memory Items
• ENG LIM/SURGE/STALL (un-annunciated) Memory Items
• ENG FAIL (displayed on EICAS) Checklist
An Analysis Flowchart
All failure analysis commences with the EICAS. Please note that the following technique and
flowchart come from documentation review, discussion and experience – but not from Boeing.
FIRE ENG is analysed using standard EICAS/ECL procedures. If it’s not a FIRE ENG ...
Engine Separation (leading to ENG SVR DAMAGE/SEP) can be less clear, but typically
results in total thrust loss, missing engine instrument indications and engine service related
failures such as hydraulic/electrical system events as well as probably the loss of the TAC.
Further analysis is facilitated by answering the following two questions, in turn
based on indications at the time of the analysis (not the initial failure):
Q1 : Is the Engine Failed ?? (EICAS ENG FAIL L/R )
Q2 : Do we have (unusual) Airframe Vibration ??
These two questions will leads to one of the three
remaining Engine Malfunction Checklist/Memory
Items.
Note that during this analysis
phase crew are not looking for a
limit exceedence, surge/stalling,
lack of response to thrust lever
movement, engine flames or
asymmetric flight, etc.
Assessment of these conditions
are not necessary at this point - these indications lead into the analysis process, and aren’t now required as part of it.
If the engine is still running, the Airframe Vibration assessment allows for Minimal Vibration leading to the
Eng Lim/Surge/Stall checklist/memory items. The crew need to ask themselves what they want to achieve – a
malfunctioning engine at idle thrust, or a malfunctioning engine shut down/secured. The answer will depend on the
severity of the failure. If the engine/airframe combination has significant airframe vibration – crew are likely to shut it
down (Sev Dam/Sep) rather than leave the engine running at idle thrust. Note the option of commencing the
Lim/Surge/Stall checklist/memory items and upgrading to the Severe/Damage Separation remains valid.
The PM should summarise the indications that lead to the specific checklist, stating the title of the recommended
checklist as the result of the analysis - arming the PF with the ability to confirm the failure identification and call for the
agreed checklist/memory items. See 7.4 AICC – Announce, Identify, Confirm, Commence
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7.14. Engine In flight Re-Starts – Damaged Engines
Re-lighting an engine in flight contains some potential pitfalls that are worthy of discussion. Refer to the EICAS/ECL SOP
Guide chapter on In-flight Relight Envelope for a discussion on the AFM assured-start operating envelope.
One discussion point is the result of a recent change in the Boeing QRH with respect to engine in flight starts.
Traditionally the QRH would advise that re-start may be attempted if no indications of engine damage were present.
This has now been reduced to confirming no abnormal airframe vibration. Based on this, a re-start could be attempted
in the event of a frozen N1/N2, zero oil pressure and a high engine vibration indication (without associated airframe
vibration). Boeing’s response to queries on this change is as follows:
• At low airspeeds typically associated with engine out
operation, the N1/N2 indication is not guaranteed and thus
should not preclude a start attempt (if needed). An in flight
re-start attempt with a genuinely seized core (or fan) will
only result in a failed start attempt. The N2 rotor drives the
accessories which can drag the windmilling N2 indication
below reliable indication.
• Similarly, Low Oil Pressure may be a normal indication with a
failed engine and low forward airspeed. Very low oil quantity (with accompanying
low oil pressure) may be an adequate reason to preclude a re-start attempt, but this
would depend on the perceived need to re-start the engine.
• EICAS vibration indication alone does not necessarily indicate engine damage.
Associated airframe vibration would be required, which should have lead the crew to
the Engine Severe Damage/Separation checklist instead without the option of a re-
start.
In summary - the minimum requirement prior to attempting a re-start is that the engine is indicating neither current
Limit/Surge/Stall or Engine Severe Damage/Separation conditions; no abnormal airframe vibration. From this point
onwards, only the need to restart the engine is required.
7.15. CLB/CON Thrust during EFATO Acceleration
Occasionally during an EFATO sequence, CLB/CON thrust is unintentionally (or intentionally) set as the engine thrust
limit. This can occur because the engine failure/shutdown occurs after VNAV engages CLB thrust or because FLCH is
used inappropriately during the EFATO sequence. A similar situation can occur during engine out go-arounds.
There are various options to correct this situation:
• If CLB thrust set, the MCP CLB/CON switch should set CON thrust;
• The default FMC INIT REF page at this point will be THRUST LIM, so pressing INIT REF ... TO will set TO/GA thrust;
• The TOGA switches will clear all de-rates as well as returning the aircraft to basic modes.
The CLB/CON switch is a simple selection, but in the case of high weight or high de-rate takeoff’s, CON will not be
enough thrust to guarantee adequate acceleration/terrain clearance. While TO/GA thrust can be set using the FMC
CDU, this is usually an inappropriate time for FMC manipulation; mistakes are easily made.
The use of FLCH is regularly selected crew – FLCH is usually a save-all mode that sets and engages A/Thr and correct
AFDS pitch mode anomalies as well. The first issue is that FLCH will set CON thrust (see previous). The second is that the
aircraft will now be accelerating through the third segment in a mode that was never intended for the purpose. The
80/20 distribution of thrust for speed/altitude change may not meet the certification requirements of third segment
acceleration (which is designed to be essentially level).
The correct response is usually the TOGA switches to re-engage TO/GA modes and TO/GA thrust. Lateral mode
selection (LNAV? TRK SEL?) needs consideration as well as potentially a speed selection to either delay or continue
acceleration.
During an EFATO sequence or an engine out go-around without VNAV engaged, CON thrust should not be selected by
the PF until the Flaps have been selected up and minimum clean speed (Up) has been achieved.
7.16. Engine Out Procedures – AIT
Each V Australia EOSID contains a documented EOP from the runway to MSA - in
this case to track 340° to 5D ML VOR, then turn right and track 130°, climb to MSA.
AIT stands for After Initial Turn and refers to the path to be followed should the engine failure occur after the initial
turn on the SID, in this case track direct to EPPing NDB and climb to MSA.
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Below 400 Feet.
No actions other than:
Raising the Gear
Silencing any Warning
Application of TOGA
Possible Exceptions include:
Reverser Unlocked
Engine Failures that may …
Affect the Continued Safety of the Flight.
PF Actions/Responsibilities:
1. Fly the Aircraft :
Engage Auto Pilot as available
TAC Inoperative - Trim Aircraft
2. Gear Up } Actions to Ensure
3. TOGA Thrust } Required Performance
PM Actions/Responsibilities:
1. Monitor PF
2. Gear / Cancel Warnings / TOGA
3. Call of TOGA / TAC Status
Checklists Complete...
Further Considerations (FORDEC)
- In Flight Relight Considerations
* “No abnormal airframe vibration“
* ENG FAIL Checklist Actioned
- Weather for Return/Diversion
- Call Company
- Brief FM & Pax (NITS)
- Dangerous Goods (NOTOC)
- Fuel Jettison (MALW / Fuel for ALTN)
- Overweight Landing Checklist?
- Landing Configuration
- Flap 20 for Go Around Climb Limit ?
- Landing Distance
- FMS (Eng Out & Hold / Return Approach)
- Recall … Notes … Arrival Briefing
- Descent & Approach Checklists.
7.17. Engine Failure on Takeoff – Overview Diagram
This diagram overviews a sequence profile for Engine related NNM’s during takeoff and must not
be extrapolated across the spectrum of other takeoff NNMs or other phases of flight
– refer to Boeing EICAS/ECL/NNM handling in the FCTM/ QRH.
• Between A/Thr HOLD and liftoff, only manual advancement of thrust is available. Once
airborne the TO/GA Switches are available. It is acceptable to push the thrust levers forward
below 400ft to increase thrust and still preserve LNAV/VNAV engagement. The A/Thr
re-engages at 400 ft AAL if VNAV engages and re-sets any de-rated takeoff thrust.
• PM may call “Engine Problem” or the relevant EICAS message during takeoff – however
nothing should prejudice the requirement for “Rotate” and “Positive Rate” from the PM.
• If performance is marginal and PF is struggling with flight control, PM can consider a call of
“TOGA Thrust Available” at the appropriate time.
• If the PF is observed to be trimming with TAC available, a call of “TAC is Available” can help.
• AP engagement is strongly encouraged above 200 ft with flight path and performance
stabilised. The aircraft does not have to be trimmed, but should be In Trim before AP
engagement.
• Apart from rudder pedal feedback, TAC failure will be indicated by EICAS after the takeoff
inhibit ends (approx 200 ft). If the aircraft is accidently trimmed with TAC engaged, use of the
Trim Cancel Switch will remove pilot trim inputs.
• The correct technique for manual trimming achieves Control Wheel Neutral, with a slight
angle of bank towards the live engine.
• TOGA Thrust should applied as required by flight path and performance, by the PF. PM may
suggest as appropriate. Prior to 400 ft AAL, the thrust levers can be moved forwards by the
PF without TOGA Switch use.
• If TOGA lateral tracking is incorrect, one option is to steer the required track and re-select
TOGA. Note this will deselect LNAV/VNAV arming/engagement.
• The “400“ft (RA) call is a lateral awareness call from normal ops standard calls. During
EFATO this call serves to remind the PF to consider the EOSID and the APFD modes
required to follow them – such as runway track/track select when the normal departure
LNAV/SID requires otherwise.
• EOSID Navigation takes priority over failure assessment and checklist/memory items.
• The AFDS limits bank angle engine out (HDG/TRK SEL in AUTO) to 15° until V2+10 kts, then
increases to 25° at V2+20 – unless in LNAV. If full manoeuvring is required in HDG/TRK
Select, the bank angle selector must be utilised to increase the limiting bank angle.
• Engine out turns are based on still air, speed V2+15, and a maximum angle of bank of 15°
while at minimum speed (the EOSID may specifically vary these). The EOSID is commenced
irrespective of achieving engine out acceleration height, depending on EOSID specification.
• Engine Out Acceleration takes place at a minimum of 1000 ft AAL, or higher as specified by
takeoff performance calculation. Second Segment climb can be extended in order to
complete checklist memory items – see 7.10 Acceleration, Configuration and Memory Items
• The second segment () is extended using Speed Intervention. Remember to cancel Speed Intervention when Memory Items are complete.
• TOGA thrust is limited to 10 minutes from EGT above 1050°C (CON Thrust). Also Max N1 %110.5 and N2 %121.0
• If the 10 minute thrust limit is reached, CON thrust can be selected in order to avoid exceeding certified thrust limits, terrain permitting.
• CON thrust is not set until Flaps are selected Up and VREF 30+80 (Up speed) reached. In basic modes use FLCH or A/Thr CLB/CON switch.
• The “Short Term Plan” is used to manage short term flight path and navigation requirements between Clean/CON and completion of the
NNM checklists. Typically the short term plan will conform to that briefed during the Departure Briefing andl cover items such as immediate
tracking/altitude requirements, any need to hold/jettison and general intent of destination. NNM checklists may well change these items.
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8. Pre-Flight
8.1. Pre-Flight Briefing – Management
The complexity and volume of the pre-flight paperwork of a
long haul international flight, coupled with the time pressure
that is typical of the pre-flight regime must be managed
effectively by the flight crew.
Captains new to augmented operations must also learn to
manage the effective and efficient use of the relief crew
during pre-flight. Use of relief crew outside of in-flight relief
duties should be done in a manner that decreases the
workload on the operating crew without introducing
opportunities for error, nor reducing the situational
awareness of the Operating Crew – irrespective of the rank
of the relief crew available.
Captains are encouraged to allow the First Officer to run the
pre-flight briefing when the FO is PF.
Crew/Task Management
Captains can utilise the available relief crew to divide the
tasks required during pre-flight briefing in order to expedite
and improve the process. As long as the crew present are
qualified, there are no limitations associated with assigning
one relief crew member the Weather and another the
NOTAMS, as the operating crew review and discuss the OFP
together. However a summary of the pertinent information
must be reviewed by the crew as a whole once each crew
member has completed their task.
It’s important for Captains to realise that when Briefing components are delegated – particularly to non-operating crew
members – the task is being delegated but not the responsibility. Captains must ensure that as the result of the pre-
flight documentation review they have a sufficiently detailed knowledge of the OFP, Weather and NOTAMS to be able
to certify as to the legality of flight dispatch and make informed decisions on aspects such as the fuel load, choice of
alternates, etc.
Likewise relief crew must appreciate that when reviewing NOTAMS/Weather for the operating crew, this task is unlikely
to be re-checked prior to dispatch and as such the operational responsibility implied is significant. Relief crew who are
delegated the task of reviewing NOTAMS and Weather are not being asked to ensure the legality of dispatch – they are
being tasked with gathering information relevant to the flight necessary to inform and therefore enable the Captain to
assess the legalities of the flight, as well as other aspects such as the fuel load.
Typically the NOTAMS and Weather are delegated to different crew members, despite the need to analyse both of
these information sets against each other simultaneously to gain a full overview when making dispatch related
decisions. Thus the individual crew reviewing these segments of the information must allow for the possibilities of the
other when summarising the results.
For example ...
• If Destination Melbourne Runway 27 is closed by NOTAM for the arrival, this might not seem crucial (“not a show
stopper”) because RW16/34 remains available and is the primary runway of use in any case – but if the wind was a
strong westerly near the crosswind limit of the aircraft and the crossing runway closed - extra fuel might well be a
consideration. In any event – closure of a useable runway at an operational airport should be a must know for the
Captain, irrespective of other runways that are available.
• If the VOR at the Alternate Avalon was unserviceable, this might not be considered relevant to dispatch because the
Avalon ILS would be the primary approach aid in any case. But if the wind in Melbourne is a northerly, this coupled
with the current lack of RNAV approach approval requires a circling approach. Couple this with some average
weather against the high alternate circling minima requirement and suddenly Avalon looks like a poor choice as an
alternate. Particularly if thrown into the mix is a re-clearance flight plan resulting in minimum contingency fuel.
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8.2. Pre-Flight Briefing – Expediting
Often there is limited time before departure for a complete review of the flight briefing package on long haul and
particularly ultra long haul flights. Even with an augmented crew (sometimes especially with an augmented crew) time
is tight and this process needs to be reduced to the minimum necessary for legal departure. Typically this means:
• Weather and NOTAMS for Departure (including Takeoff Alternate if required), Destination,
Destination Alternate(s) and EDTO Alternates.
• Area & FIR NOTAMS for Departure, Destination and First Flight Hour.
When time is tight, these are the minimum items required to ensure legal dispatch of the aircraft.
Weather Forecast Review
Reviewing airfield weather can be expedited by having in mind a set of wind, cloud and visibility criteria used to avoid a
detailed assessment of a forecast. If the forecast does not involve Wind of more than 30 knots; significant cloud below
1000 ft; visibility below 5km/3sm then the forecast does not need to be read in detail. These values allow for dispatch
with an EDTO airfield that has one runway and a non-precision approach. This should cover all cases other than perhaps
a one way runway with a strong tailwind component.
If a first glance at the weather forecast reveals phenomena below these minima’s then a quick look at the validity
period, or presence of a leading TEMPO or INTER often allows the rest of the forecast to be skipped. Other than the
alternate; destination and final EDTO airfields – ULH flights generally have lots of fuel.
NOTAM Review
Similarly, speed reading NOTAMS is typically not a process of looking for applicable NOTAMS, but rather a process of
eliminating non-applicable ones. NOTAMS that can quickly be eliminated include:
• NOTAMS outside the validity period of your flight/flight segment;
• NOTAMS that concern Runways/Approaches/Procedures the V Australia 777 isn’t authorised for;
• NOTAMS that don’t directly affect dispatch legality – such as taxi ways; parking stands; STARS at departure; SIDS at
enroute, destination and alternate airports; Airport works that don’t directly affect Runway lengths; etc.
Assuming the minimum pre-flight briefing, NOTAMS need to be reviewed in detail shortly after top of climb as the
enroute and destination and destination alternate airfields come into range – prior to this only the legalities of the
operation need to be considered when time is short.
8.3. Aircraft Power Up
REF : FCOM SP 6.2 ELECTRICAL POWER UP
Aircraft power up is a seldom used procedure. Rather than
actioning from memory, or by some form of off the cuff
pre-flight scan – this process should be done using the
specific Supplementary Procedure in the Boeing FCOM.
If you arrive the aircraft after a power down (such as LAX)
and it’s clear the power up procedure was not done correctly
(eg: Battery Switch still off) – speak to the engineer and/or verify the rest of the Electrical Power Up procedure.
8.4. EICAS Recall during Pre-Flight
During the initial pre-flight, the CM2/1 should complete an EICAS Recall (not a Review) to clear the EICAS. Ideally this
should consist of cancelling all displayed EICAS messages until the EICAS is clear. Then the Secondary Engine pages
should be displayed. The first press of the EICAS Recall/Cancel switch will:
• Display the word “Recall” under the EICAS NNM Message list area;
• Display the first page of the EICAS Message List
• Display any existing engine exceedences on either the primary engine instruments or the secondary engine display.
Further presses of the EICAS Recall/Cancel switch will display any subsequent pages of EICAS Messages, until the display
is blank. At this point the secondary engine indications can be cleared off the lower MFD.
8.5. Pre-flight : Keep the EICAS Clear
During the pre-flight, CM2 should conduct an EICAS recall and review the displayed messages as part of the panel flow.
Once satisfied the messages are appropriate, they should be cancelled and the EICAS kept clear. Subsequent display of
EICAS messages should be reviewed, considered and cancelled. The practice of keeping all EICAS messages displayed
and having them disappear one by one as the engines are started is not recommended.
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8.6. Starting the APU – Start, Release to ON
The 777 APU Start Switch has a known history for releasing back to the OFF position after it is started in a fairly casual
manner by crew. The technique is to position the switch from OFF through ON to START, Pause, then Release to ON –
ensuring the inbuilt spring does not allow the switch to flick through to OFF.
8.7. TFC on the ND during pre-flight
It is easy to miss the fact that TFC (or TCAS OFF) is not displayed on the ND during pre-flight. Crews have been observed
to complete a simulator session without any TFC display right up until the point where a TCAS RA activation during
descent brings the TFC popup for both pilots.
There are several techniques employed by crews to trap this human factors weakness in the aircraft. Some involve a
pre thought out scan of the ND during pre-flight (working left to down to Right – ARPT, WXR/TERR, TFC, VOR-L, GPS,
VOR-R, then DATA, POS).
The TFC selection is probably best trapped by the CM2 during the Before Start Flow. As a general airmanship principle
switches and controls in the aircraft should not be actioned without verification. Based on this principle, when the CM2
selects ‘TCAS RA’ on the centre console during the after start flow, CM2 should look up at both ND’s to ensure that TFC
has replaced the TCAS OFF annunciation.
8.8. Pre-Flight Checklist – Altimeters
The Altimeters check in the Pre-Flight Checklist is a cross check of the barometric subscale setting – not the altitude
reading itself. Thus the proper response to the blank line on this checklist is the current subscale setting, not the
indicated altitude.
The ADIRU takes air data from two sets of balanced sources, and produces a single output to both PFD’s – as such there
should never be a difference in altimeter readout (assuming the correct subscale is set) between the two PFD’s, unless
a system failure is present (NAV AIR DATA SYS) or an Air Data/Attitude Source Select switch has been selected.
Note that the Integrated Standby Flight Display sources air data and attitude information from its own independent
sources, not the ADIRU/SAARU systems.
8.9. Seating – Eye Position
It is very common for crew to have poor seating position in
the aircraft. Boeing provides very specific guidelines on
correct seating position in the FCOM – crew should be familiar
with the procedure.
Typically this seating position maximises the pilot’s view over
the glare shield while maintaining good eye line with the
instrument panel. The seating position proscribed is most
crucial at the minima in poor visual conditions where clear
sight of the approach lights can determine the outcome of the
approach, as well as in the landing flare where a poor seating
position can mean the pilot has to stretch upwards to see the
end of the runway in the last moments of the landing.
Once in the proscribed position, if you feel like you’re sitting
with your head on the roof and your nose on the window and
you’re not at all comfortable – you probably have it right.
8.10. Defuelling
If you are ever required to de-fuel the aircraft, best of luck to you.
• Typically defueling pressure may well only be provided by the aircraft pumps only. As such the rate is approximately
80kg/min (includes APU usage).
• Countries with extensive domestic operations (such as Australia) have local regulations that do not permit the
mixing of international and domestic fuel. This means the availability of a “sucking” defueling truck may be limited.
• A1, Maintenance Procedures Manuals and Local Regulations should be carefully consulted because defueling with
passengers onboard can be prohibited by some authorities.
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8.11. Revising the Standby Fuel Figure (NOT)
Before pre-flight the Ground Handling Agent (GHA) provides the
airport refuelling personnel a Standby Fuel Figure (3 tons below OFP
Fuel Required) to which the aircraft is to be initially fuelled.
When providing the Refuel Record Form to engineering/refueller –
Flight Crew should avoid providing a Standby Fuel figure different to
this, unless a lower one is required because of early notification of a
significant ZFW drop. This will allow for a gross error check of the
standby fuel figure and reduce refueller workload as detailed below.
Refuelling personnel will arrive at the aircraft, prepare the refuelling
equipment, connect to the aircraft and establish a refuelling configuration based on the GHA nominated 3 ton below
figure. This figure is established through the Integrated Refuelling Panel in the Left Wing, which has to be accessed
through a lifting platform.
If the pilots then subsequently provide a revised figure, the refueller has to re-visit the refuelling panel, often to adjust
the intended 3 ton below figure by a few hundred Kg. Unless final ramp fuel is going to be less than the GHA nominated
figure – this revision to the Standby figure is un-necessary, resulting in an increase in workload and another opportunity
for error in the refuelling of the aircraft.
Essentially : The Standby Figure provided on the Refuel Record Form should only differ from
the 3 ton below OFP figure provided by Ops when this figure is likely to be more than Final
Ramp Fuel.
Since this usually means a drop in Ramp Fuel in excess of 3 tons (reduction in ZFW of over 7 tons) it shouldn’t happen
very often.
8.12. OPT and Takeoff Performance – Lessons from the Industry
In January 2011 the Australian ATSB released a safety report into Takeoff
performance calculation and entry errors. This report details 31
accidents/incidents from Australia and internationally that involved takeoff
performance calculation/entry errors along with the analysis and benefits of
hindsight from these occurrences.
Change and Distraction
One of the major threats applicable to our operation identified in this report is
Change in Conditions. Whether a runway change, aircraft weight change, or
some other requirement forcing a re-calculation and re-entering of
performance data – having followed a robust set of SOPs to achieve an
accurate takeoff calculation, crew procedures must not be allowed to break
down subsequently into a casual update of the “changed” information. The
takeoff data re-calculation must be subject to the stringent SOP crosscheck
and data entry procedural flow of the first solution.
While we are at least as subject to change as any other airline, we are also
clearly subject to Distraction during the pre-flight phase. The words included
in this section of the ATSB report include Task experience/recency, Time
pressure, Distractions, Incorrect task information, High Workload, Task completion pressure, Preoccupation, and
Fatigue – all should be familiar to the pilots of our ULH flight operation.
The following are some of the features of our SOPs which seek to eliminate the common errors associated with takeoff
performance calculation errors, and must be protected during the busy, pressured pre-flight environment.
Independent Laptop/Pilot cross check
The completely independent cross check with two laptops and two pilots is manifest in our SOPs. Crew should not
skimp on the check, subjecting both the source data (Load sheet, ATIS) and solution (OPT, FMC) to this check. When
performance calculations must be re-calculated due to changes – the complete procedure should be repeated.
Laptop as the Source for CDU Data Entry
The SOPs require that the data entered by the CM1 into the FMC CDU comes directly from the (validated,
crosschecked) CM2 laptop.
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8.13. OPT Usage – A Practical Application
SOPs mandate a number of requirements on OPT usage – such as an independent cross check requirement, operating
crew involvement, etc – prior to using OPT figures operationally on the flight deck. What the SOPs don’t cover
particularly well is the practical implementation of the two OPT installations, who does what, when and how the cross
check is performed as part of the ebb and flow of the pre-flight regime. What follows is a suggested implementation –
the circumstances of actual use will be up to each Captain to dictate on the flight deck, and may need to be modified to
suit the timing/data availability requirements of each departure.
Like all SOPs, OPT procedures techniques are based on a two crew operation, then altered where practical to benefit
from augmented crew operations. As much as possible, augmented crew operations should streamline and reduce
workload, without compromising the situational awareness of the operating crew when it comes to OPT usage.
In the most basic sense, there is only one crucial (ie: operational) set of OPT calculations – the last one. While several
iterations are often run during pre-flight, all of these can be performed by operating or relief crew – in the end SOP OPT
usage comes down to a single calculation completed just prior to FMC data entry, which is cross checked against a
separate OPT installation/calculation prior to entry. Thus OPT SOPs also come down to this single moment prior to
FMC data entry.
A two crew operation would require both the Captain and First Officer to complete their own solution and cross check.
From an airmanship point of view, both operating crew should have the full knowledge of the data used and the
solution itself that only really comes with running the calculation yourself.
Load sheet Checked – Final FMC Takeoff Data Entry.
Once the load sheet has been verified, the final takeoff
performance data can be entered into the FMC.
Irrespective of what checks/calcs may have been done
prior – when the load sheet has been checked the
Captain has one OPT, the First Officer has the other.
With final weights entered and completed solutions in
front of them both, one pilot will take the lead and
proceed together to verbally cross check the OPT
installation against LIDO (runway distance); the OFP
(validity dates); and the other pilot’s solution (data
entered and solution result).
One pilot will read out the entirety of this cross check
which consists of:
1) OPT vs LIDO Runway TORA ( ARPT INFO ).
2) OPT vs OFP Version Check ( Version ).
3) Runway/Atmospheric Data (Airport, Runway,
Intersection, ATIS Data).
4) Aircraft Configuration Selections (Flaps, Thrust, Air-
conditioning, Anti Ice).
5) Aircraft Weight.
6) Calculation Solution (Runway, Thrust Fixed De-Rate/N1, ATM, FRH, Flap, V-Speeds and VREF 30 and Takeoff Weight.
7) Engine Out SID.
Ideally this check is completed
immediately prior to data entry.
Note that a useful way for the
CM1 to call the Calculation
Solution (6+7) is to read it out as
written onto the OFP. This
provides an effective structure that covers all the items and is easy for the CM2 to document on the OFP.
Don’t skimp on the items of the cross check – read it all out and ensure the other pilot verifies the cross check. Between
the potential for OPT to produce up to 8 solutions (Full and ATM for 4 runway lengths) as well as the possibility of
altering flap required for only slight changes in wind/weight etc – the only valid cross check is the complete one.
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8.14. OPT Independent Cross Check – The Next Level
The SOPs require an independent crosscheck of the OPT solution that is to be used operationally. The reasons for this
are clear – there is a long established history of issues associated with the Man/Machine interface and takeoff
performance calculation – essentially garbage in / garbage out. When takeoff performance is calculated by computer
pilots (especially those new to the aircraft) are removed from the “feel” of takeoff performance and are ill-equipped to
subject OPT results to reasonableness/gross error cross checks. Thus it becomes crucial that a series of cross checks are
included in OPT use. Many of these are built into the SOPs – but the Independent Cross Check is where it all begins.
The concept of Independent Cross Check is not just a procedure however – it’s code of practice that can and should
be applied to all aspects of OPT data entry / solution calculation.
Consider the following weak points with respect to OPT data entry. As much as you might embrace the concept of an
independent OPT cross check at the end – are you falling victim to the following holes in the Swiss cheese?
• During pre-flight, CM2 tunes the ATIS and writes it down on the flight plan. The CM1 arrives back from the walk
around and uses the OFP ATIS for data entry into the OPT. At this point the concept of independent data cross check
breaks down against the single source data on the ATIS – most notably Wind, Temperature, Pressure, etc.
- Ideally the two pilots calculating OPT should copy/enter the ATIS separately.
• The load sheet arrives and the CM1 checks it. During this check the TOW is read out and the CM2 enters it into the
OPT (as does the CM1). At this point the concept of independent data cross check breaks down as the CM2 copies
the TOW read out by the CM1 – and they cross check the same number against each other.
- Ideally the two pilots calculating OPT should copy/enter the TOW from the load sheet separately.
• The CM2 powers up the laptop after the load sheet calculations are complete, turns to the captain and says “We
calculated takeoff weight at 345.1 – what weight do you want to use in the OPT?” CM1 considers and replies – “Let’s
add 500 Kg or so – make it 314.5” At this point the independent cross check philosophy breaks down as a single
source of data is used to determine the takeoff weight. Did you pickup on the transposition?
- If you insist on using an additive to the load sheet Take Off Weight for OPT – make it an additive – use “Let’s add
500 Kg”, rather than a specific weight.
No SOPs can proceduralise OPT usage to the point where all possibility of error is removed. There will always be a
requirement on professional aviators to exercise airmanship (thank goodness) and apply common sense – such as
independent cross checks – to relevant areas of the operation. It’s a simple axiom that Takeoff Performance Kills
People. It’s certainly done so in the past. Be on your guard with respect to garbage in / garbage out and the OPT; as
much as practicable ensure that any opportunities for error are subject to a valid crosscheck with the other pilot.
Finally the introduction of augmented crew operations to this process should improve efficiency and reduce workload
without impacting flight safety. This requires some good management skills on the part of the Captain/Operating Crew
as well as a clear understanding of the implications of task delegation and the impact on areas such as independent
data sources and cross checking.
8.15. ACARS OPT Check – Get what you Need, not what you Wanted
Remember that when you’re checking the ACARS OPT data that comes back from Operations – your focus should be on
the validity of the data of the top half (what was entered into the Operations OPT) as well as the bottom half (the
performance solution) rather than a comparison with the original request.
Ensure the performance data you’re about to use is valid against the conditions that will exist for takeoff – rather
than the conditions that existed when the original request was made.
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8.16. FMC Reserve Figure
The FMC Reserves figure is based on the minimum figure
required at the destination airport to reach the Alternate in
the event of a diversion. This includes OFP Alternate Trip,
OFP Alternate Holding and OFP Final Reserves (30 minutes)
Fuel.
The purpose of this value in the FMC is twofold:
• The FMC scratchpad message “INSUFFICIENT FUEL” is
generated when the predicted fuel on board at Route Destination is equal to or less than the RESERVES value.
• The HOLD AVAIL time calculation on the FMC Hold Page is based on arriving at Destination with at least RESERVES
intact.
It should be noted that while the SOP is to insert the minimum figure into the FMC RESERVES field during pre-flight,
re-considering this value during the pre-descent setup is often worthwhile. Typically most pilots prefer for the FMC to
advise them slightly (1 ton or so?) prior to that point at which the flight is unable to continue to destination with OFP
alternate diversion fuel intact, rather than just after an unintended commitment to destination.
In the event of a diversion from planned Destination, this figure will need to be altered. While typically the OFP
30 minute reserve fuel figure is used, entering a value of 4.2 tons should warn the crew in advance of an impending
requirement to run the FUEL LOW Checklist.
8.17. ILS Tuning for Departure
During LVOPS, crew are advised to tune the runway ILS to provide a positive confirmation of the correct runway, and to
potentially provide some lateral guidance on the runway for the takeoff.
It should be noted that localizer guidance is not certified for takeoff, nor is it a requirement for an LVOPS departure. It’s
also worthy to note that the Localizer becomes more sensitive as the aircraft proceeds down the runway.
If there is no ILS for the runway of departure, it is possible to tune the reciprocal ILS for the opposite direction. In this
situation the normal course QDM should be entered (as depicted on the approach chart) – the ILS received will still
provide correct sense command indications on the PFD/ND. Specifically – if departing off RW16, the RW34 ILS can be
tuned with a course of 340 – this will provide correct Left/Right guidance.
8.18. Application of CDL Performance Limits
The aircraft CDL (contained in the DDG) allows dispatch with airframe/aerodynamic defects and in some cases includes
performance penalties that affect one or more phases of flight.
• Take off
• Enroute Climb
• Approach / Landing Climb
• Landing
• Specific decrements against certified Taxi/Takeoff/Landing/Zero Fuel/Max Quick Turnaround limit weights.
OPT Takeoff/Landing Performance Penalties
OPT will account for CDL performance penalties in the Takeoff, Approach/Landing Climb, Landing and Landing Field
Length cases if the appropriate CDL defect has been selected in the software (see SOP Opt Guide, D5)
Most of the CDL defects that come with takeoff/landing performance limits affect only the performance limit. As such
typically a CDL defect may have no impact on the resulting takeoff weight of the aircraft. Check the OPT.
That said there are CDL items that must be applied to the Certified weight limits, irrespective of any performance
penalties (see CDL 57-31-03). OPT observes both the performance and/or certified limit penalties in the performance
calculations.
Additionally the CDL introduction should be consulted for dispatch with multiple CDL defects, and provides detail on:
• The cumulative (or not) nature of multiple defects.
• Limitations to apply to multiple defects with “negligible” performance penalties.
Enroute performance penalties may need to be applied to the OFP PDA (Fuel/Drag) penalties when dispatching with a
CDL defect. The CDL introduction provides detail on this, and Dispatch should be consulted. See 12.22 Enroute CDL
Performance Penalties for the practical application of checking enroute performance penalties in flight.
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8.19. Re-Clearance Flight Plans & Final ZFW
Re-clearance flights plans are utilised when the need to maximise
payload against a limiting takeoff weight exists – whether a
performance or certified limit. The increase in payload comes at the
expense of contingency fuel and the Company accepts the statistical
increase in the likelihood of a diversion as the result of dispatching
the flight with minimal fuel.
The essential concept is that the flight is planned to a fixed point
short of the destination, and from that point a
re-clearance OFP is provided to an
en-route airport that requires less
fuel overall than continuing to
destination. In this way the flight can
be dispatched to destination legally
with less than standard contingency
fuel - down to a minimum of
1000 Kg.
Note the Departure -> Re-Clearance
WayPoint -> Alternate has it’s own
contingency fuel requirements
defined in the A1.
It’s worth noting that dispatch using
re-clearance contingency fuel in
combination with the fuel-closest
alternate can result in low estimated
(and actual!) fuel remaining at
destination, which comes with its
own implications for in-flight arrival
planning.
The re-clearance airport is not planned with (fuel for) an alternate unless the forecast weather is below the alternate
planning minima (not landing minima) as defined in the A1.
In flight the crew decide prior to the re-clearance point as to whether they will be able to continue on to destination or
will be required to divert to the re-clearance airport. Remember that after departure, contingency fuel is not required;
only the MINR value must be achieved at the re-clearance waypoint to continue on to destination – and even that
figure can be re-calculated in flight to maximise the potential of continuing to destination.
Pre-Flight : Restoring Contingency
Be aware that in this situation the OFP should be constructed – and final fuel calculated by the crew – to increase the
contingency up to the standard planning figure of 3500 Kg as much as practicable.
• If the OFP is planned with 1000 Kg contingency but below the relevant performance limit (M.TOW? M.LDW?), crew
should consider increasing final fuel towards the relevant weight limit to recover some contingency fuel.
• If the final ZFW drops below the planned figure – final fuel should be increased to recover as much of the 3500 Kg
contingency fuel as practical.
Re-clearance dispatch comes with an inherent statistical increase in the likelihood of a diversion. When sufficient fuel
exists at the re-clearance point to continue on to destination crew are then placed in the circumstances of arriving into
destination with very little fuel in excess of that required to divert to alternate – commitment to destination is very
likely in this scenario.
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8.20. Noise Abatement - FMC TAKEOFF REF P2/2
The three values of Engine Out Acceleration Height (EO ACCEL HT), All Engine
Acceleration Height (ACCEL HT) and All Engine Thrust Reduction Height (THR
REDUCTION) on the FMC TAKEOFF REF page 2/2 are referenced to the
departure runway elevation and are derived from a combination of airline
policy, noise abatement and engine out takeoff performance requirements.
It should be noted that the small font representation of these values in the
FMC indicate the Airline Policy defined defaults. If these values are correct there is no need to “harden” them up by
manually entering large font values.
Airline Policy
V Australia standard profile in the absence of noise abatement is 1000/1000/1000. These values need to be verified
by the crew during pre-flight and adjusted for any noise abatement procedures (NAP) in force, or non standard engine
out acceleration height.
V Australia specifies a minimum value of 1000 ft AAL for All Engine/Engine Out Acceleration and Thrust Reduction –
irrespective of any noise abatement requirement.
Noise Abatement Profiles – NADP1 / NADP2 (and ICAO A & B)
There are two ICAO Noise
Abatement Procedures (NAP)
documented in the A1 and
LIDO – NADP1 and NADP2.
An airport/regulatory agency
may specify the use of one of
these two procedures, in
which case crew should
enter FMC settings to comply
with the requirement. When
the airport/regulatory agency specifies a Noise Abatement requirement without a specific profile – the crew have the
ability to choose either NADP1 or NADP2. In some cases Flight Operations may recommend one particular NAP profile
for a specific airport/runway (eg: YSSY RW34L) – this will be documented in the C1.
1 EO ACCEL (OPT) is a minimum height for all EO ACCEL / ACCEL / THR REDUCTION entries, irrespective of NAP.
2 NADP2/ICAO B requires thrust reduction with the first stage of flap retraction
during the acceleration segment. This is enabled through the FMC CDU TAKEOFF
REF Page 2/2 by entering the flap selection that is one less than the takeoff flap
selection. Note that a subsequent change of takeoff flap setting may require an
update of the entered CDU THR Reduction Flap setting.
3 NAP procedures that specify acceleration below 3000 ft AAL usually require VZF (Flaps Up Speed) to 3000 ft AAL –
which may also require either MCP Speed Intervention or a FMC VNAV Climb Page speed/altitude restriction to comply
at lighter operating weights.
Note that the NADP1 specification is minimum/maximum altitudes and as such the values are often interpreted
differently by various airlines/regulatory authorities. The table above reflects V Australia’s NADP1 requirement.
The B777 FMC can schedule a second segment climb speed (all engine) up to V2+25 knots. This is considered acceptable
for the purposes of noise abatement. (A1 8.3.1.8 Noise Abatement Procedure)
Finally some airfields give specific a NAP, typically based on out of date procedures such as ICAO-A or ICAO-B.
Accordingly crew should make FMC selections to follow these profiles. Remember that any specified altitude
requirements will have to be converted to heights above runway prior to entry into the FMC TKOFF REF P2/2.
Engine Out Acceleration Height
V Australia standard engine out acceleration height is 1000 ft AAL. OPT may specify a height in excess of this, in which
case all three height values on FMC TAKEOFF REF P2/2 should reflect this height increase.
For example, if Noise Abatement is not required and the OPT ACEL HT is 1130 ft, FMC EO ACCEL HT, ACCEL HT and
THR REDUCTION should all be set to 1130
Standard NADP1 NADP2 ICAO A ICAO B
EO ACCEL 1 1000 (OPT value if higher)
ACCEL 1 1000 3000 1000 3000 1000
THR REDUCTION 1 1000 1000 Flap 1/5 2 1500 Flap 1/5 2
Then UP Speed to - - 3000 3 - 3000 3
1
Increase to at least EO ACCEL as required by OPT.
3
Where appropriate, maintain UP speed to 3000 ft AAL.
Takeoff Flap CDU Thr
Reduction
5° 1
15°
5
20°
5
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8.21. FMC vs CFP Lat/Lon Waypoints and Positions
The FMC Pre-flight requires both crew to independently
verify the uplinked/entered FMC route against the OFP.
Lat/Lon Waypoint Line Selection
When a route includes lat/lon waypoints, this verification
must include line selection of these waypoints into the
FMC scratchpad. The FMC displays all lat/lon waypoints
using an abbreviated N26E179 format whether crossing
exact meridians/parallels or not. Scratchpad verification
is the only way of ensuring accurate lat/lon FMC values.
The PM/PF must line select each Lat/Lon waypoint into
the FMC scratchpad to verify accuracy against the OFP.
Route Checking
Route checking consists of a basic Airway/Waypoint cross
check between the OFP and the FMC. If uplinked, both
pilots independently check the result. If manually
entered – the second pilot checks the first pilot’s work.
There are two recommended OFP pages for route
checking.
• OFP Filed ATS Plan page; or
• OFP Navigation Log pages.
OFP ATS Plan : The OFP ATS page summarises the route into airways/airway crossing waypoints and is normally the
most efficient for cross checking the OFP against the FMC RTE pages. However lat/lon waypoints may not be of
sufficient detail on the ATS page for accurate checking and no track/distance information is available.
OFP Navigation Log : The Navigation Log page provides a full representation of the flight plan including detailed lat/lon
waypoint and true/magnetic tracks and distance. However the Nav Log can contain extraneous waypoints such as FIR
crossing boundaries that are not uplinked to the FMC, or in the ATS plan. Additionally the Nav Log can be cumbersome
when checking airway/airway intersection waypoints against the FMC RTE pages.
It should be noted that the OFP abbreviates latitude/longitude waypoints into a format that is not acceptable for cross
checking or manual entry into the FMC (eg 27S70) in the route description on the main OFP page.
8.22. FMC Track/Distance Checking – Oceanic, Lat-Lon, Off Airway Waypoints
The route of flight must be checked by both pilots independently during pre-flight. In addition to this, any route
segments involving latitude/longitude waypoints also require a track/distance check of OFP against FMC LEGS page
data. This check should also be done on segments using off airway waypoint to waypoint tracking in Oceanic Space,
even if no lat/lon waypoints are involved.
Tolerance should be within ±2° Track and ±2 nm between the FMC LEGS page and the OFP Navigation Log pages.
There is no requirement for an independent/double cross check on tracks/distances. This check is in fact best done by
the two operating crew working together FMC against OFP.
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FMC Datalink Initialisation Procedure.
INIT REF key .................................................................... Push
INDEX line select key ....................................................... Push
IDENT line select key ....................................................... Push
IDENT Page ...................................................................... Verify
Verify MODEL ............................................................... 777-300.2
Engine Rating ..................................................GE90-115BL
Active Nav Data Base ....................................... Check Date
Drag/FF correction factors ............................. Against OFP
POS INIT line select key ................................................... Push
Time ........................................................... Verify Correct
Inertial Position ....................................................... Enter
Enter inertial position using the most accurate lat/lon available (GPS).
FMC COMM key ............................................................. Push
DATALINK READY ....................................................... Verify
Note: VHF-C should be in DATA to minimise ACARS costs. IRS Alignment
is required for ACARS via SATCOM to function.
RTE 1 line select key ........................................................ Push
ROUTE REQUEST line select key ..................................... Push
Note: This initiates a data link request for a Route, Flight Number,
Enroute/Descent Winds and ACARS Initialisation page.
LOAD line select key (When <LOAD prompt appears) .............. Push
ACTIVATE line select key (When ACTIVATE> prompt appears) .. Push
EXEC key (When Execute Light illuminates) .............................. Push
FMC COMM key ............................................................. Push
Verify All Uplinks are loaded ........................................ Enter
(Small Font Uplink indicates pending data)
LOAD Winds : FMC COMM : <WIND, LOAD & EXEC
Desc Winds : FMC COMM : <DES FORECAST, LOAD
Standard FMC Initialisation ............... Commence & Complete
Note: Crew should determine the NAP values from LIDO/C1 and enter.
PROG line select key ....................................................... Push
PROG Distance To Go to Dest ............... Check Against OFP
Allow for discrepancies in SID, STAR and other route variations.
RTE key ............................................................................ Push
ROUTE COPY line select key ............................................ Push
Note: V Australia SOPs prohibit the entry of the following items during
Pre-Flight FMC Initialisation:
ZFW, Engine Out Acceleration Height, CoG, Selected Thrust &
De-Rate, Flap Selection, Takeoff Speeds.
ACARS Initialisation
Once the FMC Initialisation is complete, the ACARS COM
Company Flight Information page can be completed.
Date (Use UTC Departure Date) ......................... Enter from OFP
Crew Staff Numbers (Verify Positions)........................... Check
Note: Enter Departure, Destination, Flight Time, Alternate, etc as
required if not uplinked correctly.
Staff Numbers are Crew Positions (ie: CM1, CM2, CM3, CM4 not
Capt/FO as labelled in the COM page)
8.23. FMC Initialisation with ACARS Uplink
Boeing do not document an FMC Initialisation
procedure via Datalink. As such the procedure
published here is advisory only.
V Australia currently uplinks the Route, Flight
Number, Route Winds, Descent Forecast Winds
and ACARS COM Company Flight Information
page. PERF INIT and TAKEOFF REF data is not
uplinked and needs to be manually entered by the
crew from the OFP.
The overview of this process is to uplink, load and
where necessary activate and/or execute the
Route, Flight Number, Route Winds and Descent
Forecast Winds.
Delays in loading, activating and executing the
various components can result in buffer overruns,
particularly in respect of multiple wind uplinks.
Each time the FMC has completed a stage - move
on with the uplink process.
Once uplinking is complete, the crew member
should complete the conventional Boeing FCOM
documented FMC initialisation procedure. During
this follow up procedure, entries should be verified
as uploaded correctly (against the OFP) or entered
where incorrect or missing.
Once the FMC pre-flight initialisation is complete,
the ACARS COM Company Flight Information page
should be completed to enable automatic
movement messages (Out, Off, On, In). These
automatic messages are in addition to the required
manual Departure and Arrival reports.
The process of uplinking the initialisation
components can take several minutes with
interruptions as the Route and Winds are uplinked;
loaded; activated & executed (where necessary).
Note that wind uplink is part of the Route Request
– a subsequent Wind Request should not be
necessary.
Crew may commence the uplink procedure; then
commence other activities while waiting for the
uplinks & loads to complete. The FMC COMM page
should be checked for Data Link Ready in the event
that there is doubt about a connection. Remember
the ADIRU must be aligned for SATCOM link; VHF-C
should be in DATALINK to enable VHF Datalink and
minimise Satcom costs.
V Australia Flight Training Department
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8.24. Use of OFP RAMP and LNDG fuel correction figures
The OFP RAMP/LNDG figures and their use are the cause
of some considerable confusion amongst the crew. I’ll
attempt here to explain clearly and simply how these
figures are used specifically during the calculation of
Ramp Fuel and Trip Fuel (wish me luck).
The first use of these figures will be once the Final Zero
Fuel weight is provided by Load Control (see 8.26 Final
ZFW – What do we do with that?).
RAMP FUEL : Based on the ZFW of the aircraft, the crew
are required to determine the RAMP fuel figure – final refuelling figure for the flight.
• First a calculation of the adjusted minimum fuel figure is required. The
difference (ACTUAL – PLANNED) ZFW is multiplied (in tons) by the LNDG
fuel correction figure – the result is the change in fuel required to carry
the Final ZFW to the destination.
PLANNED RAMP FUEL – (ACT ZFW – PLN ZFW) x Corr/LNDG
118,802 + (211.4 – 213.124) x 434 = 118,802 - 748 = 118.1 Tons
• Next the crew consider their requirement for Extra Fuel. The PF/CM1
needs to determine whether any Extra Fuel is required at the destination.
• Extra Fuel Enroute : Just the additional fuel is added, in the understanding as the flight progresses, less and less of
this fuel will be available as the heavier aircraft burns through some of the extra fuel.
• Extra Fuel at Destination/Alternate : If the Extra Fuel is required at Destination, additional fuel to burn carrying the
required Destination Extra Fuel will be required, using the Corr/LNDG. As an example : 2 tons required at Dest.
Fuel = Extra Fuel + (Extra Fuel x Corr/Lndg)
Fuel = 2.0 + (2.0 x 434) = 2.9 Tons
TRIP FUEL : Trip Fuel is calculated once the TKOF WT calculation is
updated for changes in ZFW and RAMP FUEL. This is a far simpler
calculation – Trip Fuel is adjusted for the change in Takeoff Weight,
using the Corr/LNDG figure only – you are only adjusting the TRIP
fuel, not allowing extra fuel to carry the adjustment.
PLANNED TRIP FUEL + (ACTUAL – PLANNED TKOF WT) x Corr/LNDG
105,316 + (329.0 – 331.460) x 434 = 105316 - 1067kg = 104.3 Tons
This calculation does not attempt to take into account the previous ruminations of the crew on ZFW adjustment/Extra
Fuel. It’s a simple adjustment of the planned trip fuel based on the change in Takeoff Weight the aircraft will carry to
the Destination.
It’s worth noting that this system was never intended for large corrects (ZFW change in excess of 3 tons) – Crew could
consider a new OFP, or tempering the corrections conservatively.
8.25. Uplinked Winds
The FMC LEGS RTE DATA pages can store winds at up to four levels for the flight. When the flight is planned at more
than 4 enroute levels (such as F280, F300, F320, F340, F360) then someone is going to lose out. Typically in this
situation the FMC ignores the first level, instead choosing to uplink forecast winds for F300 through F360, leaving F280
with no winds at all.
There’s a kind of a logic to this selection. If the winds are not uplinked for the last planned level, this typically has a
significantly detrimental effect on the fuel/time prediction. Usually by leaving out the initial level, the estimate for
time/fuel at destination is still pretty accurate, even at pre-flight.
Unfortunately this ignores the shorter term tactical needs of the flight. During departure climb, the FMC’s calculations
around the suitability of F280 can be radically affected by the lack of forecast wind opposed to the wind uplinked at
F300. Either the FMC will recommend bypassing F280 for F300 (where there is a tailwind) or the FMC will recommend
levelling at F280 and may not recommend any climb to F300 for a very, very long time (to avoid the headwind at F300).
The best tactical solution is probably to delete the F360 level winds and insert F280 into a LEGS RTE DATA WINDS page,
then request updated winds. With the F280 winds the FMC will be better able to recommend for/against level changes
in the first few hours of flight. Once you’ve reached F300, you can re-request winds for F300 through F360 for the rest
of the flight.
A1: 8.1.10 (8-134) CORR/1000 RAMP & LNDG
These figures are provided to allow the TRIP FUEL to be
adjusted for changes in Take-off weight, whatever the reason
for that change.
The CORR LNDG figure should be used whenever the TOTAL
FUEL figure is adjusted as it contains a fuel allowance required
to carry that extra fuel. However, if the TRIP FUEL is adjusted by
using fuel that is already onboard, as ADDNL, EXTRA or CONT,
the CORR RAMP figure should be used as the allowance for
carrying this fuel is already included as part of the TRIP FUEL.
V Australia Flight Training Department
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8.26. Final ZFW – What do we do with that?
When the final ZFW
is received, a cross
check process
commences that
involves the CM1,
CM2 and two OFP
Dispatch Release
Message pages. This
page facilitates a
detailed cross check
of structural and
performance limiting
weights against the proposed flight.
It is suggested the CM2 complete the Master OFP; and the CM1 work in parallel on the Station Copy OFP Dispatch
Release page. While the crew should work in concert, each calculation should be performed individually to ensure a
valid cross check of the results.
Load control should provide the Final ZFW by ETD -0:35. They will subsequently require crew calculated Final/Ramp
Fuel, Trip Fuel and Taxi Fuel. The process that follows ensures the accurate calculation of these values while protecting
Structural and Performance limitations relevant to the flight. Note in the following example the Dispatch Release page
is slightly altered to highlight the proper use of the columns of figures for calculation cross check.
a) ZERO FUEL WT : Enter the final
ZFW from Load Control beside the
OFP planned ZERO FUEL WT. Zero
Fuel Weight should be checked
against the structural limit. At this
point it’s worth stopping to confer
with CM2 and determine RAMP,
TAXI and TRIP fuels. Then proceed
with the rest of the calculations.
b) RAMP FUEL : The RAMP FUEL
calculation is detailed elsewhere
(8.24 Use of OFP RAMP and LNDG
fuel correction figures) and is driven
by the need to alter the fuel load for
any change between Planned and Final ZFW; and the any requirement to carry extra fuel. Check RAMP FUEL
against the volumetric limit (beware that the limit availability will be dependent on SG).
c) TAXI WT : Add the ZERO FUEL WT and RAMP FUEL together to calculate a TAXI WT.
d) TAXI FUEL : Crew can alter the taxi fuel based on parking position, likely delays, etc. 30 kg/min is an approximation.
e) TKOF WT : Takeoff weight is calculated by subtracting TAXI FUEL from TAXI WT. This weight should be checked
against both structural and any previously calculated OPT performance limited takeoff weight (PERF LIM:)
f) TRIP FUEL : Calculate based using (ACTUAL TKOF WT – PLANNED TKOF WT) x LNDG Corr. Note that this ignores any
previous calculation performed to calculate RAMP FUEL. Essentially the change in Trip Fuel is driven by the change
in Takeoff Weight between Planned and Actual – a weight change that will be carried to Destination.
g) LDW : Landing Weight is calculated by subtracting the TRIP FUEL from the TKOF WT. This weight should be checked
against the annotated structural limit weight.
h) FUEL OVER DEST : Fuel remaining over destination is the result of LDW less ZERO FUEL WT. This figure can be
checked later on against the FMC estimated fuel at destination as part of the NP’s : Final FMC Performance Entry.
Apart from a general gross error check of the procedures (such as, ZFW goes down, Final Fuel goes down → all other
figures should go down as well) - the important aspects of this data cross check procedure are:
• Individual calculations by two different crew members to catch calculation errors.
• Cross check of Structural and Performance Limitations during the calculation procedure.
Upon completion of this procedure, CM2 will advise Load Control of the Ramp Fuel (Tons); Trip Fuel (Tons) and
Taxi Fuel (Kg).
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Page 51 of 98
8.27. Aircraft DOW & DOI
The A1 requires the Captain to
verify the DOW and DOI on the
load sheet (amongst other things)
as part of load sheet acceptance.
This is done through the FODS
(Fleet Operational Data
Summary) found in the back of
the Tech Log, corrected for any
unusual crew complement.
The FODS is issued periodically
for the aircraft due either re-
weighing or changes to the
content of the sheet (such as the
introduction of new pantry codes
for additional routes).
The DOW/DOI for the
various aircraft/route
combinations include
Basic Aircraft, Potable
Water, Crew
Complement (with or
without crew checked baggage) and relevant Pantry Code.
Adjustments are typically only required for non-standard Crew
Complement. A significant difference between the Load sheet and Crew calculated DOW/DOI should be explored and if
appropriate, reported in a Flight Crew Report. When investigating differences, remember to check the ALDS version
with Load Control ...
8.28. Load Sheet Arrives – OFP Dispatch Message page
In a similar fashion to the procedure
commenced after the Final ZFW arrives (see
8.26 Final ZFW – What do we do with that?)
the arrival of the load sheet commences a
brief crosscheck on the OFP Dispatch Release
Message page.
A full re-run of the column of calculations is
not necessary unless an error in the load sheet
is revealed. While the ZFW may have changed,
as long as the ZFW / TKOF WT / LDW meet a
gross error check and are within the structural
and performance limitations, there is no need
to re-run all the cross check calculations.
Note that just entering these figures from the load sheet onto the OFP Dispatch Release Message does not constitute
a check of the full details of the load sheet – this must be done in parallel to the transfer of the load sheet figures to
the OFP.
a) ZERO FUEL WT : Transfer the ZFW from the load sheet to the OFP. Consider any difference in ZFW between “Final”
and load sheet and the impact on structural limit and fuel required.
b) TKOF WT : Transfer the takeoff weight from the load sheet. Cross check structural and performance limitations.
c) LDW : Transfer the landing weight from the load sheet. Cross check structural and performance limitations.
8.29. Cleared to disconnect external power Captain?
Engineering should not disconnect ground power without first confirming with the flight deck
crew. When asked by the ground engineer for clearance to disconnect the external power –
ensure that external power has been deselected on the overhead panel before clearing the
ground engineer to do so. Disconnecting ground power while it’s still connected to the Bus can
leave the aircraft with significant electrical system failures. Ask how we know this ...
V Australia Flight Training Department
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8.30. Pre-Start Hydraulic Pressurisation
The pre-flight Hydraulic Panel pressurisation sequence
should be performed exactly as documented in the FCOM.
Typically it’w worth noting that:
• The C1 ELEC PRIMARY is selected before the C2 ELEC
PRIMARY. As well as being in the order specified by the
FCOM procedure, this ensures that the C2 pumps is not
pressurised needlessly during the flow.
This procedure is primarily formulated to prevent fluid
transfer from the Center to Left hydraulic systems. Such a
fluid transfer could potentially take place through the
brake accumulator system if the hydraulic systems are
pressurised out of sequence, although the mechanism of
transfer is not documented by Boeing.
The post-flight procedure is again, just as documented in the FCOM and seeks to prevent both fluid transfer and un-
necessary energising of the pumps.
8.31. Dispatch with the DDG – what does “None” really mean?
When seeking guidance from the DDG for a defect –
particularly after “Dispatch” when the DDG becomes
“guidance” only – entry into the DDG typically begins
with the EICAS message list. Once you’ve located
your message, you’re referred to the relevant DDG
entry to be given the limitations for dispatch.
However some items have “None” against them.
Often this is taken as “None” limits for dispatch.
However in fact the implication is “None” Dispatch – no dispatch allowed with this defect.
Using the illustrated failure, follow through this scenario.
The aircraft completes start/push and the engineer is dismissed. CM1 calls for “Flaps 15” and the slats start to run.
Shortly thereafter, SLATS PRIMARY FAIL annunciates on EICAS. The crew commence the checklist and although it
contains some notes, no actual procedures are required of the crew. By the time the checklist completes, the
Flaps/Slats are extended correctly, the EICAS and STATUS are clear of messages, and the aircraft seems normal. Can
they go or not?
The crew refer to the DDG and find that the relevant MEL reference for this defect is None. The crew decide that since
there are None limits on Dispatch, the flaps are out ok, they’ll keep going. Hopefully the crew will recognise they’ve
made a mistake before advancing thrust for takeoff, generating a takeoff configuration warning sound ...
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9. Pushback, Engine Start
9.1. “Can I close the Door Captain?”
This, along with “Are you Ready for the Approach” are two of the most loaded questions in the aircraft/simulator. The
checklist of items that need to be satisfied prior to closing the doors is moderately long and un-published. It includes
Load sheet, Fuel Record Form, Tech Log, Passenger Manifests, cargo doors, passenger signs, passenger address, slot
times, and more. Beware of flippantly answering yes to the FM when asked this question.
9.2. Pushback Sequence
Because of the requirement to read both the SOP Amplification : NPs and the FCOM in parallel, the push and start
sequence can be a little confusing.
• When CM1 believes the aircraft is ready for pushback, CM1 contacts the ground engineer to confirm readiness for
engine start and pushback (see SOP Amplification : Standard Calls)
• Once received, CM1 asks CM2 to obtain push (as appropriate) and start clearance from ATC.
• With Start/Push clearance obtained, CM2 automatically commences the before start flow up to the EICAS Recall,
which requires CM1 input. Note there is no need for a call from CM1 to initiate the Before Start CM2 flow (such as
“Cleared to Pressurise”)
• Once CM1 has reviewed the EICAS and called “Cancel EICAS”, CM1 will set the trim (hydraulics are pressurised by
this point and the Beacon is ON). Meanwhile CM2 finishes the before start flow with the EFIS CHKL button to display
the Before Start Checklist.
• This checklist is then completed. At this point CM1 contacts the ground engineer and confirms the pushback/start
instructions. Pushback commences.
This sequence is Boeing compliant and is selected to ensure the aircraft is not pressurised for any significant amount of
time prior to ATC pushback clearance. Once the beacon goes on all ground traffic activity around the aircraft ceases – at
busy international airports, aircraft waiting for a delayed push with the beacon on degrades efficient airport operations.
9.3. “Cleared to Pressurise?”
There is no standard call between CM1 and CM2 clearing CM2 to pressurise the hydraulics. CM1 will obtain
pressurisation clearance from the ground engineer BEFORE requesting that CM2 obtain start clearance. As such, once
start clearance is obtained, CM2 should launch straight into the Before Start Flow.
9.4. Start during push back
There is no limitation in starting either or both engines (one after the other) during pushback. There is also no technical
reason for starting one engine in preference to the other. A minor consideration is perhaps starting the engine that is
inside the turning pushback to minimise stress on the towbar, but this is not considered limiting.
Start during push is considered normal practice and is to be encouraged as normal operation during training. Note
however that there may well be local limitations associated with parking position, or a limitation associated with a non-
777 rated tow bar that may preclude engine start during push back.
9.5. Engine Number One or Left Engine
By convention, all internal flight deck communications refer to the engines as Left or Right. External communications,
such as with the ground engineer, should use “Number One” (Left) or “Number Two” (Right) terminology.
9.6. Fuel Control Switch to RUN During Start
The Fuel Control Switch can be moved to RUN during the engine start as soon as the CM2 has moved the Engine
START/IGNITION selector to START. There is no requirement to wait for Oil Pressure, engine rotation or oil
temperature.
9.7. Starting engines quietly
There are two normal engine start calls. They are “Start Left” (Engine) and “Oil Pressure”. Calls during Autostart such as
“Fuel On”, “Rotation”, “Light Off”, “Starter Cutout”, “Roll Back”, “Stable” and more are superfluous and not required
(nor in accordance with SOP). Engines Stable after start and the subsequent CM2 flow, is assessed through the removal
of the EGT Start Limit Indication on the EICAS after engine start.
9.8. Start Abnormalities and the Outside World
During start abnormals, try to resist the tendency to lose the outside world. There are probably people out there who
would love to hear that you have a hot/hung start and plan on blocking the taxi way and keeping the ground engineer
from his coffee for at least another 2-3 minutes, perhaps more. Share and enjoy.
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9.9. Clear to disconnect after Recall
The engineer should not be cleared to disconnect headset from the aircraft until the Recall during the after start flow
has been acknowledged and cancelled (“Cancel EICAS”) by the CM1. The function of the EICAS Recall at this point is for
the CM1 to be satisfied that after start the aircraft is fully serviceable to Dispatch for the flight.
9.10. Engine Anti-Ice ON after start
When required, the EAI should be selected on after each engine start – do not wait for the after start flow once both
engines have been started. The Boeing FCOM defines icing conditions to be a combination of outside air temperature at
or below 10° combined with low visibility (1600m / 1sm) and/or precipitation on the plane, ramp, taxi-ways or runway.
9.11. Guarding Fuel Control Switches
AUTOSTART handles almost all start abnormalities that
are likely to require intervention on the 777.
Traditionally the Captain would be expected to guard
the Fuel Control Switches during engine start in order to
prevent a Hot Start. This is not considered to be a
requirement during engine start on the 777.
While there is the remote possibility of a Hot Start
(combined with an Autostart system failure) during
which the Captain might have to intervene – training has
historically shown that the more likely result of hands on
the fuel control switch during start is inappropriate
intervention in a start that’s being managed quite well by Autostart.
As such Training recommends that Captains do not keep their hands on the Fuel Control Switches during start. Rest
them on the Thrust Levers instead, while monitoring engine start progression.
9.12. Anti-ice and the Before Taxi Checklist
When EAI has been selected on after engine start, the proper response to the Before Taxi Checklist’s “ANTI ICE …” is
“AUTO … ON …ON” indicating the status of all anti-ice – Wing, Engine, Engine.
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10. Taxi
10.1. Takeoff Review – Read the Glass!
The Takeoff Review is strictly a glass reading exercise. The only instruments that should be referred to are the two
CDU’s and the ND/PFD. Do not read the V2, Selected Altitude/Heading from the MCP.
10.2. Weather Radar ON during Taxi
SOPs specify that the weather radar should go on during taxi after the cabin ready and Takeoff Review have been
completed. That said, if the aircraft is taxiing such that a 20/40 mile weather radar display would give a preview of the
weather on departure – WXR should be selected on for this purpose, and can be selected off if necessary once that
appreciation is gained.
10.3. When to run the Before Takeoff Checklist
After taxi commences, PF will wait until the aircraft is in a clear area and the mental demand of taxi is low (straight line,
wide taxi way, etc) and if an airways clearance has been received and briefed, will call for the Takeoff Review. Upon
completion of the Review, PM will display the Before Takeoff Checklist. The checklist can be run when (a) Cabin Ready
has been received; (b) the Takeoff Review is complete; and ideally (c) Weather Radar/Terrain selections have been
made.
10.4. Thrust Usage on the Ground
The thrust produced by the
777-300 engines at idle is
considerable – at most weights the
breakaway thrust requirement is
not much more than idle.
As such it is crucial for the Crew to
maintain situational awareness of
what is behind the aircraft anytime
thrust is increased above idle while
taxiing.
Thrust increases are often required
for:
• Taxi commencement at very heavy operating weights.
• Turns or 90° or more, particularly on narrow taxi ways where turns are conducted with appropriate FCTM
judgemental oversteering.
• Sloping taxiways – particularly associated with turns.
Thrust increase should generally be anticipated – that is, thrust applied just before it’s required. In concert with this
anticipation, the area that will be behind the aircraft when thrust is to be increased should be considered by the flight
crew. Damaging ground equipment and personal is well within the capabilities of the thrust output of the 777 engine
during normal taxi operations.
10.5. Carbon Brakes – Operating Differences
There are operating differences between the 777’s Carbon Brakes and the steel brakes found on
older aircraft. The primary operating difference stems from the wear nature of the material. The
two significant factors affecting carbon brake wear are the physical number of applications (rather
than the length or strength of application) and the temperature of the material during the
application of braking. Within reason the warmer carbon brakes are during multiple braking
applications, the less the brake wear.
Operationally this means that brake wear is reduced by a small number of long, moderately firm
brake applications instead of numerous light applications. Hence the technique of allowing speed to build up during taxi
(appropriate to the taxi environment) and a single continuous brake application to reduce speed significantly before
allowing taxi speed to increase again.
The use of Autobrake 1 for landing can increase carbon brake wear when the intent is a roll through on the runway.
This is because the combination at Autobrake 1 and Reverse Thrust can result in the cycling of the brakes to maintain
the low rate of deceleration commanded.
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10.6. Returning to Stand
Whether due technical, operational or a passenger issue, returning to stand is not a manoeuvre supported directly by
the SOPs. Usually the key to covering yourself for a return to stand situation is to assume you’ve just cleared the
runway after landing and commence the appropriate flow (easiest to initiate by calling for the After Landing Checklist).
Don’t forget to consider communications as part of the decision/implementation of a return to stand. ATC, Cabin,
Company, etc.
10.7. Taxi Technique – General Tips
The FCTM contains fairly comprehensive guidance on
taxiing the aircraft in a variety of conditions. Issues
such as flight deck perspective and visual cues, taxi
speeds, oversteering, thrust and rudder/tiller usages
are essential reading for safely, efficiently operating
the B777 aircraft on the ground. The following tips
directly address taxi deficiencies that have been
observed during line operations.
• Turns of near 90° or more should be entered at no
more than 10 knots (less if the ground surface is
slippery). This significantly reduces the centrifugal
effects on passengers at the rear, as well as the
likelihood of the tyre scrubbing associated with
turns on painted surfaces (wet or dry).
• Typically, outside engine thrust
application will be required during turns
of 90° or more on dry surfaces at heavy
weight to keep taxi speed up near 10
knots. As with all tactical thrust usage on
the ground, application should be
anticipated and the area behind the
aircraft verified clear of frangible items.
Be particularly aware when turning
through 90° with light objects such as
empty ULD’s on the Apron or beside Taxi-ways.
• Oversteering is a requirement on narrow taxi ways and should be
regularly practiced on wider ones. The visual cues described in the
FCTM work and should be practiced to increase confidence in them for
the day when they are required on particularly narrow taxiways (New
York, here we come).
• On particularly narrow taxi-ways, the PF may have to parallel the edge
of the taxiway until the mains have come clear of the edge prior to
returning to centreline.
• The Tiller must be used with a good grip and smooth inputs applied to
avoid the “jerking” that can be felt down the length of the aircraft when
the tiller is not used smoothly. This is particularly so when releasing the
pressure on a tiller coming out of a turn.
• Since it’s introduction on the 777, Main Geer Steering Takeoff
Configuration Warnings during takeoff thrust application (too) shortly
after turning onto the runway have been an occasional accompaniments
to those new to the aircraft. Main gear steering operates when the nose
wheel steering input is more than 13° and speed is less than 20 knots,
which pretty well describes the parameters of every runway entry for
takeoff. Ensure a few seconds are left to allow the main gear to
straighten before applying takeoff thrust.
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11. Takeoff
11.1. HDG/TRK Select (and HOLD) for takeoff
While Heading/Track Select will engage on the ground, and might even seem like a good idea when ATC want runway
heading, or a turn straight after takeoff, the practice is discouraged for the following reasons.
• If the mode is commanding a turn, the turn will commence very shortly after takeoff – irrespective of an engine
failure that may occur and any subsequent engine out procedure that may apply.
• If Hdg/Trk Select is engaged other than when the aircraft is lined up on the runway, when the aircraft gets airborne,
the Hdg/Trk Select logic may command a turn in the shortest direction based on which way the aircraft was pointing
on the ground when Hdg/Trk Select was engaged.
As such the use of Heading Select – and Heading Hold – prior to takeoff is not encouraged. Instead, call for a lateral
mode at 400ft when prompted by the PM.
11.2. FMC Climb Direct Feature on the ground
The FMC climb direct feature (CDU VNAV CLB page) actions with a single button push (followed by execution) the
deletion of all legs page altitude constraints between the current aircraft attitude and the MCP selected altitude, or
FMC Cruise Altitude, whichever is lower.
Each individual legs page speed/altitude constraints can be deleted with a single push of the MCP Altitude Selector
without a need for Confirm/Execute … except on the ground where the MCP Altitude Selector knob push is disabled. In
this situation, the FMC Climb Direct feature still works as described.
11.3. Main gear steering and Thrust Application
As crew become more confident with the aircraft, the occasional takeoff configuration warning is generated during
thrust application on takeoff, when the main gear steering hasn’t been given sufficient time to align and lock. This is
generally best avoided – don’t rush into TOGA when a sharp turn has been required during line up.
11.4. Takeoff – wait for 55%
Boeing specify thrust stabilisation at around 55%
(the actually number is not important) during
thrust advancement for takeoff prior to TOGA
switch activation. Two common errors associated
with this are (a) pressing the TOGA switch too
early, thus exposing the aircraft to the risk of
asymmetric thrust application at very low (below
VMCG) airspeeds; and (b) pausing too long trying to
accurately achieve 55% prior to TOGA, using
valuable runway in the process.
11.5. “Takeoff” ... Then TOGA Switch
The “Takeoff” call from the PF is a decision/statement of intent call. Essentially it formalises the age old : PF : “You
Ready?” ... PM : “Yup” that pilots have been saying at each other as the aircraft straightens up on the runway and the
crew commence the roll. It’s the last chance for one of the pilots (typically the PM if the PF has announced intent) to
halt the takeoff – whether for lack of clearance, blocked runway or some other reason.
For this reason, the “Takeoff” call should take place well before TOGA switch activation. Abandoning a takeoff roll
commenced in error is a far simpler proposition if actioned prior to Autothrottle engagement. This is why the SOPs
script the “Takeoff” ... “Check” sequence prior to TOGA Switch Activation.
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11.6. Eighty knots, Check, Hold, Check
Normally this would be the correct response to an airspeed awareness call from the PM, and an FMA change called by
the PF. However Take Off is an SOP scripted event. The correct calls are documented. During takeoff when PM sees
80 knots IAS, PM calls “Eighty knots”. PF looks down and cross checks his ASI, then looks up at the FMA, sees the Thrust
mode change and calls “Hold”. PM does not acknowledge this last call.
11.7. Increasing VR for Strong Crosswind Conditions / Windshear
The Boeing FCTM advises using TOGA Thrust and a higher
VR during strong and/or gusty crosswinds. Increased
rotation speed provides increased tail clearance and stall
speed margin.
Improved Climb
The FCTM also recommends the use of “Improved Climb”.
Improved Climb is essentially the increase of V2 (and by
association possibly Vr and V1 as well) to gain better second
segment climb performance. OPT uses improved climb on a
tactical basis as and when required to maximise takeoff
performance. There is no ability for Crew to turn on
Improved Climb if it’s not already in use, or increase the use
of Improved Climb if it is being used.
Increasing VR
The concept of increasing Vr is based on the extra thrust available when the takeoff is at less than the performance
limited takeoff weight and full TOGA Thrust is used.
To provide the data, two takeoff performance solutions are generated – one for the actual weight, one for the
performance limited weight (or structural limit if less). This second solution provides the performance limited Vr, which
is not to exceed the actual weight Vr plus 20 knots.
Speeds are set for the actual weight solution (not the increased Vr). Rotation is delayed until the performance limited
Vr (not to exceed actual weight Vr plus 20 knots). Once airborne the takeoff is continued normally, rotating to the all
engine climb attitude until the flight director gives correct guidance.
The Boeing FCTM offers specific suggestions when using this technique during gusts and crosswinds which should be
reviewed as part of the Departure Briefing. By implication, the use of TOGA thrust as a response to strong crosswind
conditions is a requirement of this technique.
Windshear
The FCOM SP for Adverse Weather recommends a
similar technique when a takeoff is undertaken in
potential windshear conditions. The calculations
involved and settings are as above, the differences
occur in the event of a windshear encounter during
the takeoff.
If windshear is encountered rotation must not be delayed until the increased VR, but commenced at the actual weight
calculation rotation speed.
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11.8. Flap Retraction & Extension
During takeoff, don’t delay flap retraction – call for the
next stage of flap at the appropriate speed as advised in
the Boeing FCTM. Delayed flap retraction at very heavy
weights can hamper aircraft acceleration towards clean
speed and result in unnecessary pitching moments as the
next flap limit speed is approached during acceleration. Note that retraction takes place from F20/F15 → F5 → F1 →
Flaps Up. Whether using Flap 20 or Flap 15 on takeoff – retract to Flap 5 once the acceleration has commenced and the
speed adequate.
During approach, crew should ideally not extend flap to the next selection until approaching (within 20 knots) the
minimum speed for the existing flap. Early flap extension results in unnecessary wear and tear on the flaps. On some
Boeing types (notably the B747-400) there are Boeing and Company specific recommendations against the use of
Speedbrake with any Flaps extended. The 777 FCTM recommends against significant Speedbrake extension with Flaps
in excess of Flap 5 (due turbulence over the horizontal stabiliser). Other than this, Speedbrake is very much preferred
over Flaps as a means of increasing drag on the aircraft when fast/high on descent/approach.
Unlike the 737, it is unusual for crew to skip standard flap settings during extension (other than F15/F25) and generally
an indication of a poorly planned/managed initial approach. The “Standard” approach/Landing is Flap 1, Flap 5, Gear
Down Flap 20, Flap 30.
Flap 15 on Approach
While specifically identified as a Takeoff Flap setting, the FCTM also refers to Flap 15 as suitable when manouvring prior
to approach. Flap 15 is not recommended as a regular setting for a low drag approach – the FCTM specifically identifies
the Gear Up / Flap 20 configuration for low drag during approach. The use of Flap 15 does not require pre-facing it
with“Non Standard”. It’s just a flap setting.
Flap 25 on Approach
Flap 25 on the other hand is specifically denoted a Landing Flap Setting by the FCTM. Unlike Flap 15 – the selection of
Flap 25 does not result in a “25” minimum speed indication on the airspeed tape. Typically PF calls for Flap 25 because
of a fast/late approach where the aircraft is close to the Flap 30 limit speed. The lack of a minimum speed indication on
the airspeed tape should be taken as an indication that Flap 25 should not be used during approach unless it’s the
landing flap selection.
11.9. Takeoff Rotation Rate
According to the Boeing FCTM, Takeoff Rotation should be a
smooth continuous rotation of 2 to 2½ degrees per second
towards 15° of pitch reference. Additionally, the attitude
indicator is the primary pitch reference.
The first thing to note here is that rotation should be smooth and
continuous – the aircraft has a tendency to slow it’s pitch rate at
about 10° of pitch (as the mains leave the ground) – rotation
must continue through this point and the rotation should not be
allowed to stagnate. Note also that Boeing recommends a
consistent rotation technique and approximately equal control
forces.
The second point worthy of note is that rotation should take
place towards 15°. The actually pitch attitude the aircraft
stabilises at will be the result of a complex calculation of weight,
thrust, centre of gravity, etc.
When your rotation technique is correct, you will notice two
things – firstly you are pointed at the same place as the flight
directors once your rotation is complete (note this is not an
invocation to use the flight directors during rotation); secondly
your airspeed will be very close to that written at the top of the
CDU VNAV CLB page – V2+25 knots.
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11.10. VNAV Path after Take Off?
When operating from Runway 24/25 at LAX, departing on the PERCH9 or the
LAXX6 (and several other SIDS), VNAV may change from SPD to PATH after
takeoff, seemingly refusing to accelerate above 1000/3000 AAL. This is often
perceived as a failure of the VNAV mode and a reversion to basic modes (Flight
Level change) is suggested by the PF/PM/Sim Instructor.
While it’s crucial for crew to learn to detect unusual behaviour in the AFDS and
react accordingly with a reversion to a more basic level of automation, it’s also
good value to understand the what and why of AFDS anomalies. In this instance,
VNAV has reacted correctly to its programming.
While VNAV climbs are essentially a fixed thrust/selected speed based
calculation (see below), in this case VNAV has decided the SMO160R/3000B
restriction is at risk, and has engaged in VNAV PATH in order to meet that restriction. Acceleration will occur once the
restriction has been met. This situation can be exacerbated by the excess thrust available at lower weights, and the use
of 3000 ft AAL for noise abatement.
There is a fundamental difference in the design of VNAV between climbs and descent – at least between climb after
takeoff to cruise altitude and descent from cruise altitude to the approach. The difference is VNAV PATH. Essentially
typical VNAV Climb is thrust/selected speed. The auto throttle is commanded to limit thrust (CLB, CLB1, CLB2, etc) and
VNAV commands the elevators to maintain an airspeed (hence FMA VNAV SPD). The rate of climb (and therefore the
vertical path in space) is continuously updated and re-calculated during climb – but not maintained. This is why
altitude/position predictions continuously change during VNAV climbs.
In contrast a typical VNAV descent begins prior to top descent, when VNAV calculates a three dimensional path in
space-time which VNAV attempts to maintain during descent, sacrificing speed where required in order to keep the
Path. Typically this is required because of inaccuracies in the VNAV Descent Forecast Wind data.
The situation at the beginning of this section is one of the exceptions - the occurrence of an At and/or Below restriction
on the FMC Legs page during a VNAV SPD climb. If a limit becomes binding on the climb, VNAV will engage in PATH and
level off to meet the restriction. If the Altitude Selector is in accordance with the restriction, VNAV will still engage in
PATH but revert to VNAV ALT when the restriction is cleared, when VNAV wants to continue the climb – but is stopped
by the Altitude Selector.
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12. Climb, Cruise, Descent
12.1. Filling in a Flight Plan
The following is a recommended
method for completing the OFP. Note
that there are sections on completing
the Dispatch Release Message page
elsewhere (8.26 Final ZFW – What do we do with that?; 8.28 Load Sheet Arrives – OFP
Dispatch Message page)
Airborne : The OFP Pushback (Out 09:58), Airborne (Off 10:14) are typically filled in after top of climb. At this point it’s
not a bad idea to make a note near this block of the ETA, based on Off (10:14) plus the OFP Flight Time figure (12:37).
Contingency Summary Page
The next step is to complete the EDTO block.
The Off time from the Departure airfield
propagates through a series of places in this
section of the OFP.
EDTO Entry/Exit : The Off time is written
under the ATD column to provide more
accurate estimates for the first EDTO Entry and
the last EDTO Exit points. These can be defined
through 671nm range rings on the FMC Fix
pages based on the two selected airports.
Note the airports used to define EDTO Entry
and Exit may not be EDTO alternates
themselves.
EDTO Alternate Validity Periods : This
section can be used during pre-flight weather
and NOTAM review as a guide to validity
period requirements. Once airborne, use the
Off time (more correctly the difference
between Off and Sked Out time) to update the
Earliest and Latest ETA’s for the EDTO
alternates.
Critical Fuel Summary : Here the provided
EET figures are added to the Off time to
calculate estimated times for the Critical Equi-Time points of between the various EDTO airports. These times can be
placed in the fix pages for a reasonable representation of the ETP’s between enroute EDTO airfields during cruise.
Navigation Log – Waypoint ETA’s
Once airborne, the Navigation Log should be
completed for the waypoint ETA’s. The Airborne
time (10:14) is placed at the top of the first page,
and then a column of additions takes place down to
the last page of the Navigation Log.
A crosscheck at the bottom of each page of the
Navigation Log (including the last) ensures that
calculation errors are not carried through
the flight plan to the cross check at the
end.
The ACARS COM Company Departure
report contains the fuel on board as the
aircraft commences the takeoff roll. This
value is a meaningful cross check against the first REMF/MINR at the top of the first page of the Navigation Log.
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Navigation Log – In flight record
The Navigation Log pages of the OFP should
form a Log of the Flight. At each waypoint
that is passed in flight, the actual time and
fuel on board (FMC calculated figure)
should be recorded in the space provided.
Once the Rest Pattern and EDTO data has
been calculated, writing these times on the
OFP Nav Log page can serve as useful
reminders in flight for these events.
Additional events can be logged by a
conscientious crew. The intent of the
navigation log is to provide the crew (or the
relief crew) with the means to ascertain what happened previously; it also allows a follow up process to evaluate the
flight after the event.
• ATC Frequencies VHF/HF.
• Direct Routings
• CPDLC Logons and Transfers
• Enroute Climbs, Descents, Speed and Time constraints
• Off route diversions due weather
• Updated Wind Uplinks
Apart from flight navigation events, the OFP is often used to record other flight related events such as push back delay
factors, passenger/cargo loading issues, passenger medical issues, etc.
See 14.5 OFP Completion Post Flight.
12.2. EDTO Critical Fuel Check
EDTO Additional Fuel (EDTO ADDNL) is planned when the fuel required to
complete the most critical EDTO diversion from an ETP is less than the fuel
required to continue the flight under normal operations and land at the
Destination with FINAL RSV + ALTN fuels intact. Typically this occurs on sectors where the distance between the
Destination and Alternate is relatively short.
When EDTO Critical Fuel is present on the OFP, it’s good practice to check and occasionally monitor the margin
between EDTO Diversion Fuel and Estimated Fuel On Board at the most fuel critical ETP (usually the last one).
The OFP Navigation Log Minimum Required Fuel (MINR) column does not reflect any requirement for EDTO Additional
Fuel, so regular fuel checks may not detect a developing low fuel situation with respect to EDTO diversion fuel.
Additionally the OFP Navigation Log does not incorporate waypoints for the ETP’s, so the FMC must be utilised to
determine fuel at a crew constructed waypoint at the ETP.
The fuel critical ETP can be identified
from the EDTO section of the OFP – if
EDTO ADDNL was required, the Fuel In
Excess To CP/ETP Requirement will be
Zero. This waypoint needs to be
constructed in the FMC – the most
reliable method tends to be to use the OFP Lat/Lon co-ordinates. The ETP Lat/Lon waypoint can be entered in Fix page
to highlight awareness of the aircraft approaching the ETP. Then as you near the ETP, line select from the Fix page into
the Progress Page over the destination for a direct to fix Time/Fuel estimate to copy to the OFP.
It should be noted that in situations where the fuel estimate at the ETP calculated early in the flight is inadequate – the
crew should commence a critical thinking process to determine the accuracy of the FMC estimate and the minimum
required figure. As an example at the planning stage contingency fuel is required on the EDTO diversion; once airborne
this requirement no longer applies.
Finally – the A1 requires that crew note the Time &
Fuel On Board (Totalizer) be noted on the OFP at
each EDTO Critical Point.
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12.3. EDTO Critical Fuel – Do We Need It?
EDTO planning requirements specify fuel required for a Critical Scenario from the ETP between selected EDTO
Alternates (whether more than one is selected). When finalising the fuel order, crew operating flights with EDTO
ADDNL fuel should bear this requirement in mind when considering extra fuel.
However once dispatched, the flight is not required to meet this critical fuel requirement. In fact if the flight dispatches
with minimum fuel and the flight proceeds normally, extra fuel available at the EDTO critical point will consist of
un-used taxi fuel and any fuel saved enroute.
That said, it is incumbent on the flight crew to ensure the critical EDTO ETP is reached with an adequate minimum fuel.
At planning stage critical fuel includes contingency, icing and other margins not required once airborne. Additionally for
the critical fuel scenario to be realised in flight, the aircraft would have to suffer the relevant failure(s) at the ETP – a
failure before or after the ETP would result in extra fuel being available to the flight.
Finally – the A1 requires that crew note the Time & Fuel On Board (Totalizer) be noted on the OFP at each EDTO Critical
Point.
12.4. Use of VS to change Level at Higher Altitudes
See 12.5 Block Clearances. The use of VS/FPA (and even FLCH) constitutes a higher workload on the flight deck and
comes with issues related to the use of IAS as a controlling auto flight parameter at high altitude. VNAV is generally the
preferred solution.
12.5. Block Clearances
ATC Block clearances allow the aircraft to operate at any altitude within the cleared block
limits. Climb or Descent within the block is at the behest of the crew. While traditionally used
to maintain the most optimum cruise level to reduce fuel usage, block clearances have also
been useful to find altitude between traditional RVSM levels that provide a smoother ride.
One crucial aspect of a block clearance during augmented operations is the clear
communication of the clearance to the next crew during handover.
VNAV to Change Level
For altitude changes of 100 ft in the block level, VNAV provides the lowest workload solution through a simple twist and
press of the altitude selector. The FMA does not change and the FMC Cruise Altitude is updated automatically. Thrust
increases to maintain the FMC commanded MACH while the elevators pitch up to climb the 100 ft to the next level.
Thrust and pitch change are minimal resulting in smooth ride for the passengers. Altitude changes of 200 ft or more
however will result in the usual two rounds of FMA changes and the application of more thrust and pitch.
AFDS Basic Modes to Change Level
For level changes in excess of 100 ft in the block, some crew prefer VS +100 fpm (or FPA +0.1°). This is a higher
workload/higher risk solution and it should be noted that any time a basic AFDS pitch mode is used at higher altitude,
the AFDS Thrust Mode will default to Indicated Airspeed (IAS) – this should be changed to Mach. IAS as a commanded
auto-throttle parameter during level changes at high altitude can expose the aircraft to high and low speed limit
excursions. Note also that the FMC Cruise Altitude will need to be updated during the level change – this can be done
anytime by pressing the altitude selector. When the level change is complete – even if another level change is expected
shortly thereafter – the AFDS should be returned to VNAV PATH.
In essence, use of VS/FPA (and to a lesser extent FLCH) at higher altitudes to change levels is considered a high
workload solution to a problem that VNAV was designed to address with greater ease.
12.6. Updating FMC Winds
The winds provided to the FMC through ACARS uplink are updated at Nav Services every 6
hours. The updates can take up to an hour and should be complete by 0600z, 1200z, 1800z
and 2400z. If you believe your winds are out of date and inaccurate, a request for a set of
updated winds from the CDU LEGS Route Data page can assist.
Note that you can pre-select the levels in the LEGS page you wish to receive the winds at. This is best done by deleting
ALL the existing levels in the LEGS RTE DATA Waypoint WINDS page in the FMC, replacing them with your own (nil wind
will show and these levels will propagate forwards and backwards through the FMC LEGS waypoints), executing the
modification and then requesting new winds. The uplinked winds will be appropriate to the entered levels.
You might want to do a route copy before you undertake deleting all the winds out of the FMC, just in case the new
ones don’t come down ...
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12.7. EDTO Plotting Chart
The A1 requires the completion of the EDTO Plotting
Chart for each EDTO flight. Ideally this is completed pre-
flight, but can be left to be completed before EDTO
entry. A suggested representation of the required
positions is below.
When marking the route to be flown, include the names
of Waypoints (ELKEY, 20N30, etc) as displayed on the
OFP, EDTO Entry (EEP) and Exit (EXP) Points and
EDTODP’s (Decision Points or ETP’s). Indicating at the
ETP’s the two EDTO airports considered can improve subsequent situational awareness when reviewing the plotting
chart. Note that while the flight may pass in and out of EDTO threshold range (671 nm) of various airfields enroute –
only the first EEP and last EXP need be plotted on that chart.
Finally, when plotting the ETP with critical fuel requirement (normally the last ETP on a flight inbound to KLAX,
see 12.2 EDTO Critical Fuel Check) – fuel required to divert from the ETP to the EDTO Airfield – highlights the critical
nature of that particular ETP.
12.8. Route Offset via Track/Heading Select – Not via LNAV
The Route Offset feature of the FMC is used quite often during line operations. However when manoeuvring across to
the new offset route, crew should not allow LNAV to self position across 20 miles of airspace to the new route – usually
Track or Heading Select is used to positively control the aircraft to the new route. Don’t forget to arm LNAV when your
intercept heading/track is set.
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12.9. Step Climbs – OFP vs FMC (Optimum vs Recommended vs STEP)
Crew should refer to the Boeing FCOM and FCTM for a full discussion of step climbs. What will be discussed here is
partly a summary, partly a response to questions encountered in this area during line training/line observation.
“The OFP is the Most Accurate”
This is generally correct in that (in most cases) the computers and software used to calculate the vertical profile of the
OFP are far more sophisticated than the computer and software found in the FMC. The flight planning system has
access to a more complete performance database profile of the aircraft and a better level of detail of wind data that is
accessible onboard. That said there are factors which can affect the accuracy of the OFP, post production. Alternative
routes, significant weight and wind changes are amongst them.
Winds : The winds used to calculate a Long Haul OFP can be anything up to 9 hours old at Top of Climb, much older
down route. If the crew have reason to suspect that the wind profile used in the OFP is significantly different
than that on the OFP, the FMC (with updated ACARS winds) becomes your only remaining solution.
Admittedly this is pretty rare, but does happen. Note I said “suspect the winds are different” rather than old.
Weight : The OFP is prepared for a specific aircraft weight (actually landing weight, flown backwards). If a significant
ZFW change is involved, along with a significant change in Fuel Load, the OFP can be slightly inaccurate. It
should be noted that the kind of weight changes that would significantly affect the accuracy of the OFP cruise
climb profile should probably have required the crew to order a new OFP...
Speed : The OFP’s are typically based on minimum cost. Anytime you choose to fly a fixed speed schedule (faster to
make time, slower to make fuel) the overall cost of the flight increases, and the FMC alters it’s OPT/REC/Step
climb recommendations based on this speed schedule. The OFP climb points therefore become less relevant
to the new type of flight being undertaken.
FMC Winds – Forecast vs Actual
The FMC winds are uplinked during pre-flight, and therefore might well be more up to date than those on the OFP,
although not necessarily significantly different. Additionally, crew can request updated winds in flight
(see 12.6 Updating FMC Winds). When using wind in the calculation, the FMC uses a mixture of 99% IRS Wind
(Actual) and washes it out over approximately 600nm to 99% Forecast wind. This washing process is not linear – at
approximately 200 miles, less than half the actual wind is used in the calculation. As soon as a higher level is being
considered by the FMC – only forecast wind is used. The FMC does not wash actual wind up or down through levels.
FMC VNAV CRZ OPT (Optimum Altitude)
When operating in a block clearance, crew will often follow the FMC
VNAV CRZ page OPT value, stepping up 100 ft at a time. However the
OPT value takes only Cost Index (or selected speed), Weight and
Temperature into account – there is no concept of Wind in the OPT
value. As such crew may well be costing the flight fuel and time (and
cost) by not following a wind based recommendation.
FMC VNAV CRZ RECMD (Recommended Altitude)
The Recommended Altitude includes wind and the OPT calculation to
advise the best level for cruising for the next 500 miles or so. RCMD
does not look beyond that in recommending altitudes, so potentially
it could recommend a climb into a (much later) increasing headwind. Standard use of Actual/Forecast along track, up
and down apply, and the altitude is based on various combinations of current cruising altitude and the entered STEP
size. It should be noted that RECMD can also recommend a descent to lower level.
FMC VNAV STEP TO Time/Dist (Step Climb Point)
The STEP climb calculation completes the picture, using all available information of the OPT calculation and
actual/forecast wind along the entire route stored in the FMC, in conjunction with current cruise altitude and entered
STEP size to advise the best point at which to commence a climb to the next altitude. Crew should have a valid reason
before choosing to deviate from the recommended FMC Step Climb points. It’s worth noting that the OFP is not capable
of recommending climbs between waypoints whereas the FMC does. On the long legs between waypoints over the
Pacific, this can be a significant factor in choosing FMC Steps over the OFP.
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12.10. Crew Handover Briefing
The operating crew will conduct a briefing as part of the handover process to a relieving crew on augmented
operations. The content of the briefing will vary depending on the circumstances of the flight, but the following points
should be considered. This brief (like all briefing) benefits from a quick review prior to the arrival of the next operating
crew on the flight deck. A review of EICAS (Recall/Status); ATC COMM (communication history, outstanding ATC
Requested Reports), EDTO Alternate Weather and OFP Fuel/Time progress covers most of the regular briefing areas.
• Aircraft : Aircraft Serviceability (Recall/Status), OFP Fuel/Time progress, etc.
• ATC : Current VHF/HF/RTP usage, outstanding ATC requests (FIR frequency changes, CPDLC requests report
back on route, Speed/Altitude requirements, Block Clearances, etc)
• Route : Route related issues such as significant terrain/escape routes, route offsets for Weather/SLOP, EDTO
status (position relative to ETP, EDTO Airfields, etc),
• Weather : EDTO Forecasts/Obs validity & content, any updated Destination/Alternate weather, FMC Wind Uplinks
• Cabin : Review any significant cabin communications/events, status of cabin crew rest (who’s acting FM), etc.
• Other : Other significant aspects of the flight the incoming crew should be aware of, such as Company messages.
During crew changes the speaker should be on to ensure communications continuity, the AP must be engaged and each
crew area should be neat and tidy with maps and documents in their standard locations. Note that the A1 forbids any
crew change below 10,000 ft; any change of Aircraft Commander below FL200.
Prior to leaving the flight deck, the PIC should consider discussing with the operating flight crew the severity of any non-
normal events that require PIC notification and the level of operational decisions that require PIC authority.
12.11. Totalizer vs Calculated Fuel
Totalizer fuel is displayed on the EICAS is a straight representation of the aircraft FQIS.
Calculated fuel (which is the only value the FMC uses for fuel prediction) is based on Totalizer when the first Fuel
Control Switch is selected RUN – from this point forwards the total is reduced by measured fuel flow through the Fuel
Control Units.
Most flights are subject to differences between Totalizer and Calculated Fuel. Significant differences (4 tons or so)
generate a FUEL DISAGREE message which may well indicate a fuel leak – but typically differences of up to 1 ton are not
unusual.
The question of whether to record Totalizer (from the EICAS or FMC Progress Page 2) or Calculated on the OFP is often
debated. Some points to consider ...
In Flight Fuel Recording
Since the Totalizer measures a large value for most of the flight (fuel on board) while the Calculated measures a much
smaller value (fuel flow through the FCU nozzles); the Totalizer is subject to acceleration and turning errors (despite the
baffles in the tank) – generally Calculated Fuel from the FMC is a more accurate reflection of fuel state. Running a dual
column on the OFP of both Calculated and Totalizer tends to bear this out with the Calculated Fuel indicating a general
trend with variations that reflect level/speed/wind changes, whereas the Totalizer fuel track shows variations that are
difficult to explain.
Arrival Briefing Fuel
The difference between Calculated and Totalizer (viewed on Progress Page 2) is worth considering as part of your
Arrival Briefing. Some pilots focus exclusively on FMC predictions when considering low fuel operations into
destination. Differences between the Calculated (FMC) and Totalizer fuel can make the operation less conservative –
resulting in either an unintended commitment to destination, or an early diversion to alternate.
While the Calculated is generally lower than the Totalizer at this point, a (much) higher Calculated Fuel figure could be
corrected by re-setting the Calculated figure to the Totalizer value in the FMC. This is done by deleting the Fuel Figure
represented on the INIT PERF page. This should only be considered if the Calculated value is considered to be in error.
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“Brisbane Radio, Brisbane Radio, Vee-Oz
Two Datalink on Five Six Three Four ...”
12.12. HF Radio Usage
HF usage is taught during line training. The following points are
worth considering.
• Using the Left RTP for HF-L and the Right RTP for HF-R assists in
avoiding confusion.
• Using HF-L for the primary ATC frequency and HF-R for the secondary also helps. Having the secondary on HF-R
means the frequency is available for SELCAL in case the primary has failed.
• When given 4 frequencies (such the initial contact with San Francisco Radio providing a changeover at 140 West)
setting both Primaries in HF-L (140W frequency in the Standby) and the Secondaries in HF-R again keeps a familiar
usage pattern.
• Remember ATC will have a squelch facility in place on HF. As such the first syllable or so of a transmission may be
lost (hence the “Brisbane Radio, Brisbane Radio ...”). Also leaving gaps between the words of your call means some
words may be lost as the squelch breaks up your transmission. So slow your speech down, speak a little louder and
run your words together a little.
• Initial calls to ATC on HF should include the HF frequency being used. ATC often monitor more than one HF
frequency at a time and it can be a challenge to work out which frequency you’re calling on without this.
• Adding “Datalink” to your call sign – assuming you have a CPDLC logon with the FIR you are trying to contact –
reminds ATC of this fact (don’t assume you’re talking to the same ATCO running CPDLC).
• Initial calls should also be kept minimal in detail. Don’t make a lengthy position report and SELCAL request until you
know they’re ready to receive it.
• And if you still can’t get through to Mumbai after 3 attempts, throw in the words “Transmitting Blind, Transmitting
Blind.” That’ll do it.
12.13. VHF Radio/RTP Usage
There are three VHF Radios (L+C+R) and three Ratio Tuning Panels (RTP L+C+R) in the 777. As discussed in HF Usage,
each RTP’s is capable of tuning any VHF/HF radio – which while useful, can lead to some confusion on the flight deck if
used inappropriately. Based on A1 recommendations the three VHF radios are used as follows:
• VHF L : Primary ATC Communications
• VHF R : Monitor 121.5 / Secondary ATC / Company / ATIS.
• VHF C : ACARS/Datalink Communications.
That said, it often makes sense to use VHF-C for Company/Weather when VHF-R is in use for other purposes. Ensure
VHF-C is returned to DATA to maintain ACARS VHF capability. As a specific example – during pre-flight, taxi or descent
the CM3 is often charged with updating the ATIS or contacting the Company. This is best done with minimal
disturbance to the operating pilots by the CM3 taking VHF-C out of DATA to listen/transmit, and then pass the required
information onto the operating crew.
Note that the Center VHF has a poor range airborne in comparison to VHF L/R – this is reversed on the ground.
Offside RTP Usage
By convention RTP-L is used for tuning VHF-L and similarly with RTP-C/VHF-C and RTP-R/VHF-R. Offside tuning of VHF
radios through another RTP is a useful feature but can lead to confusion on the flight deck. If you’re using an RTP for
offside tuning, ensure it is returned to the correct onside tuning state upon completion of use. Offside Tuning of VHF-L
(Primary ATC) or using RTP-L for offside VHF tuning is not encouraged.
VHF Squelch Disable
The squelch feature of the three VHF Radio’s can be disabled using the RTP’s.
Push and hold the Radio Tuning Switche (VHF-L/C/R button) to disable the
associated VHF Squelch.
• VHF-L button on RTP-L for the Left VHF;
• VHF-R button on RTP-R for the Right VHF; and ...
• VHF-C button on RTP-L for the Center VHF (no idea why).
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12.14. Big Font, Little Font – the VOR/DME Ident
The Boeing nomenclature for displaying VOR/DME idents on the
Nav Display can be misleading, in the least. The VOR/DME
receivers are tuned by the CDU’s which then seek to interpret the
received ident. Co-Located VOR/DME transmitters include idents
for both the VOR and DME (usually the same ident) with the DME
ident audible at a higher pitch.
• If no ident is received, the ND displays the frequency of the tuned navaid.
• If the VOR ident is received (irrespective of DME Ident reception) a conventional (large font) ident is displayed.
• If the DME ident only is received, the ident is displayed in a smaller font.
The display of a smaller font ident is commonly miss-interpreted as an identified VOR. In fact it is an indication of the
receiver’s inability to identify the VOR. It should also be noted that the ident displayed by the CDU may not match the
database stored ident for the navaid - with no visual indication of the miss-match.
12.15. Setting up for Approach – PF or PM?
Setting up the FMC and the aircraft for the arrival is normally the task of the pilot who will be flying the aircraft on the
approach. In this way the PF gets to make the various decisions associated with planning the descent and approach.
Ideally the PF will hand over control well before top of descent (therefore becoming the PM) and will complete a setup
and self-brief of the approach, considering all the factors from top of descent point, through STAR, Approach, Missed
Approach, Runway constraints, taxi ways, parking stand, airfield characteristics, diversion fuel, etc. When this process is
complete, control is handed back and the other pilot will check the FMC, prepare charts, etc for approach, and get
ready for a briefing. This is also the process used when established in a holding pattern.
In cruise on a nice day, there is no hard requirement for this handover to take place. When the workload is low, top of
descent is still far away and everyone is awake – PF can retain control for this setup as long as PF retains situational
awareness of the flight. PF can also brief an arrival while retaining control – again with the same requirement to
maintain situational awareness and function correctly as the PF during the setup/brief.
An alternative approach is utilised when FMC setup and briefing must be done during high workloads – such as a
runway/approach change during descent, or a setup to be completed after a missed approach. It is always permissible
for the PF to direct the PM to complete a setup for the approach, and then if appropriate to brief the PF on the setup.
While this process works well for repeating an approach after a missed approach, when it comes to setup for a different
approach to a different runway (either on descent or after a missed approach) there is still a requirement for a positive
cross check of the FMC by the other pilot.
12.16. Hand on the Speedbrake Lever
If the Speedbrake lever is extended, it is recommended for the PF to keep a hand on the lever until it is stowed again.
This generally precludes the likelihood of levelling sometime later with simultaneous Thrust against Speedbrake and an
EICAS SPEEDBRAKE EXTENDED caution message. If PF needs to switch something, dial something, or scratch something
– once complete, a hand should return to the Speedbrake lever again.
12.17. Stowing the Speedbrake near VMO/MMO
Stowing the Speedbrake, especially during descent, can result in a momentary speed increase beyond the design limits
of the autopilot to counter. As such, when descending at high Speed/Mach with the Speedbrake extended, stowing it
quickly can result in a high speed limit exceedence.
12.18. Monitor Descent Profile
It is quite important to monitor VNAVs profile calculation on descent. VNAV is the result of a computer calculation and
the old adage of Garbage In / Garbage Out holds true (who fed VNAV the garbage?).
This check is best done through the basic 3x Height calculation, with an allowance for deceleration. Generally at
320 knots, an additive of 20 miles (adjust for tail/head wind) is pretty good. At 250 knots, 8-10 miles in excess of 3x
Height is sufficient. VNAV DESC Offpath Descent energy management circles can also be a useful tool if used properly.
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12.19. No Published Transition Level
Some Countries/Airfields do not publish a fixed Transition Level on the LIDO Approach charts – in this
case a Transition Altitude is published, with the Transition Level as (ATC), often advised by ATIS.
The FMC stores the transition level of the destination airfield in the VNAV DESC FORECAST winds page.
When no Transition Level is published – the FMC will have the Transition Altitude value stored as the Transition Level
instead. The threat here is that if the aircraft levels off at a flight level instead of the Transition Altitude during descent,
the FMC will not advise the crew of the requirement to change to QNH via the PFD indications. If the ATIS broadcasts a
Transition Level – this should be set on the VNAV Descent Forecast page when received.
12.20. FLCH Descent at 240 Knots
The FMC commands descent below 10,000 ft at 240 knots by default in order to be in compliance with the 250/10,000
speed restriction while still allowing vertical manoeuvring capability for tactical use by VNAV PATH. In PATH, VNAV will
increase speed by up to 10 knots below 10,000 ft in order to compensate for an above path tendency
Crew transitioning to FLCH SPD for more direct control of the descent – particularly in tactical situations such as Off
LNAV path vectoring by ATC – are under no obligation to reduce to 240 knots. FLCH is a speed mode and as any
variation from selected speed is minimal – 240 knots is unnecessarily.
12.21. Setting Vref Early
Selecting and entering a Vref into the FMC is typically done as part of the setup prior to the Arrival Briefing. There are
no specific restrictions or guidelines – crew can use the weight displayed at the time and update later (or not); use
estimated fuel burn and the current weight to gain a more accurate Vref (or not); you can check the weight you
calculate against the OFP revised Landing Weight – or not.
Setting Vref significantly early in the flight (for example prior to going for second rest as the operating crew) exposes
the operation to the potential risk of a diversion into an enroute airfield with the incorrect Vref set. Hopefully this
would be caught by the crew as part of the descent preparation into the new airport – but some airlines have a specific
prohibition on setting Vref earlier than the arrival briefing. Crews are recommended against setting Vref for approach
much earlier than the Arrival Briefing.
12.22. Enroute CDL Performance Penalties
Dispatch
Enroute CDL performance penalties are expressed in terms
of fuel flow decrements, with a conversion factor specified
in the CDL introduction (eg: 0.25% / 454kg). SABRE’s
Dispatch Manager has performance PDA and Drag Factor
penalties Climb, Cruise Descent and Holding – although
only Cruise is represented on the OFP.
See 8.18 Application of CDL Performance Limits for
guidance. Ensure the OFP reflects the appropriate
performance decrements for the CDL Defect.
Airborne
If crew are concerned about cross checking the
performance impact of a significant enroute climb
performance penalty, there are a couple methods of
achieving this.
Crew could temporarily increase the ZFW of the aircraft in the FMC to obtain recalculated Maximum Altitude values –
the displayed limit will be conservative as compared with the true impact of the performance penalty. Don’t forget to
change the ZFW back to the correct load sheet value.
In order to assess the single engine impact of a performance penalty, the VNAV Engine Out prompt would need to be
selected after augmenting the ZFW in the FMC – Single Engine altitude capability can be obtained without executing the
Engine Out modification.
Finally, QRH data can be obtained by augmenting the actual weight of the aircraft when using performance lookup
information in the QRH.
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12.23. When do you do the Recall and Notes?
Generally it is considered incorrect to Recall the EICAS and
review the Notes during the Descent checklist. The ECL NM
checklists are intended to be called for and completed when
the items are done. The Recall and Notes are actioned in the
middle of the NM Descent Checklist typically because they
were forgotten by the PF during descent/approach
preparation and the arrival briefing.
The ECL is a clever tool that incorporates a number of human factor/human error philosophies, allows for multi (relief)
crew, failures just before landing, as well as failures that occur hours before the preparation for the approach,
potentially to the relief crew. It’s not perfect and is meant to assist airmanship, not replace it.
As such the function of the ECIAS Recall is relatively clear. As specified in SOPs, a Recall is done with a clear EICAS
message display, the Cancel/Recall switch is pressed, the word “Recall” is announced and any displayed failure
messages are reviewed and the implications assessed. When complete, “Cancel” is called for and the Cancel/Recall
switch is pressed to leave a clear EICAS message display.
The ECL Notes page performs a similar function. Notes that impact on the subsequent operation of the aircraft –
whether cruise, descent, approach or landing – are collected from Completed (not overridden or reset) NNM checklists
for later review by the crew. Notes from multiple checklists, notes affecting crosswind limits, missed approach
configuration, the availability of hydraulic services (brakes, nose wheel steering, etc) all collect in the ECL so that the PF
will have a comprehensive list to consider when preparing for the approach.
Please note that we are now moving away from specified Manufacturer or Airline SOP and into an area of
personal/common technique. A suggested way of incorporating the Recall / Notes ECL NM Checklist item into Normal
Operation is as follows.
Approach Preparation
As part of preparing for the approach, the PF should Recall, read and Cancel the EICAS with or without the involvement
of the PM (ideally with). PF should then move into the ECL Notes page and assess the impact of those notes on the
approach and landing to be flown. Note that if the Recall was clear there are not usually any Notes.
In extreme cases, Notes can dictate runway, approach or even airport selection. As such, beginning your approach
preparation with the Recall and Notes can save significant time later. This technique follows the CRM methodology of
allowing for NNM operation during NM operation through the incorporation of good habits. If you run the Recall and
check for Notes during the preparation for every normal approach, you will pick them up when preparing for an
approach after a NNM event.
When the ECL Notes Page is complete, leaving the Descent Checklist displayed (which will come up when you press the
ECL switch to display the Notes page) as a reminded to both do the checklist later, as well as incorporate the Autobrake
and Landing Data in your approach preparation.
Arrival Briefing.
When the setup is complete and the PM has checked the FMC and organised that side of the flight deck, the Approach
Briefing can begin. Since the preparation for the arrival was best commenced with the Recall and Notes – the Arrival
Briefing can also begin quite effectively the same way. If the PM wasn’t involved with the previous review – run the
Recall, read the messages, accept the Cancel instruction and clear the EICAS, and move onto the Notes.
Personally I commence an Arrival Briefing by copying the Descent Checklist : “Ready for a Brief? Ok – Recall (messages
read, Cancel EICAS if necessary); Notes (no Notes, leave the Descent Checklist up); Autobrake 3, Flap 30 Vref 145
knots, Minima 640 ft Baro” ... And then on with the brief. Briefing Complete? -> Run the Descent Checklist as already
displayed.
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VNAV Approach Validation
• Database selected Approach (Approach Overlay
acceptable if it validates)
• Final Track on LEGS Page should match LIDO ± 1°
• Distance FAF to Rwy/MAP should match LIDO ± 1nm
• No minimum crossing altitudes infringed
• FMC Approach GP angle should be greater or equal to
LIDO published GP
• The altitude at the MAP or the RWY waypoint should be
appropriate for a straight in approach
• Approach Pre-Set RNP/ANP Check (GPS 0.3 or Charted;
VOR 0.5; NDB 0.6)
• Vertical or Lateral adjustments from the FAF onwards
not allowed.
- Speed change at the FAF is acceptable
• The FMC approach design must be one of:
- Approach with Published Glidepath (GP); or
- Approach must have a RWxx waypoint coincident with
the approach end of the runway; or
- Approach must have a Missed Approach (MAP)
waypoint prior to the approach end of the runway
13. Approach, Missed Approach and Landing
13.1. VNAV Approach Validation
Before a VNAV approach can be flown, it should be
validated by the crew. Typically this is done as part of the
pre-arrival briefing preparation. The Boeing FCTM lists the
basic rules required before using VNAV in approach mode.
The following are common errors when reviewing the
LEGS page in preparation for a VNAV NPA approach
• Insertion of extra waypoints in the LEGS page.
• Alteration of altitudes at or after the FAF
The insertion of additional waypoints in the LEGS page can
disrupt the approach logic of VNAV, along with Nav Rad
auto tuning.
The alteration of altitude constraints in the LEGS page
should be restricted to that necessary to compensate for
cold temperature environments.
The crew should also take note of the waypoint after
which the FMC LEGS page includes a published Glidepath –
prior to this the aircraft will follow the more traditional
VNAV descent path, rather than an approach glideslope.
Note that all V Australia approved RNAV approaches are validated with respect to WGS-84 airspace and there is no
requirement to disable GPS updating.
13.2. VNAV Approach – No Path Indicator
Prior to commencing a VNAV approach, a quick look at the ND to verify the existence of the VNAV Descent
Path Indicator and the position of the aircraft relative to the commanded path can save some significant
embarrassment at the IAF - if the Path Deviation indicator is not displayed, the likelihood is that VNAV PATH
will not engage or will not commence a descent at the IAF. Typically the ND Path Deviation Indicator fails to
display when the FMC is in VNAV Climb or Cruise mode. This most commonly occurs in the case of diversions
during climbs or when returning to the departure aerodrome. There are two ways to correct this situation.
One method is to insert the current altitude into the VNAV CRZ page. This will force the FMC from CLB to CRZ
mode. As the aircraft approaches top of descent (which may well be the IAF), the FMC will transition into
FMC Descent mode and the path deviation indicator will display. One of the risks associated with this method is
potentially deleting an altitude restriction from the LEGS page if you choose a cruise altitude at or below such a
restriction, typically the altitude at the IAF which could result in an early final approach descent.
A better method is to use the DES NOW prompt on the CDU VNAV DESC page. This forces
the FMC into descent mode and immediately displays the ND path deviation indicator.
Awareness of the aircraft’s position relative to the programmed descent path prior to final approach is crucial to
successful VNAV Path engagement.
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FCTM 1.37 : Alternate MCP Altitude Setting Technique
• For departures, set the highest of the closely-spaced constraints.
• For arrivals, initially set the lowest of the closely spaced altitude
constraints or the FAF altitude, whichever is higher.
Note : The Operator must approve the technique and crew must be
appropriately trained. Additionally this technique may also be used
for Tailored Arrivals (TA) regardless of how closely the altitude
constraints are spaced.
13.3. Alternate MCP Altitude Setting Technique
The Boeing FCTM requires the setting of all altitude
restrictions (whether from ATC or a SID, STAR,
Approach) in the MCP Altitude Selector during Climb
and Descent, irrespective of the use of VNAV or Basic
Modes (FLCH/VS/FPA). This requirement is relaxed
somewhat when VNAV SPD/PATH is used and the
altitude restrictions are closely spaced – the
Alternate MCP Altitude Setting Technique.
• During Climb and during Descent between Top of Descent and the Initial Approach Fix (IAF) if “waypoints with
altitude constraints are closely spaced to the extent that crew workload is adversely affected and unwanted level-offs
are a concern” the Alternate MCP Altitude Setting Technique may be used.
Non Precision Approaches
Specifically for NPA’s this technique can
be used with VNAV PATH engaged
coupled to a correctly programmed set of
FMC LEGS page altitude restrictions with
a published glide path.
• Altitude constraints between the
Initial Approach Fix (IAF) and the Final
Approach Fix (FAF) that are “closely
spaced to the extent that crew
workload is adversely affected and
unwanted level-offs are a concern” do not need to be set.
• Altitude constraints between the FAF and the Missed Approach Point (MAP) are not set where a published Glide
Path (GP) angle is present on the LEGS page.
As long as the LEGS page validates and there’s a published glide path angle from at least the FAF -> MAP, the PF is
required to set the IAF, the FAF and then the Minima.
IAF → FAF Intermediate altitudes may be set at the PF discretion – all care should be taken to ensure no intermediate
altitudes are compromised – or captured.
Setting Crossing / Nearest / Minimum Altitudes
Note that the Boeing FCTM requires setting the crossing altitude – as such this would require setting 2250 in the
altitude selector during the pictured approach. Since this is not possible (nearest 100 ft only) the other options are 2300
(conservative) 2200 (still above the published minimum) or 2100 – the published minimum. All are considered
acceptable – the requirement is for the aircraft to fly past the waypoint (ideally) at the crossing altitude, above the
minimum crossing altitude.
13.4. Setting DH/MDA for Cat IIIB No DH Approaches
Some crew set 0 (zero) as the DH for a Cat IIIB No DH Approach. This is technically incorrect and reduces the
effectiveness of the DH/MDA selector for these approaches.
In fact, this approach has No Decision Height. As such the Minima MDA/Selector should be set to DH, the Cat IIIA DH
set and the DH hidden from view – No DH. In the event of a reversion to Cat IIIA (Land2, Auto throttle Failure, etc) – the
minima selector can be pressed and the Cat IIIA DH will appear. Note that the MDA can be set to the Cat I minima as
well.
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13.5. VNAV Approach – Early Descent
Leading on from VNAV Approach Validation is the often miss-
understood early VNAV Descent. This occurs when a
waypoint exists on the published approach that is not in the
LEGS page.
In the example given, the FMC LEGS page includes
MMLSI (3000), MMLSF (1680) and MMLSM (0480) waypoints,
with appropriate altitudes at each – note the altitude at
MMLSM is the expected altitude as the threshold is crossed.
The published LEGS page glide path angle for this approach is 3° (2.99°) and commences from MMLSF – the FAF. As
such prior to this point the FMC commands VNAV to follow the traditional fixed point to fixed point path. The result of
this is that VNAV will commence the initial descent at MMLSI and will not wait for the 8.2 fix in order to establish 3°.
The ALAR program and general industry recommendations are for a stable 3° descent from the initial approach altitude.
While technically not in compliance, this VNAV behaviour is considered acceptable, at least until the relevant VNAV
approaches are re-coded with approach slope angles from the IAF. As long as VNAV keeps the aircraft above 1500 ft
until the FAF (in this case, 1680 is what VNAV is aiming for) the best method is to stay hands off and monitor VNAV
down the approach. Briefing the event as part of your arrival briefing is not a bad idea.
13.6. VNAV Approach – Speed Jumps Up
One of the more disconcerting occurrences associated with a VNAV Approach is the “jumping” of selected speed along
with the associated increase in thrust and pitch as VNAV is engaged and the MCP selected speed window is closed by
VNAV. Even if the PF is quick to re-open the window and reduce the speed, it’s a noticeable event to the crew (and
passengers in the know).
The speed increases when VNAV is engaged because that’s what the PF has asked it to do – through the FMC. If before
the VNAV switch was pressed the PF looked down at the FMC VNAV page (which should be VNAV Descent) to check the
targeted speed, it would probably be 240 knots. As such when you engage VNAV – this is what it will try to do.
The only reason VNAV would not command this speed (which will of course be limited by the currently selected flap
limit speed) is because a Legs Page speed constraint has become the commanding factor. This is often a default 170
knots either at the IAF or the FAF. However the point at which VNAV is typically engaged is prior to that point at which
VNAV calculates a speed reduction is required to meet the 170 knot speed constraint – hence the speed increase. There
are (at least) two solutions to this.
The first is to fly the entire descent and approach in VNAV. That way VNAV will not need to be re-engaged for the
approach and the speed jump would not occur. This is actually the way the aircraft is designed to be flown.
Unfortunately the designers didn’t quite account for the amount of off path LNAV/VNAV vectoring ATC usually provide,
and so FLCH is still the mode of choice for many descents in to the initial approach.
The second method is to force the FMC into selecting the speed you want it to target when you anticipate selecting
VNAV. Since this is typically about 2 miles before the IAF/FAF – it should be easy to predict. It should also be easy to
work out what speed you’ll want “Gear Down, Flap 20”, Flap 20 Speed, Speed Brake armed, Checklist displayed, Minima
set, VNAV pushbutton, “VNAV Path”, “Speed Intervene”. You want VNAV to target Flap 20 speed. In that case, program
Flap 20 speed at the IAF/FAF waypoint. An additional precaution is to program that speed at the waypoint prior to the
IAF/FAF – that way if you engage VNAV early for some reason, Flap 20 speed will still be selected. Note however …
• All VNAV approaches are flown with Speed Intervene active – the speed is managed directly by the PF with VNAV
PATH annunciated.
• If you want to fly the approach in VNAV, you are allowed to change the speed at the LEGS page IAF/FAF, but not the
altitude – and neither speed nor altitude can be changed at any waypoint after that.
The practice of pre-setting the appropriate approach speed in the VNAV Descent Page prior to engaging VNAV for the
NPA is strongly discouraged. This would need to be done during the run in at platform altitude to the IAF/FAF and
apart from being a source of distraction during the busy pre-approach environment, if done incorrectly could well result
in a low speed excursion for the existing flap configuration. Setting the speed on an appropriate LEGS page waypoint is
the best practice solution and can be done at altitude during approach preparation.
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13.7. MDA or MDA+50?
Usually a precision approach promulgates a Decision Height (DH) where the intention is that the decision to land or
execute a missed approach is made as the aircraft reaches the minima. Consequently the minima is selected to ensure
terrain clearance as the aircraft momentarily descends through the minima while commencing a missed approach.
Most non precision approaches promulgate a Minimum Descent Altitude (MDA) which is exactly that – if the aircraft
descends below this altitude in IMC during the approach, terrain clearance is compromised. Accordingly a 50 ft addition
to the MDA is made to ensure the missed approach from MDA will not compromise terrain clearance.
During circling approaches, the MDA is set in the altitude selector and the aircraft allowed to capture MDA and fly level
in preparation for a turn to position for landing. As such, irrespective of the decision to land or go-around by the PF –
the aircraft cannot descent below MDA, therefore there is no need to add 50 ft to the circling minima as long as the
flight path will capture circling MDA and not descend below it in the event of a missed approach at minima.
There are hybrid approaches such as sidestep landings to adjacent runways where the decision to set MDA+50 or not
may not seem clear. Ask yourself this – am I going to fly level at the minima, waiting to intercept 3° to the landing
runway, or do I plan on flying through the minima, because I’ll already be on slope?
• If a level flight segment at the minima is expected, use MDA, set it in the MCP and capture it at the minima with the
AFDS – setting Missed Approach Altitude at ALT/VNAV ALT Capture. When ready to commence descent to the
runway, disconnect the AP and truck on down.
• If (very) little or no level segment is required – set MDA+50 and re-set the MCP to the MAA at the appropriate time –
don’t allow the AP engaged AFDS to capture and fly level.
13.8. FLCH during NPA’s
Often when a non-precision approach is going pear shaped and the aircraft
deviates high on initial approach and not in VNAV PATH (such as VNAV ALT/SPD, or
forgetting to set the MDA/Intermediate Altitude, or forgetting to engage VNAV
approaching the IAF, etc) crew tend to revert to FLCH as a means of expediting
their descent towards the required path. This is almost always a potentially
dangerous action on the part of the PF. FLCH is not an approach mode and if the
ALT selector is set below the minimum altitude for the approach segment, FLCH
will take the aircraft below safety height. Subsequent action to set the Missed
Approach Altitude during this descent can seal the fate of the aircraft.
During such circumstances, the most reliable solution is usually to revert to set the altitude selector to the next
constraint and initiate a VS descent with a rate of descent commensurate with the above path indication to
expeditiously return to profile. As the intermediate constraint is approached and the aircraft is still not on path, the
next constraint can be set. The approach should be terminated at 1000 ft AAL if not stable, earlier if it becomes obvious
the approach will not be stable by 1000 ft, or anytime the crew are uncertain of their position with respect to the
approach profile (or are below it).
An alternative technique is to engage VNAV SPD descent (lowering the altitude selector to the FAF or MDA and pressing
the altitude selector is normally sufficient to achieve this) and use speed brake to achieve a higher rate of descent to
regain VNAV PATH, which will capture when the aircraft is within 150 ft of the programmed approach path. Crew must
ensure that the LEGS page altitude constraints have not been accidentally cleared (such as through multiple altitude
selector presses) otherwise a below safety height situation can occur.
13.9. Modifying an Existing Hold
It’s worth noting that you cannot modify an existing holding pattern once the initial fix has been over flown and the
hold commenced. For example, if you are established outbound and wish to increase the holding time, you have to use
Track Select to continue outbound (did you start a clock?) If you alter the holding parameters in the FMC, it then will
overlay the new hold on the ND until you execute the modification, at which point the previous hold will remain. The
new holding parameters will take effect once you transit the holding waypoint for the next hold.
This does not apply for holding entry – if you’re still in the sector entry, you can modify parameters of the hold and the
new hold will become active as you complete the entry.
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13.10. Extending the Centerline
Typically in our environment your aircraft will be vectored towards final approach (or
somewhere else) destroying the usefulness of the carefully constructed lateral and
vertical path of the STAR and initial approach. At some point during the vectoring (earlier
rather than later is usually best) PF may well want the approach/runway centreline extended. This ensures a reasonably
accurate VNAV profile, good distance to run on the progress page and helps mitigate the risk of being vectoring inside a
waypoint on final.
You could choose a waypoint from final on the LEGS page, selecting it to the top and enter the approach track as the
Intercept Course To – but it’s worth noting that the DEP ARR arrivals page has all of this in one button press, including
taking you automatically to the LEGS page to check the result. This feature also includes updating the Destination on
the RTE page where appropriate (as in return to departure).
As such a call from the PF “Extend the Centerline” would be followed by the PM selecting the DEP ARR 6R button, then
checking the result on the LEGS page, and a prompt back to PF such as “Five Mile Fix, 160 Inbound, Confirm?”
13.11. VNAV ALT on Approach
A common occurrence during a VNAV Approach is the VNAV ALT capture event. It’s important to understand what
VNAV ALT actually is as an AFDS flight mode. If VNAV ALT is engaged (Climb or Descent, Departure or Approach):
• You ARE in VNAV (Thrust, Speed, Pitch from the FMC); and
• VNAV wants to Climb or Descend NOW; and
• The MCP Altitude Selector is in the way.
As such the first thing to do is alter the MCP Altitude Selector. On approach this typically means setting an intermediate
approach altitude, or the Minima. While this frees up VNAV, this action will NOT commence the descent.
The next step is to press the Altitude Selector (just once1). This will force VNAV out of ALT and into either PATH or SPD.
In either case you are likely to be high on the approach. How high above the VNAV path you are will direct VNAV into
one of these two descent modes.
VNAV PATH : If you’re now in PATH, this means that your recovery was completed within 150 ft of the calculated
path. VNAV PATH will now reduce thrust (down to idle), and increase speed if required in order to regain the calculated
vertical path to the next legs page altitude restriction.
VNAV SPD : VNAV is out of tolerance for a PATH engagement. Instead SPD mode will set idle thrust, pitch to maintain
a descent at MCP speed and leave the aircraft to descend down onto the approach path. Note that you are not in the
correct mode for the approach – although you are protected from descent below the FMC approach path. Should the
descent be sufficient, PATH will engage as the calculated vertical path is approached. Should the VNAV SPD descent be
inadequate, PF now has two options – increase drag (Gear or Speed Brake) or abandon the approach.
The determining factor in recovering from a VNAV ALT capture (whether at the IAF or down the approach) is the
stabilisation requirement at 1000 ft. If the PF determines that the aircraft will not be stable by 1000 ft, the approach
should be abandoned. If the aircraft is not stable at 1000 ft AAL, a missed approach should be flown.
13.12. “Are you ready for the approach?”
Perhaps even more than the “Can I close the door Captain” question, this question gets more crew into trouble in the
simulator than any other, usually at a time when the crew think they really have a handle on the flight. When asked this
question, anticipate being cleared direct to the IAF, with an immediate descent to the initial approach altitude, add into
the mix Charts, FMC Setup, Briefings, Descent and Approach checklists, Aircraft position, altitude and configuration –
then answer the question. Is one more trip round the holding pattern required to get it all done?
The most common manifestation of this error is holding in the holding pattern a thousand feet or more above initial
approach altitude and advising ready for approach without sufficient track miles available to descend and configure in
time for the IAF.
1 See 3.6 Keep pressing that Altitude Selector … NOT
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13.13. Parallel Runway Awareness
Vectoring for final at airports with closely spaced parallel runways requires extra vigilance by
crew. Overshoots of the centreline may or may not be accounted for by ATC – Crew should
endeavour to avoid straying across the centreline into the approach of the parallel runway if
possible. Note the use of LNAV to intercept final can be useful in this regard (see 13.14 LNAV
into Localiser Capture)
13.14. LNAV into Localiser Capture
When vectored into a localizer associated with parallel runway operations, the AFDS LOC Capture logic can schedule up
to two overshoots of the localizer dependant on the intercept angle, wind, groundspeed and other factors. This is not
aberrant, but a programmed behaviour of the capture logic. However an overshoot of the localizer during closely
spaced parallel runway operations may be less than ideal. In this situation, where the localizer centreline is available in
the FMC, LNAV can be used to initially capture the localizer without overshoot, and LOC/APP engaged once the initial
LNAV capture is complete. Crew need to ensure LOC is engaged (not just armed) once established, and an awareness of
the glideslope is crucial to ensure an above path situation does not develop.
Additionally, caution needs to be used when using LNAV to capture the localizer track with LOC armed – such as when
transitioning from a STAR into the initial approach. Even in today’s GPS guided, RPN validated navigation environment,
the potential for LNAV to take the aircraft on a gentle intercept of the inbound track, then parallel the approach
without achieving localiser capture still exists. In V Australia aircraft, GS will engage and commence a descent without
LOC capture. Naturally an FMA aware flight crew would note that LOC was armed but not engaged, but still …
13.15. Localiser Approaches – FMC Selection
Typically a localiser approach is selected in the FMC as the ILS approach, then validated as an overlay for the Localiser
Approach.
However sometimes there is a Localiser specific approach in the FMC (usually labelled LOC). Typically this occurs when
the localiser approach varies from the ILS profile. If cleared for a Localizer Approach and there’s a LOC specific approach
in the database, it must be selected for the approach.
13.16. Arming Approach Mode
Selection of the APP mode push button on the MCP arms/disarms or engages/disengages AFDS LOC and GS
modes, as well as isolating the electrical bus arrangement to ensure three autopilots have individual
electrical power sources.
It is worth noting that the V Australia 777 AFDS will capture and descend on the GS prior to LOC capture. As a
result of this feature, crews are often taught in the simulator not to arm APP mode until LOC capture has
been achieved. One detrimental effect of this habit as common practice is that it is more likely to lead to regular
occurrences of forgetting to arm APP mode.
Typically ATC (LAX is the exception) do not vector aircraft onto a localizer above the glideslope (that’s left for
Instructors in the simulator to do), so the trap inherent in the AFDS GS first feature does not normally present
operational implications.
That said, in the situation where the aircraft is vectored onto the localizer close to (or above) the glideslope, the PF
must decide on and implement an appropriate response to the early GS capture. This could be:
• Allow the AFDS to commence the GS descent, monitoring for LOC capture. In this case the aircraft must remain
above MSA/LSALT until established within ½ scale deflection of the localizer. Part of implementing this course of
action should be a verbal interchange between the PF/PM to ensure both are situationally aware of the descent in
GS without LOC capture, and ideally establish a limit by which LOC capture is achieved, or the approach terminated.
• Advise ATC the approach cannot be commenced and ask for further vectoring.
Additional common practices related to the arming of LOC/APP mode are:
• Delay selection of LOC mode until cleared to intercept the localizer.
• Delay selection APP mode until cleared to commence the approach.
• Check for ILS ident and indications on the PFD when selecting LOC/APP mode to ensure the validity of the ILS signal.
While all of these common practices are good airmanship – none of them are to be considered binding requirements.
Good aviation habits are often sacrificed to circumstances when actual conditions require.
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13.17. Glideslope Intercept From Above
Intercepting the glideslope from above is typically not good airmanship and in some cases is prohibited by some airline
SOPs - the implied threat is the potential to intercept a false glideslope.
However if the crew are confident in their situational awareness and in the circumstances that have lead to being
above the glideslope, the following procedure can be utilised to minimise the risks of intercepting the glideslope from
above.
AP Engaged
• Set the altitude selector to 1000 ft AAL
(approximately).
• Ensure LOC is engaged, GS is armed and the
aircraft is ABOVE the glideslope.
• Engage VS and select a high rate of descent
(generally at least 1500 fpm is required).
• If the VS requirement results in idle thrust and an
increasing airspeed, the use of some speedbrake
can assist in regaining path. Note the FCTM
recommendation against speedbrake at flap
settings in excess of Flap 5
• Monitor the approach (especially vertical path
cross checks) until GS capture is achieved.
• If it becomes clear that the aircraft will not be
stable by 1000 ft AAL, the approach should be abandoned.
Sometimes the automation gets in the way of a relatively simple above glidepath correction. It may be simpler to
disconnect the AP and push the nose down to establish the required descent rate for a glideslope intercept. As long as
the A/Thr is in SPD mode on the FMA, it can remain engaged during this manoeuvre. As soon as GS has engaged on the
FMA, the AP can be re-engaged or a normal manually flown ILS approach can be continued.
Manual Flight.
• Set the altitude selector to 1000 ft AAL (approximately).
• Ensure LOC is engaged, GS is armed and the aircraft is ABOVE the glideslope.
• Disconnect the AP and increase the rate of descent commensurate with the requirement to capture the glideslope.
• Speedbrake can be used to assist in regaining path. Again note the FCTM recommendation against speedbrake at
flap settings in excess of Flap 5.
• Monitor the approach (especially vertical path cross checks) until GS capture is achieved.
• If it becomes clear that the aircraft will not be stable by 1000 ft AAL, the approach should be abandoned.
Potentially the PM could be utilised to engage and set VS to provide flight director commands to a glideslope capture
point. However this increases the workload on the PM, reducing the PM’s capacity to monitor, without a significant
increase in flight safety.
The monitoring of the aircraft’s vertical path and the maintenance of situational awareness is crucial at this time. If a
below glideslope situation develops, a go around should be executed. Note that the use of FLCH in this situation is not
recommended. Apart from the Flight Safety implications of FLCH in this situation, it is entirely possible that FLCH will
not command idle thrust, while VS will do so if the descent demand requires it.
13.18. Circling Minima
Crews should note that the A1 (8.1.3.4.6 pp 8-48) requires a minimum circling altitude of 1000 ft AAL (Airport Field
Elevation) and 5000m / 3 sm (US), over and above the LIDO published circling minima.
13.19. Circling approach positioning by triangles
The use of the aircraft symbol triangle on a 10 mile scale ND for positioning during a circling approach can be a useful
monitoring technique – but cannot be used as a replacement for timing. Wind adjusted timing must be the primary
positioning technique when conducting circling approaches.
PF PM
Arm APP Mode.
Set MCP Altitude no lower
than 1000 ft AAL.
Engage VS Mode.
Warning : Ensure Localizer tolerance is within limits before
descending – ideally LOC should be captured.
Set desired vertical speed. Monitor progress of Glideslope
closure. Call “Glide Slope
Alive” when appropriate.
At glideslope capture, set MAA.
Note : If GS is not captured (or will not be captured) by
1000 ft AAL – or if ALT engages – go-around.
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13.20. ILS Approach to Circle
When conducting this approach, remember that the aircraft will not intercept the MCP Selected Altitude with GS
engaged, and the only way to get the aircraft out of Approach Mode after 1500 ft AGL LAND 3 (such as to level off or
turn to position onto downwind) is to turn both flight directors off AND disconnect the autopilot. As such it is best not
to use GS for the approach vertical mode. The recommended mode is therefore VNAV or failing that VS/FPA. While LOC
would be the normal mode, it’s also acceptable to use LNAV to fly a Localizer as long as you ensure localizer tracking
tolerance is maintained.
13.21. Autopilot and MDA
Without LAND 2 or LAND 3 (Approach Mode), the autopilot must be disconnected by 50ft below MDA. Some crew
under training are quite slow to disconnect the AP after MDA – be careful you don’t break this limitation.
13.22. Flt Director OFF at Minima?
The FCTM recommends that both F/D’s
be turned off and the PM F/D selected
back on once the aircraft has left the
MDA(H) after a basic modes (VS/FPA) non
precision approach. The intent is to
remove poor flight director command indications from the PF’s PFD.
When using VNAV for the approach, the flight directors may be left on as long as the flight director indications will be
correct after the minima all the way to the threshold. This means that the runway threshold (or equivalent) must be in
the LEGS page as a waypoint, with the correct threshold crossing altitude. There are still some approaches that meet
VNAV validation requirements, but in which the runway does not form part of the approach, or the altitude crossing
restriction is inappropriate for the runway elevation – such as those with a missed approach that turn before the
runway threshold. In these instances, both F/D’s should be turned off and the PM cycled back on.
13.23. Unnecessary Actions during Circling Approaches
Flight crew should avoid unnecessary actions during circling approaches. Once the aircraft has broken off from this final
instrument approach to position visually for landing, the crew should focus on manoeuvring the aircraft procedurally
with respect to the landing runway, as well as maintaining visual contact with the landing threshold and/or approach
area. The following actions have been observed during sim check/training. In most cases these actions are superfluous
and in fact distract unnecessarily from the safe positioning of the aircraft for landing.
• Selecting the landing runway in the FMC
• Extending the centre line and other FMC lateral manipulations.
• Updating Fix page rings and bearings
• Altering MCP HDG/TRK and VS selections to provide Flight Director guidance after leaving circling MDA.
Some of these actions can provide extremely useful backup information to the PF/PM during circling approaches in
minimal (5K) visibility. Without exception however alternatives can be found that can be pre-programmed and briefed
in advance, and not impact on workload during the circling manoeuvre.
13.24. “Localizer” vs “Localizer Capture” (... and Glideslope ...)
The correct FMA call is “Localiser Capture” – not “Localiser”. Localiser is a deviation call from the PM to the PF when a
deviation from ILS centreline.
Similarly it’s “Glideslope Capture” when annunciated on the FMA, and “Glidslope” when it’s all going wrong and the PF
is high or low on the ILS Approach. Even better is “Glideslope Capture ... Missed Approach Altitude Set.”
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13.25. Circling Approach : Descent from MDA using AP
A technique commonly taught during circling approach
manoeuvring is to use the AP in VS or FPA mode to
commence descent from circling MDA when turning Base
on the visual circling segment. This technique reduces
workload during the initial part of the visual circling/descent manoeuvre and allows the use of automation further into
the approach.
The first issue with this technique is that it contravenes the FCOM
limitation on AP engagement during Non Precision Approaches – the AP
must be disengaged before the aircraft descends more than 50 ft below
MDA.
The second issue is that the PF is now in an open descent in a non-precision
AFDS mode with no safety floor – no MCP Alt selector to catch the aircraft,
no VNAV PATH to guide to the runway threshold. While initially suitable, VS
quickly becomes patently unsuitable as the vertical path begins to require
the detailed adjustment only manual flight can provide – the same issue applies to lateral nav, which is typically
Hdg/Trk Select at this point.
It should be noted that Boeing have been consulted on this issue and their response was adamant – the use of AP
below MDA on NPA approaches is unacceptable. Reference is often made to the FCTM Circling Approach diagram that
shows AP disconnect on final. Boeing’s response is that this diagram is based on a circling height of 400/500 ft and as
such the annotated AP disconnect point is not applicable to our operation.
13.26. Manoeuvring below Minima – Visually
One of the more challenging manoeuvres in large aircraft is manoeuvring laterally and vertically after the minima – such
as in a circling or side step landing. This can be particularly challenging in the simulator where visual references can be
inadequate despite the high level of visual sophistication.
The nature of the 777 operation tends to limit the opportunities for hand flying, let alone manoeuvres such as circling
and/or visual circuit approaches. As such there is a tendency to turn a visual manoeuvre into a numbers game, relying
on information such as distance to run, height above the ground, VNAV path information, distance/tracking/path trend
information from the ND, and more. A good pilot understands the strengths and weaknesses of the various sources of
glass information during all stages of flight – but it is a common error of glass pilots during manoeuvres which are
essentially visual to rely too heavily on the numbers and not enough (or at all) on the visual references associated with
manoeuvring.
Accurate data provided within the glass flight deck can provide a valuable cross check to a visual manoeuvre – but
should not become the primary reference for flying the aircraft below the minima.
The classic example of flight deck information backing up a visual flight manoeuvre is visual at the minima on a Cat I ILS
Approach. While visual reference must be established with the approach lights in order to continue below minima
(implying correctly that exterior visual reference is all that’s required) the ILS glideslope and localizer will typically
provide accurate course information down to the runway, and should be used as a cross check of the visual picture. It
can be a big ask for the PF to adopt quickly from the IMC to VMC environment (as well as flying manually) at the
minima. The PF’s scan at the minima should retain a cross check of the GS and LLZ position and trend, with this
component of the scan becoming less and the aircraft nears the runway and the visual references improve.
Another common example is manoeuvring during a circling or side step manoeuvre to a runway that is not active in the
FMC. Placing the landing runway in the Fix page, along with a course line to emulate final approach and a three mile
range ring (indicates approximate descent point for 3 degrees from the 1000 ft circling minima) can significantly
improve situational awareness during the manoeuvre - but must not replace the use of visual references. If the landing
runway is not active in the FMC, it is not available to the Fix page – however the Fix page will account for runway
waypoints in Route 2.
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13.27. Boeing Thrust Reference Setting Anomaly
There is a 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.
Boeing’s airplane design is such that GA is set as the thrust limit (displayed above the N1
indication) any time the flaps are extended (FCOM 04.20.16 refers) or the glide slope is captured. One assumes that
Boeing’s intent was that GA should remain the thrust limit to either Landing or the Go-Around in order to provide
maximum available thrust for manoeuvring while configured for landing.
However when VNAV is engaged after flaps have been extended, the Thrust Limit is reset to CRZ. In most normal ops
situations this reduced thrust limit is adequate to preserve airspeed irrespective of configuration (Engine Out, Gear,
Flap) – particularly in the 777-300ER. But 777’s with less thrust such as the -300/-200, or in performance limiting
situations such as weight in excess of MALW, high density altitudes, etc – insufficient thrust can exist to maintain
airspeed/altitude.
Prior to a low speed excursion, stick shaker activation and AP stall protection, the problem can be corrected by :
• Selecting GA through the FMC Thrust Lim page;
• Pressing the CLB/CON switch (only CON thrust limit will be selected, not GA);
• Simply pushing the thrust levers forward (a disconnect for Manual Thrust is probably the better suggestion).
While CON thrust should be enough to maintain speed at maximum landing weight, higher weights may require even
more thrust.
Scenario Description
Assume a 777 at maximum landing weight, approaching the final approach fix (FAF) at platform altitude for an Engine
Out NPA. The crew intend to use VNAV for the approach, but have manoeuvred to the initial approach altitude using
Basic Modes (FLCH / VS). Configured correctly at Flap 5/Flap 5 Speed, thrust reference will be either GA - or possibly
CLB/CON if FLCH was used after Flap Extension. Any of these (GA/CON/CLB) should provide adequate thrust.
At 3 nm from the FAF, Gear Down/Flaps 20/Flap 20 speed is selected. Thrust levers retard to slow the aircraft to
Flaps 20 speed. Meanwhile the PF will set the minima in the altitude select window on the MCP, check track, engage
VNAV PATH and speed intervene.
However with the selection of VNAV, CRZ thrust reference is set – unnoticed by the crew. As the aircraft approaches
Flap 20 speed, thrust levers advance in anticipation to achieve speed stability (giving the PF the tactile feedback
expected of thrust maintaining speed), but thrust is now limited by CRZ thrust. Often Engine Out the combination of
maximum landing weight and/or high density altitude, CRZ thrust is insufficient to maintain speed, but often enough to
prevent a negative speed trend indication. Speed will now continue to reduce until (a) descent for the approach
commences, (b) an increase thrust limit is set; or (c) stick shaker/stall protection.
Speed Protection? At minimum manoeuvring speed, low speed protection would normally kick in (minimum AFDS
speed or eventually auto throttle wakeup), but in this case this protective feature is limited by the CRZ thrust limit
setting. The only low speed protection (through the autopilot) that will function is stall protection - as the aircraft
approaches stick shaker speed, it will pitch forward and descend with failed FMA AFDS mode indications.
Prior to a low speed excursion and stick shaker activation, the problem can be corrected by selecting GA through the
FMC Thrust Lim page or pressing the CLB/CON switch (CON thrust limit only will be selected) – or simply pushing the
thrust levers forward – whether disconnecting the A/THR first or not. CON thrust should be enough to maintain speed
at maximum landing weight. Higher weights may require more thrust.
Note that an additional trigger of flaps extending through 22.5° also sets GA thrust limit – so selection of Flap 25/30
resets the thrust limit. In all cases in the event of a TO/GA switch activation, GA thrust limit is set automatically
irrespective of the setting prior to TO/GA switch activation.
Additionally ...
• On all approaches (after flap selection), FLCH may set CLB/CON, but glide slope intercept will reset to TO/GA.
• TO/GA switch FMA mode activation sets GA thrust, so GA thrust limit is set during all go-arounds.
• Flap extension beyond 22.5° sets GA thrust limit.
• This anomaly does not impact on other NNM procedures (such as Windshear and GPWS). These recalls require
either TO/GA Switch activation and/or manual thrust.
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13.28. CDU VNAV DESC Waypoint/Alt – FPA/Bearing/VS information
The CDU Descent Page can provide useful vertical guidance when
manoeuvring visually below minima, particularly to a runway that is
not active in the FMC. While this is a visual manoeuvre and such
information should not be used to replace pilot judgement
(see 13.26 Manoeuvring below Minima – Visually) – the vertical
bearing and vertical speed information presented here can be used
as valuable cross check and indicates the point at which a 3 degree
descent should be initiated, particularly in the simulator when the
PAPI’s may not be clear.
Overview
This section of the CDU Descent page operates independently of the
rest of the FMC. It does not relate to VNAV Path calculations, it does not look at the route in the LEGS page (in fact the
waypoint does not need to be in the LEGS page). Purely and simply, based on aircraft position/altitude, the
Waypoint/Altitude in the WPT/ALT line (3R) – it provides:
• FPA : The aircraft’s current Flight Path Angle (at or below level flight – no climb indications)
• V/B : The Vertical Bearing to the Waypoint/Altitude constraint in a direct line
• V/S : The VS required to maintain the Vertical Bearing requirement at current ground speed.
This information can be very useful as a means of increasing vertical situational awareness when the rest of the FMC is
not providing useful information to the PF – specifically when manoeuvring away from the approach runway to the
landing runway, such as during a sidestep manoeuvre.
The default waypoint chosen by the FMC is the next LEGS page waypoint with an altitude constraint – the waypoint
cycles through as each waypoint/constraint is met.
Approach to a Side Step Landing
The Bearing/VS information can be particularly useful when transitioning from an approach on one runway to a landing
on another in poor visibility. The aircraft transitions from an environment where a wealth of distance/altitude/profile
information is provided to the PF, to an environment where even basic direct distance to the runway can be
unavailable. While manoeuvring to final the Bearing/VS to the Landing Runway improves situational awareness with
respect to the desired 3 degree approach slope. However while every waypoint in the ARINC database is available to
enter into the WPT/ALT prompt – a runway that is not active in the LEGS page is not.
When the FMC is setup for an approach to one runway (eg: FAJS RW21R) but the landing will be on another runway
(RW21L) the FMC WPT/ALT prompt will not accept the RW21L waypoint. However if the crew select the landing runway
in the DEP/ARR page (eg: ILS Approach RW21L) without executing the modification, this inserts the waypoint into the
LEGS page and therefore makes it available for use elsewhere (FIX, VNAV Off Path Desc, VNAV WPT/ALT) The runway
waypoint can then be line selected into the scratchpad, the threshold crossing height added (eg: RW21L/5544) and the
result inserted into the WPT/ALT field. The pending modification can then be erased – the waypoint and information
will remain on the VNAV Descent or Fix Pages as desired.
13.29. LVOPS – the Last 50 ft
Being nearest the ground, the last fifty feet are crucial during LVOPS. Shortly after “Fifty Feet” the thrust levers begin to
close (Right Hand) as the A/THR commands IDLE on the FMA. Shortly after “Thirty Feet” the AP commences the flare
(Left Hand) as the AP commands FLARE (engaged) on the FMA. Shortly after “Ten Feet” ROLLOUT engages to ensure
localiser centreline tracking.
While the CM1 can detect the first two changes through tactile feedback against the auto callouts, the CM2 is crucial to
back up lack of mode engagements through the appropriate “NO Idle/Flare/Rollout” calls.
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13.30. Visual Approaches
Visual approaches present some potentially unique challenges to the long haul operation. A combination of limited
currency, minimal exposure to a destination and the significant fatigue levels encountered during the descent and
approach phase often turn a manoeuvre the domestic pilot uses frequently as a significant time and fuel saver into a
potential safety risk.
Don’t abandon the Instrument Approach
Visual approaches are most often used at high density, multiple runway capital city airports to reduce the traffic
separation requirement associated with an instrument approach. As long as visual traffic separation is adequate and
maintainable, and visual reference can be maintained, acceptance of the visual approach is expected. However crew
should not abandon the procedural nature of the instrument approach that was planned and briefed. While complying
with the ATC visual approach requirement, crews should follow the instrument approach procedures, AFDS mode
engagements, Standard Calls and Standard Procedures of the planned and briefed instrument approach to the landing
runway. This includes maintaining the instrument approach minima settings and minima standard calls – setting
500 ft AGL in the MCP Altitude Selector when cleared for a visual approach is not a recommended technique.
AP/FD Use & Setting an Altitude – AAL+1000 ft.
When cleared for a (procedural) visual approach where a backup instrument procedure is not available, the pre-
programming of the FMC to provide a 3° slope to the runway threshold/threshold crossing altitude can provide
valuable LNAV/VNAV flight director guidance, even if only to a point where the aircraft is established on slope to the
threshold. The use of AP during this manoeuvre is encouraged if it results in a lower workload and higher situational
awareness for the PF/PM. V Australia Training recommend that the AP be disconnected after the aircraft is established
on slope to the runway, and must be disconnected by 1000 ft AAL.
When the FMC is programmed correctly and AP/LNAV/VNAV is available for a visual procedural segment (eg:
Melbourne’s SHEED to RW34), in order to commence the visual descent a lower altitude must be set in the MCP. On an
instrument approach this would be the intermediate altitude or minima – since there is no minima relevant to a visual
approach, 1000ft AAL is set instead (eg: YMML 1400 ft) to commence the descent. Once 300 feet below the initial
altitude (and the Missed Approach Altitude) is achieved, the MAA should be set in the MCP. If the AP remains engaged
the aircraft is at this point in an AP engaged open descent – crew must ensure that visual reference and terrain
clearance is maintained to the runway. For any visual procedure where the Flight Director does not provide valid
guidance to the runway threshold, the AP must be disconnected and both flight directors should be switched off and
the PM switched back on, by 1000 ft AAL.
Which Missed Approach?
If an aircraft is cleared for a Visual Approach in Australia, then subsequently executes a go around, it is generally
understood that irrespective of any previously assigned instrument approach procedure, a missed approach tracking
straight ahead down the runway and climbing to 1500 ft AAL is expected. Internationally however, the situation is not
so clear cut.
When a visual approach is offered and accepted from an instrument approach, generally best policy in the event of a go
around is to follow the missed approach procedure of the originally assigned instrument approach. An additional
complication is late runway changes – typically transitioning from an instrument approach off one runway to a visual
approach on an adjacent one. What is to be the missed approach procedure? In practice ATC will normally provide
immediate tracking guidance to an aircraft advising of a missed approach.
When in doubt – confirm with ATC the missed approach procedure required prior to having to execute it ...
In Summary
• Be wary of accepting Visual Approaches – ideally crew should brief for the possibility during the Arrival Briefing.
• If at all possible - continue the tracking, AFDS use, procedures and calls of the instrument approach when accepting
a visual approach from a previously planned and briefed instrument approach.
• When the Visual Approach will be the primary procedure, prepare the FMC ahead of time to provide guidance and
facilitate if possible the availability of LNAV/VNAV for the manoeuvre.
• AP use during a Visual Approach is encouraged – but not below 1000 ft AAL.
• Set AAL+1000 ft in the MCP Alt Selector if a lower MCP altitude is required to initiate an AP/FD visual approach.
• If the FD’s will not provide guidance to the threshold, cycle both FD’s off and the PM on by 1000 ft AAL.
• Ensure you have a clear understanding of the required missed approach procedure when accepting a clearance for a
visual approach segment.
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13.31. Late Runway Change
Airports with multiple parallel runways,
particularly closely spaced parallel runways
such as KLAX, present crew with the
potential challenge of a late runway change.
It’s worth noting that the difference between
a runway change / runway side step / circling
procedure is a blurred line. If changing the
landing runway during an instrument
approach is to be considered a circling
approach – company A1 minima of
1000 ft AAL and 5000m visibility would be required.
A late runway changes presents a few unique challenges to today’s modern aircraft and is not a manoeuvre to be
undertaken or accepted under impulse or without forethought – particular when …
• Late runway change/sidestep has not been practiced in the simulator;
• Comes at the end of a ULH flight with a moderately fatigued (or worse) crew;
• Is not reviewed, practiced and encountered regularly;
• Has not been pre-briefed as part of the pre-descent Arrival Briefing.
Of these four points, a thoughtful and concise briefing is a big factor completely within the control of the operating
crew. A late runway change presents the following issues that must be addressed during the Arrival Briefing:
• Weather – what minimum visual conditions will be acceptable to accept a runway change.
• Altitude – what is the latest point at which the crew will accept a runway change.
• Stabilisation Criteria – The A1 requires a stabilised approach by 1000 ft (500 ft visual circuit). Acceptance of a late
runway change or sidestep procedure should result in the aircraft established within criteria by 500 ft AGL.
• FMC Procedures – Crew need to pre-determine what their actions will be with respect to Runway and Approach
Selection in the FMC during the manoeuvre. Nothing done or not done in the FMC affects the aircraft’s ability to land
on a runway, but if the approach and runway is not selected, the published missed approach will not be available
either – or worse, LNAV will engage and attempt to follow the wrong missed approach.
Missed Approach
Which missed approach will you fly? Which one do you have in the FMC? What
do ATC expect? These questions should be discussed in the Arrival briefing and
if necessary clarified with ATC. Typically if you’re cleared to land on RW25R, you
expect to fly the 25R ILS missed approach procedure. But part of the issue
depends on when you agree to the runway change. It’s entirely acceptable to
be cleared for “ILS Approach 25L, cleared to land sidestep RW25R” based on
the adjacent runway landing minima on the RW25L chart. In this case, based on the rules of manoeuvring for the
runway after the instrument segment of an instrument approach – ATC would probably expect some form of the
RW25L missed approach flown. Or would they?
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13.32. ANP, RNP, Position and Position Accuracy
ANP/RNP is an often miss-understood concept. This section attempts to clarify the meaning of ANP/RNP as well as
explain in detail the navigational performance scales (NPS) option installed on the V Australia 777 aircraft.
RNP : Required Navigation Performance attempts to move the
focus away from specific navigational equipment (IRS, GPS,
Radio/Nav, ILS, VOR, etc) and instead defines a standard of
general use navigational accuracy. RNP10 (for example) is in
common use in Oceanic Airspace – in this context, it means that
an aircraft is required to be able to determine its position to
within an accuracy of 10nm at least 95% of the time.
FMC RNP : It must be realised by crew that the FMC RNP values
(which are displayed on the ND/PFD) are for the most part default
values applicable to the phase of flight (takeoff, en-route,
oceanic/remote, terminal, approach) and do not necessarily
reflect the actual airspace requirement the crew find themselves
in. Pacific Oceanic is typically RNP10 – the FMC however generally operates to RNP4 in cruise at high altitude. These
defaults are selectable by the airline operator, and can be overridden by the crew in the FMC.
ANP : Actual Navigation Performance reflects the manufacturer guaranteed accuracy of the position determination
mechanism of a navigation system. In the 777 there are three sources of geographical position determination – the
GPS, the ADIRU and Radio/Nav position (as Radio Navigation is managed by the FMC). At any given time (when able to
determine a position) each line will display the calculated ANP figure.
FMC Position : The FMC determines a separate position based on one (or all) of the three onboard positioning
systems (GPS/IRS/NavRad). The FMC position is of prime relevance in actual aircraft operation - irrespective of the
status of GPS/IRS/NavRad/ANP/RNP – the AFDS (through LNAV) follows the FMC position. The FMC position is the basis
of the top of the triangular aircraft symbol on the ND Map, and the basis for the ND Map display itself. Typically the
FMC will choose the navigation source with the lowest ANP as its prime determinant in calculating aircraft position
(usually GPS) but it must be clearly understood that the FMC keeps its own track of aircraft position.
RNP/ANP vs Position : It’s important to understand that RNP/ANP bear little relevance
to the aircraft’s actual position. RNP may be 0.3 and ANP may be 0.06 but that doesn’t
stop the aircraft being 1 mile left of track if incorrect crew procedures are used on
approach. RNP/ANP is a measure of position determining accuracy – not a measure of
how far from desired track the aircraft is.
NAV UNABLE RNP : Anytime the ANP exceeds the RNP, EICAS (after a short delay) will
prompt with the NAV UNABLE RNP advisory/caution message. The relevance of this
message needs to be clearly understood by the crew. In cruise over the Pacific (RNP10),
this is likely to mean the GPS has failed, but since the FMC defaults to RNP4, it may not
reflect a true loss of required navigational accuracy. The NAV UNABLE RNP message on final approach is a different
issue altogether.
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13.33. Navigational Performance Scales (NPS)
The navigational performance scales
incorporate both an ANP/RNP scale and lateral
track displacement display. Also included is a
localiser displacement “Ghost Pointer” which
displays when the ILS is tuned.
ANP/RNP Scale : This is the top part
(horizontal white band) of the NPS. The edge markers (small vertical white stripes at either end) reflect the RNP
requirement. The horizontal white band grows with ANP growth as a percentage of RNP. Thus if the RNP is 4 and the
ANP is 2, the horizontal white band will be 50% of its way from the edges towards the centre. When ANP exceeds RNP
the band will be solid across the display, turn amber and flash briefly.
Lateral Track Deviation : The magenta triangle indicates track deviation as against FMC generated required track. It is
a command instrument – pointer to the right indicates a requirement to turn right to regain track. The background
scale of deviation is the current FMC RNP requirement. When lateral track deviation exceeds the ANP/RNP scale of the
NPS (the RNP) the edge indications will turn amber and flash briefly.
Ghost Pointer : While typically thought of as the Localiser Pointer, this indicator actually “Represents the relative
position of the path for the selected and activated approach”. Got it? Think of it as the Localiser Pointer for now. The
equivalent glideslope indication is available on vertical component of the NPS as well.
Track Deviation / ANP-RNP Combination : All
this comes together in the NPS. The lateral NPS
provides a linear representation of ANP/RNP
percentage, indicating the degree of navigational
accuracy inherent in the equipment being used to determine position. At the same time the lower NPS
scale indicates the degree of track displacement being achieved by the crew. The combination of these
two displays in the NPS indicates the navigational safety of the aircraft.
In the example pictured here, the aircraft is operating to RNP 1, experiencing ANP 0.5 (such as
DME/DME updating) – so the RNP/ANP scale reflects a 50% reduction in available manoeuvring area on the NPS. At the
same time the crew are off track by 0.7 miles – the aircraft is beyond the navigational tolerances of the approach.
13.34. Missed Approach Acceleration
ICAO PANS OPS (missed) approach
construction specifies that member countries
are to assess the missed approach flight paths
for intermediate acceleration to a higher
missed approach speed at an intermediate
altitude (nominally 1000 ft). Unfortunately this
has not been done in many cases. As such, to
ensure terrain clearance in the missed approach when performance is marginal, the missed approach configuration and
speed must be maintained to the nominated missed approach altitude, unless the aircraft is above a published MSA
and can remain so.
The Boeing FCTM encourages pilots to accelerate at 1000 ft during a missed approach “during training”. However this
technique is not applicable to single engine missed approaches, training or otherwise.
Because of the obvious issues associated with teaching two different missed approach techniques depending on
whether All Engine or Engine Out, V Australia has elected to follow industry best practice and mandated acceleration at
the published missed approach altitude, or when above MSA and terrain clearance assured – for all missed approaches.
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13.35. Rejected Landing Procedure
A rejected landing is a manoeuvre performed when crew
decide to action a go-around after the aircraft has touched
down – reasons for this are few, but included in them would
be a late landing with potentially insufficient runway to
complete the landing roll safely.
Note that this could occur after speed brake deployment, but
prior to reverse thrust application. The application of the
reversers commits the aircraft to the landing.
V Australia has decided not to specifically implement a Rejected
Landing procedure and instead rely on the documentation provided by Boeing in the FCTM. However the following
points should be noted about the Boeing procedure.
• After touchdown, the TOGA switches will be inhibited – thrust application will be fully manual (maximum thrust
should be used) and the flight directors will not give correct indications until the TOGA switches are used airborne.
• Be aware that the stabiliser trim may not be set correctly and control forces may unusual during rotation.
• Speed brakes will stow and auto brakes will deactivate when the thrust levers are advanced.
• A takeoff configuration warning will be generated as the thrust is advanced with landing flap.
• Rotation should be called by the PM once airspeed has reached the approach VREF bugged speed, or when 2000 ft
of runway is remaining (600m, where the runway edge lights become amber on an ICAO LVP OPS compliant runway)
• Once airborne, the TOGA switches should be selected and the manoeuvre completed as a go-around through “Go-
Around, Flaps 20” … “Thrust / TOGA / TOGA” … “Positive Rate” … “Gear Up” as documented in the Boeing NPs.
• Crew are advised not to change flap selection on the runway as is the practice during pre-briefed touch and go
landings.
13.36. Missed Approach from Above MAA
KLAX has initial approach altitudes well
above the missed approach altitude. As such
in the event of a missed approach prior to
the MAA, it’s expected that crew will
continue the approach descent towards the
MAA as part of the missed approach
manoeuvre. This presents a few interesting
divergences from the standard
go-around/missed approach manoeuvre.
Firstly the TOGA switch is a no-no. You do not want a climb, you do not want go around thrust. This applies whether
flying a Precision or Non Precision approach. Because of the variables involved (current altitude, current MCP selected
altitude, current FMA, type of approach, etc) a single defined procedure may not apply. This is not a difficult
manoeuvre, but it certainly benefits from a little thought and briefing prior to the approach to ensure both pilots are
working from the same play book. How many times has that been said after a manoeuvre …
Precision Approach Non Precision Approach
• Set MCP Altitude Selector to the MAA (2000 in example above)
If APP is
engaged
(GS and LOC)
• De-Select APP mode.
• AFDS FMA will revert to default Pitch and Roll Modes *
• Select either LOC or LNAV to ensure accurate lateral tracking.
• Use VS/FPA (Default Modes) to continue descent to MAA.
• Once the AFDS has captured MAA, increase selected speed for the missed approach (250 Kts? Flaps Up Speed?)
• PF can call “Go-Around, Flap 20” and a more conventional missed approach procedure can commence:
“Positive Rate”, Gear Up, Flap Retraction, etc
* Approach Mode de-select will only work above 1500 ft RA.
* Default Roll Modes is TRK or HDG hold if Angle of Bank is ≤ 5° - otherwise ATT will be the engaged lateral mode.
* Default Pitch Mode is VS or FPA.
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13.37. Clean up, before trying again
There is a tendency in the simulator training environment after a missed approach to leave the aircraft at flaps five in
anticipation of a short radar vector to final, minimising time and fuel expenditure. This is a simulator-training fixation
that has no place on the line or in simulator LOFT line training.
After any missed approach at a major airport (where else is a 777 going to operate to?) the chances of being radar
vectored a few miles after the missed approach, round to a 6 mile final at 1500 ft AGL are slim to none at best. In the
case that this does happen, the chances of being in the right place at the right configuration and speed – with checklists
complete, cabin and passengers updated, FMC setup complete, approach briefing updated as necessary without error
is also pretty slim. Keeping flaps extended can also exposes the aircraft to prolonged flight in icing conditions with the
flaps extended, which is less than ideal.
Instructor involvement (flight freeze, position freeze, repositions) notwithstanding – the best course of action is usually
to clean the aircraft up completely, run the after takeoff checklist and prepare for a more successful second approach.
Fuel notwithstanding of course …
13.38. Reverse thrust before landing
There is a tendency during the flare for the PF to allow the thrust hand to move forwards to the reverse levers prior to
the point at which the main wheels have touched down. This should be discouraged. Accidental lever actuation will not
deploy the reversers until touchdown, but it does seem to cause reverser deployment to commence as soon as weight
on wheels is signalled, along with Speedbrake deployment earlier than usual, with an associated “firm” landing.
13.39. Reverse thrust after landing
Thrust reverser lever movement should be commenced by the PF as soon as the main wheels are on the ground. There
is no requirement to delay thrust reverse until the nose wheel has been lowered – indeed this only serves to increase
landing distance.
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14. After Landing
14.1. Autoland – Disconnect AP before A/Brake
During an Autoland, there is a potential threat to aircraft control if the Autobrake is disengaged and manual braking is
commenced without AP disconnection. In this situation, the AP drives the rudder pedals to keep the aircraft on the
centreline, while the pilot uses the rudder brake pedals to slow the aircraft.
In crosswinds if the aircraft begins to drift off the centerline, the AP will apply rudder to keep the aircraft straight. This
will bring the drift side rudder pedal back towards the pilot, increasing braking on that side (as well as decreasing
braking on the other) – exacerbating the runway drift – to which the AP will only increase the rudder application.
Eventually this leads to either a runway excursion or an AP disconnect and sudden rudder input to the aircraft.
14.2. CM1 Speedbrake Lever Initiates After Landing Flow
The PM After Landing Flow (beginning with the consideration of APU start, ending in the EFIS CHKL
button) should not commence until the CM1 has stowed the Speedbrake Lever after landing. Ideally
this initiating action should not take place until the aircraft is clear of all active runways, and onwards
taxi clearance has been received and briefed/discussed/understood between the two pilots. At this
point, CM1 should stow the Speedbrake Lever and the PM After Landing flow can commence.
Note that if the aircraft clears the active runway and is then brought to a halt between runways,
Speedbrake stowage and the After Landing flow can commence at the discretion and good judgement
of the crew.
14.3. Towed Onto Stand
Some parking stand environments do not permit the crew to taxi the aircraft into position. The aircraft is marshalled to
a position short of the stand - whether clear of the parking environment or just short of the correct parking position.
Once marshalled to the initial stopping point, the parking brake should be set and assuming the APU is available, the
engines shut down. It should be noted that if there is any doubt about the ability of the tug to shift the aircraft (such as
uneven tarmacs with a history of problems in this area) then the engines may need to be left running – the C1 will refer.
The seat belt signs should remain on, the passengers seated and the shutdown flow delayed until the parking brake is
set after the aircraft comes to rest on stand. If not already done, don’t forget to advise the cabin crew to disarm doors
and cross check during the tow into stand.
Some Captains may choose to advise the passengers of this procedure during the descent PA; or an alternative is a
quick PA from CM2/CM3/CM4 as the aircraft initially comes to a halt to ensure the passengers obey the seat belt signs
and remain seated.
14.4. Parking Brake & The Shutdown Checklist
The intent of the SOPs is that the Parking Brake will be released shortly after shut down, once the ground engineer has
confirmed chocks are in place. CM1 will release the parking brake ensuring the aircraft doesn’t roll – after potentially
considering the slope and slickness of the ramp. Then the cabin doors will be opened. It’s worth noting that releasing
the parking brake during passenger deplaning can potentially result in aircraft movement that may have an unforseen
negative result – although there is no specific limitation on doing so.
However sometimes you never get the magic phrase from the engineer and you’re left hanging with the Parking Brake
Set. The issue here is that you must subsequently ensure that chocks are in fact in place and release the Parking Brake –
or obtain a positive aircraft handover to engineering, advising them the Parking Brake is still set. Otherwise residual
hydraulic pressure will be bled away by the Parking Brake until the accumulator is emptied, at which point the aircraft
could roll away …
Typically the Shutdown Checklist is then completed with “Set” as the response to the Parking Brake. An alternative to
this is to hold the Shutdown Checklist until positive confirmation is received of chocks in place, Parking Brake Released.
14.5. OFP Completion Post Flight
Completion of the OFP as a Flight Log is both a CAR and
A1 requirement. The Landing (On 22:46) and On Blocks
(In 23:01) time values are completed after the aircraft
generates an In event (fuel controls in cutoff; parking
brake set; first cabin door opened). The fuel block should
also be completed with Arrival Fuel and Fuel Used entered.
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15. Diversions
15.1. General
This section incorporates some common sense, practical points on the area of diversions. Because of the varied natures
of an in flight (or end of flight) diversion, crew need to use common sense and airmanship in all aspects of diversion
planning and execution.
15.2. Extra Documentation
V Australia contract ground handling support outside of our usual area of operation to Universal Aviation
(http://australia.UniversalAviation.aero/) and part of this provision of service is the provision of an International Port
Diversion Manual. This manual is available on the aircraft laptops at VA_Manuals\Flight Operations\Reference
Documents\Misc References\Diversion Port Manual.PDF
This document includes a host of detail on contact phone numbers (for everyone), parking information, hotels,
refuelling, engineering, transportation, customs/immigration, catering, 777 services available, etc.
15.3. Parking – Nose In?
One common issue in a diversion is accepting a nose in stand, or any other stand that precludes the ability of the
aircraft to depart the apron without assistance, without first ensuring a 777 rated push back tug is available. Because of
the potential high weight of the 777, tug availability can be limited in airports that don’t usually handle the aircraft. It’s
worth noting that even when the departure weight will be significantly reduced (such as recovery after a diversion at
destination) a tug that can push a 767 at maximum weight may not be available to push the 777 at a lesser weight,
particularly in first world countries.
15.4. ADIRU & SATCOM
Sometimes, the SATCOM can be your best friend during a diversion, enabling instant contact across the world to
Operations, and across the airport to the ground staff, refueller, ATC or engineering. SATCOM depends on the ADIRU,
so consider leaving the ADIRU on until you’re sure you don’t require SATCOM.
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16. Document Change History
Date Author Paragraphs Affected Change Descriptions Ver
24.Aug.08 KP All Initial Issue 1.0.1
15.Aug.08 KP, MM 3.7 : Altitude Selector and Engine Out Drift
Down Descents
Inclusion of Altitude Selector usage on Engine Out Drift Down
Descents.
1.0.2
2.7 : Two heads down – in general
3.6 : Keep pressing that Altitude Selector …
NOT
4 : Flight Management Computer
4.8 : The FMC is trying to tell you something –
why aren’t you listening?
5.3 : Slow down, enjoy the emergency
5.4 : Confirming Memory Items/Checklist
actions
5.10 : Wake up the PM
5.13 : ECL checklist Title usage
5.16 : Dual Engine Fail/Stall – who flies?
8.5 : Pre-flight : Keep the EICAS Clear
8.6 : Starting the APU – Start, Release to ON
9.9 : Clear to disconnect after Recall
Corrections & Clarifications.
12.15 : Setting up for Approach – PF or PM? Added comment on FMC Setup during Holding, and requirement
for positive crosscheck of the FMC by the other pilot.
17.Aug.08 PH, KP 2.9 : Altitude Selector 1000 vs Auto New Paragraph. 1.0.3
4.6 : Route Discontinuities are our Friend Additional summary comment on Route Discontinuities.
4.3 : Hold Page when Holding New Paragraph.
13.12 : “Are you ready for the approach?” Added a comment about holding above IAF altitude.
20.Aug.08 KP Initial Issue to Crew – All highlighting removed. 1.0.4
30.Aug.08 KP 1.2 : Is this a procedural document – do I have
to follow it?
Updated Boeing documentation references. 1.0.5
2.3 : Checking the next checklist Reworded
5.3 : Slow down, enjoy the emergency Reworded
5.14 : Flaps for Go-Around
Added to cover the common error of Flaps 5 after all Flaps 20
approaches
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Date Author Paragraphs Affected Change Descriptions Ver
08.May.09 KP
All Replaced the concept of Checklist Recalls with Checklist Memory
Items.
1.0.6
Front Matter,
1.1 : Why a Practices and Techniques
document?
IAW Apr09 Training Meeting, Common Errors is renamed Practices
and Techniques.
2.5 : PF does the Rudder Trim Added a reference to 7.6 EFATO – Trimming
2.6 : Glass Cockpit Scan Added example of an inappropriate map scale.
2.8 : Altimeter Subscale Setting Added a reference to the requirement cross check subscale only
(8.8 Pre-Flight Checklist – Altimeters)
2.10 : Supplementary Procedures Discussion of FCOM Supplementary Procedures
3.4 : Heading Select THEN Select Heading Added a comment regarding keeping the Heading bug in synch
3.6 : Keep pressing that Altitude Selector …
NOT
Turns out there’s (at least) a fourth reason to press the Alt Selector
…
3.7 : Altitude Selector and Engine Out Drift
Down Descents
3.9 : Before you engage that mode …
Minor Corrections
1.1 : VS : (Not So) Very Special Mode Discussing the use of VS and FPA.
3.11 : Flight Level Change and SPEEDBRAKE
EXTENDED
Discusses the impact of smaller level change with FLCH that result
in an intermediate thrust setting – and subsequent speed brake
use.
4.4 : Navaids : To AutoTune or Not AutoTune … Discussion on Navaid AutoTune and Manual Tuning.
4.7 : ALTN Page – DIVERT NOW Discusses the common error of deleting the required Hold or Active
Waypoint when using Divert Now
5.1 : Checklists and Checklist Memory Items
you’ve never seen Clarified the items recommended for memorisation.
5.4 : Recall/Checklist Item confirmation and
Area of Responsibility on the ground Deleted – New Section 6. Non Normals on the Ground
5.5 : How to guard a control Added a comment that control guarding is not mandatory in V
5.7 : Oxygen Masks Added a comment on prescription glasses and oxygen masks
5.15 : Communication after a NNM – who do
you call? Updated to include the ACARS Diversion report.
5.17 : Flaps/Slat problems & Speed Reduction Added to cover delaying speed reduction during Flap/Slat
abnormals.
5.19 : Landing using Flaps 20 Yes/No FMC Flap/Speed should not be set until specific instructions are
given by the NNM checklist.
5.21 : Slats Drive – Do We Extend the Flaps? Added to identify the potential confusion associated with extension
of Slats during Flaps Drive Failure (and the reverse).
5.22 : Memory Items Complete … Emphasises the need for “… Recalls Complete”
5.25 : Rapid Descent and Task Protection Amended to reflect the likelihood of the NNM checklist having to
wait until the aircraft has recovered at 10,000 ft.
5.28 : Cabin Altitude Checklist (Silently) Added to discuss the issue of the PM running the Cabin Altitude
checklist silently after completing the Recall during a Rapid Descent.
6 : Non Normals on the Ground New Section
6.2 : Confirmation is not required
Confirmation of Memory and Checklist Items is not required on the
ground.
6.3 : To Stop or Not to Stop … CM1 is advised to take control and stop the aircraft for certain non
normals.
6.6 : If you’re going to Stop Running NNMs on the ground the Boeing way.
6.5 : Passenger Evacuation & Paper QRH Usage Tony Dodd’s technique for using the QRH during Pax Evac.
6.4 : Engine In flight Re-Starts – Damaged
Engines (Deleted) Moved to Section 7 Engine Failure After Takeoff (EFATO)
6.7 : Passenger Evacuation & Clearing the
Runway
Brief discussion of clearing the runway prior to a Pax Evac, or after a
rejected takeoff.
6.9 : Rejected Take Off – Give the CM1 a
Chance
CM2 needs to be careful distracting CM1 during an RTO prior to the
completion of the stopping manoeuvre.
7.1 : Engine Failure After Takeoff (EFATO) –
Pitch Attitude
Added to cover the issues associated with pitch attitude after an
engine failure on takeoff.
7.6 : EFATO – Trimming Discussion of using the PM to trim the rudder during EFATO.
7.13 : Engine Failure Analysis Discusses the Boeing method of diagnosing the need for Checklist
Memory Items immediately after takeoff.
7.4 : Non Standard Engine Out Altitude
(Deleted)
Removed – This section has been replaced by 8.20 : Noise
Abatement - FMC TAKEOFF REF P2/2
7.14 : Engine In flight Re-Starts – Damaged
Engines
Discussion of engine parameters & contemplating an engine in
flight re-light.
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08.May.09 KP
7.5 : Centre Tank Fuel (Deleted)
Removed – Boeing SOP now requires the CTK Pumps On when at
least 4.8 tons in the centre tank (not to wait for FUEL IN CENTRE
message)
1.0.6
7.15 : CLB/CON Thrust during EFATO
Acceleration
Discussion of engine parameters & contemplating an engine in
flight re-light.
7.12 : Engine Fire on Takeoff – Early
Acceleration & Climb Thrust
Discusses issues associated with Engine Fire on Takeoff – early
acceleration, use of FLCH, Climb Thrust, Recalls and Checklist.
7.2 : Engine Out, High Weight, High Altitude,
Turning
Discussed the issues with turning during acceleration and high
weight/high altitude.
8.2 : Pre-Flight Briefing – Expediting Discusses the minimum requirements for a pre-flight document
briefing and some techniques for expediting NOTAMS and Weather
8.11 : Revising the Standby Fuel Figure (NOT) Un-necessary revisions of the Standby Fuel to the Refueller increase
workload and the opportunity for error in the refuelling process.
8.16 : FMC Reserve Figure Clarifies the figure to be used in FMC RESERVES pre-flight.
8.20 : Noise Abatement - FMC TAKEOFF REF
P2/2
Discusses the TKOFF REF P2/2 and the values applicable to
Company Standard/Noise Abatement/Non Standard Engine Out
Altitude.
8.21 : FMC vs CFP Lat/Lon Waypoints and
Positions
New paragraph to describe the procedure for verifying Lat/Lon
waypoints between the FMC and CFP.
Amended for clarity.
8.23 : FMC Initialisation with ACARS Uplink New procedure for ACARS initialisation via Datalink
8.24 : Use of OFP RAMP and LNDG fuel
correction figures
Discussion of the use of OFP RAMP and LNDG fuel correction figures
during pre-flight.
8.26 : Final ZFW – What do we do with that? Details the cross check procedure advised when the Final ZFW is
provided to the crew; explains usage of the OFP Dispatch Message.
8.28 : Load Sheet Arrives – OFP Dispatch
Message page
What to write on the Dispatch Message when the Load Sheet
arrives.
9.6 : Fuel Control Switch to RUN During Start
There is no requirement to wait for engine parameters prior to
selecting the Fuel Control Switch to Run during Engine Start.
9.2 : Pushback Sequence Altered to improve clarity.
9.12 : Anti-ice and the Before Taxi Checklist Amended to change “After Start” to “Before Taxi” Checklist.
10.4 : Thrust Usage on the Ground Notes on the use of excess thrust on the ground.
11.1 : HDG/TRK Select (and HOLD) for takeoff Discourages the use of Hdg/Trk Sel/Hold for takeoff.
11.7 : Increasing VR for Strong Crosswind
Conditions / Windshear
Reviews the FCTM technique for increasing VR in the event of string
crosswinds.
11.8 : Flap Retraction & Extension Updated comments on Flap Extension / Retraction. Added
comment on 744 & 737 aspects of flap extension.
11.10 : VNAV Path after Take Off? New paragraph to discuss engagement of VNAV PATH after takeoff
and subsequent failure to accelerate.
12.1 : Filling in a Flight Plan Recommendations
12.2 : EDTO Critical Fuel Check Discusses the need to monitor excess fuel at most critical EDTO ETP.
12.6 : Updating FMC Winds Discusses the option of updating the FMC winds in flight.
12.20 : FLCH Descent at 240 Knots VNAV commands 240 knots on descent – FLCH doesn’t have to.
12.23 : When do you do the Recall and Notes? The Recall/Notes items should be done prior to calling for the
Descent Checklist.
13.1 : VNAV Approach Validation
Addition to discuss the validation of the FMC VNAV Approach
Added RNP values for GPS/VOR/NDB as part of VNAV Approach
Validation check.
13.2 : VNAV Approach – No Path Indicator Discusses the need for the VNAV Path Deviation Indicator, and how
to get it back if it’s missing.
13.5 : VNAV Approach – Early Descent Discusses missing waypoints, VNAV early descent and highlights the
importance of VNAV Approach Validation & Briefing.
13.3 : Alternate MCP Altitude Setting Technique Addition to discuss the requirement to set intermediate approach
altitudes when using VNAV.
13.6 : VNAV Approach – Speed Jumps Up Discussion of the speed jumping phenomenon at the
commencement of VNAV NPAs.
13.8 : FLCH during NPA’s Discusses the crew tendency to revert to FLCH when high on NPA’s.
13.7 : MDA or MDA+50? Discussed MDA/MDA+50 and hybrid approaches such as sidestep to
adjacent runway.
13.4 : Setting DH/MDA for Cat IIIB No DH
Approaches
Clarifies setting the MDA/DH Selector when conducting No DH
Autoland Approaches.
13.11 : VNAV ALT on Approach Discusses VNAV ALT on approach, causes and fixes.
13.14 : LNAV into Localiser Capture Reviews the dangers and benefits of using LNAV to capture the
localiser.
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13.16 : Arming Approach Mode
Identifies some common good habits with respect to arming the
APP mode, as well as the need to forsake these when
circumstances dictate.
1.0.6
13.17 : Glideslope Intercept From Above Discusses a technique for intercepting the ILS glideslope from
above.
13.18 : Circling Minima A1 circling minima is often higher than LIDO requirements.
13.22 : Flt Director OFF at Minima? Review of the recommendation to switch off both flight directors
after the minima on NPA’s.
13.23 : Unnecessary Actions during Circling
Approaches
Un-necessary actions during the visual manoeuvring segment of
circling approaches should be avoided.
13.25 : Circling Approach : Descent from MDA
using AP Reviews use of VS to descend below Circling MDA.
13.26 : Manoeuvring below Minima – Visually Discusses the common mistake of over reliance on glass instrument
indications below minima.
13.28 : CDU VNAV DESC Waypoint/Alt –
FPA/Bearing/VS information
Discusses the uses of the FMC CDU VNAV Descent page FPA/VB/VS
information.
13.31 : Late Runway Change Discusses the issues associated with late runway changes. Added
comment regarding A1 circling minima.
13.29 : LVOPS – the Last 50 ft Discusses the critical nature of the last fifty feet during LVOPS
13.32 : ANP, RNP, Position and Position Accuracy Discusses terms and definitions associated with ANR/RNP
operations
13.33 : Navigational Performance Scales Details the 777 NPS
13.34 : Missed Approach Acceleration
Removed the word “acceleration” from “missed approach
acceleration altitude”
13.36 : Missed Approach from Above MAA Some basic guidance for this manoeuvre, common at KLAX.
14.2 : CM1 Speedbrake Lever Initiates After
Landing Flow
New paragraph to discuss best practice w.r.t after landing flow
commencement.
14.3 : Towed Onto Stand Suggested procedure with being towed onto stand.
14.4 : Parking Brake & The Shutdown Checklist Issues associated with not receiving confirmation of chocks in place.
15 : Diversions New Section
15.1 : General Section Description
15.2 : Extra Documentation Additional documentation on diversion airports
15.3 : Parking – Nose In? Beware of stands at diversion airports
15.4 : ADIRU & SATCOM
Remember ADIRU is required for SATCOM
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Date Author Paragraphs Affected Change Descriptions Ver
09.Feb.10 KP Various Replaced EFIS Review with Takeoff Review
Replaced use of the word “Guide” with “Amplification” (CASA)
1.0.7
1.3 : Checklist and Checklist Memory Items Details how Boeings change from “___ Recalls” to “___ Memory
Items” is dealt with in this document.
2.8 : Altimeter Subscale Setting Added a note on the susceptibility of RNAV approaches to poor
altimetry procedures.
1.1 : VS : (Not So) Very Special Mode Update for use of VS/FPA at high alt in IAS instead of MACH.
5.9 : NNM Checklists Complete ... EICAS Recall
vs Review
Crew are commonly performing an un-necessary EICAS Recall after
NNM’s.
5.23 : Fuel Jettison, Fuel To Remain – How
Much?
Discusses the decision of Fuel To Remain on the Fuel Jettison
Checklist.
5.29 : Fuel Jettison & Fuel Imbalance
Discussion of the issues associated with Fuel Jettison and a
subsequent Fuel Imbalance requirement. Transferred from
EICAS/ECL Document.
6.1 : Keep the Big Picture Remember the world around during NNMs on the ground.
Transferred from EICAS/ECL document.
6.4 : Who has the Radio? Discusses the potential of CM1 taking the radio for critical NNM’s.
6.6 : If you’re going to Stop Removed comment on the previous method of NNM handling on
ground during critical emergencies. Nobody cares.
6.8 : Landing NNMs & Passenger Evacuation
Transferred from EICAS/ECL document.
7.6 : EFATO – Trimming Added a suggested technique for the first 400 ft of EFATO
7.7 : In Flight Engine Start Transferred from EICAS/ECL document.
7.8 : Thrust Lever Usage while Engine Out Questions asked about using the Thrust Lever of the failed engine.
8.4 : EICAS Recall during Pre-Flight Details the best method of clearing the EICAS during pre-flight while
also checking for previous engine exceedences.
8.9 : Seating – Eye Position Discusses Seating Position on the flight deck
8.17 : ILS Tuning for Departure Discusses the issue of ILS Tuning for Departure
8.20 : Noise Abatement - FMC TAKEOFF REF
P2/2
Revised as the result of Oct09 Training Meeting. Clarified NADP1/2
inconsistencies.
8.25 : Uplinked Winds Details the wind uplink anomaly when 5 levels are flight planned.
8.15 : ACARS OPT Check – Get what you Need,
not what you Wanted
NTC requires crew to check the OPT result against the settings
requested. A more valid check is the OPT result against the
conditions about to be tested with a real live takeoff.
8.27 : Aircraft DOW & DOI Clarification of the A1 requirement to cross check DOW/DOI on the
load sheet.
8.30 : Pre-Start Hydraulic Pressurisation Clarification of the Pre-Start Hydraulic Panel Flow.
9.10 : Engine Anti-Ice ON after start Updated the definition of Icing Conditions on the Ground.
10.5 : Carbon Brakes – Operating Differences Brief discussion of the operational impact of Carbon Brakes
10.6 : Returning to Stand New section dealing with Return to Stand during Taxi Out.
11.6 : Thrust Handover Transferred from EICAS/ECL document, summary added.
12.2 : EDTO Critical Fuel Check Reviews the implications of Critical EDTO fuel and the requirement
to monitor in flight.
12.7 : EDTO Plotting Chart New section expanding on the A1 plotting requirement.
12.5 : Block Clearances New section detailing some issues with Block Clearances
12.10 : Crew Handover Briefing New section discussing Relief Crew Handover briefing.
12.14 : Big Font, Little Font – the VOR/DME Ident New section dealing with VOR/DME Ident Anomaly.
12.19 : No Published Transition Level Discussed the threat associated with airports without a published
transition level.
13.2 : VNAV Approach – No Path Indicator Updated for the risk associated with setting cruise altitude to force
the FMC into Descent Mode.
13.10 : Extending the Centerline Discusses a suggested use of the DEP ARR centreline extension
feature.
13.15 : Localiser Approaches – FMC Selection Crew should look for a Localizer specific approach in the FMC
before selecting the ILS approach.
13.20 : ILS Approach to Circle Updated.
13.24 : “Localizer” vs “Localizer Capture” (... and
Glideslope ...)
Added to clarify confusion between FMA Localiser/Glideslope
Capture call and the associated deviation calls.
13.30 : Visual Approaches New section dealing with Visual Approaches
13.35 : Rejected Landing Procedure Transferred from EICAS/ECL document.
14.1 : Autoland – Disconnect AP before A/Brake Warns about potential risks associated with disconnecting A/Brake
during Autoland without disconnecting the AP.
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11.Apr.10 KP 2.1 : Recall during Flows Re-worded for clarity. 1.0.8
4.1 : FMC Changes : “Confirm” … “Execute” Added a tip regarding using PLAN mode to confirm direct to FMC
modifications (thanks to Capt Origami)
7.9 : Engine Out – When do we Accelerate? Introduced to clarify that engine out acceleration usually takes
irrespective of any engine out manoeuvring.
8.3 : Aircraft Power Up Added a paragraph concerning incorrectly performed power ups.
8.27 : Aircraft DOW & DOI Amendment for new FODS format.
8.10 : Defuelling Notes some personal history with Defuelling.
8.22 : FMC Track/Distance Checking – Oceanic,
Lat-Lon, Off Airway Waypoints
Revised to remove the requirement to verify all Oceanic
Track/Distances – only Lat/Lon and Oceanic Off Airway tracking.
8.23 : FMC Initialisation with ACARS Uplink Updated to remove reference to 2000 ft step.
9.2 : Pushback Sequence Added a note as to why we pressurise after ATC push clearance.
9.3 : “Cleared to Pressurise?”
Clarifying the automatic commencement of the Before Start Flow
by the CM2 once ATC Start Clearance has been received.
10.7 : Taxi Technique – General Tips
Section to highlight taxi deficiencies identified during line
operations.
12.3 : EDTO Critical Fuel – Do We Need It? Once dispatched, EDTO Critical Fuel is not required, although less
than minimum fuel at the ETP should be reported.
12.6 : Updating FMC Winds Updates this paragraph to describe how request specific winds.
12.5 : Block Clearances Updated to reflect the issues associated with VS at higher altitudes,
and the preference of VNAV to change levels
12.4 : Use of VS to change Level at Higher
Altitudes
Added IAW TM 2010.03.25. Refers to 12.5 Block Clearances where
the issue of VS at high altitude is directly relevant.
12.9 : Step Climbs – OFP vs FMC (Optimum vs
Recommended vs STEP)
Reviews and summarises the information on step climbs available
in the FCOM/FCTM.
12.10 : Crew Handover Briefing Updated for details of A1 limits on Crew Handover.
12.21 : Setting Vref Early
Discusses setting Vref early and the associated issues.
12.11 : Totalizer vs Calculated Fuel A discussion about Calculated vs Totalizer Fuel
12.12 : HF Radio Usage Suggested setup for HF L/R - Primary/Secondary usage.
13.9 : Modifying an Existing Hold Notes the inability to modify a hold once commenced.
13.30 : Visual Approaches
Updated to highlight the recommendation to maintain instrument
approach minima settings and calls when cleared for a visual
approach off an instrument approach.
14.5 : OFP Completion Post Flight Paragraph moved from Section 12. Emphasis placed on completion
requirement IAW TM 2010.03.25
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23.Feb.11
KP Various Minor spelling, grammar changes, duplicate word removal,
paragraph re-ordering, etc. Highlighted in relevant sections.
1.9
3.2 : Don’t throw the aircraft at the Autopilot Added common error examples of the behaiviour
3.7 : Altitude Selector and Engine Out Drift
Down Descents
Update picture for QRH amendment.
Added another possible reason for pressing the Alt Selector.
4.1 : FMC Changes : “Confirm” … “Execute” Added a caution to check distance when checking direct to’s.
4.8 : The FMC is trying to tell you something –
why aren’t you listening?
Added some specific examples of commonly ignored FMC
messages, the associated meaning and likely impact.
5.14 : Flaps for Go-Around Added a note regarding Flap 20 remaining for go around.
5.18 : Flaps/Slat problems & Slower Deployment Brief description of the time/distance impact of secondary
extension.
5.19 : Landing using Flaps 20 Yes/No Corrected image (what was I thinking before?)
5.20 : Setting a NNM Vref – reference the ECL
Notes
Don’t set/update NNM vref’s from memory – use the ECL/QRH
Notes.
5.21 : Slats Drive – Do We Extend the Flaps? Re-worded to focus on the Slats Drive failure after an amendment
to the Boeing QRH.
5.24 : Overriding NM Checklist Items. Discusses the need to verify first items on the NM checklist that
require Item Override in order to complete after a NNM.
5.25 : Rapid Descent and Task Protection
Amended to leave the option of running the checklist in exceptional
circumstances – such as slow depress, the simulator, etc. Updated
for changes in AIRCRAFT checklist (one day the sim will match ...)
5.26 : Dispatch with a NNM Discusses appropriate use of NNM checklists when dispatching with
a NNM.
5.27 : Fire Engine – Use Your Own Clock
The use of the ECL to time 30 seconds between fire bottles is not
recommended.
6.5 : Passenger Evacuation & Paper QRH Usage Update picture for revised QRH.
6.6 : If you’re going to Stop Updated text for revised QRH Evacuation Checklist.
7.3 : TO2 ... Engine Failure ... TOGA ... Vmc
A/G?
Discussed the implications of applying TOGA thrust with fixed
derate takeoff speed calculations are in use.
7.4 : AICC – Announce, Identify, Confirm,
Commence
Introduces the AICC model for engine malfunction handling,
particularly at low altitude during takeoff.
7.5 : Fly The Aircraft – What does it mean? Discusses the concept of Fly The Aircraft as it relates to EFATO.
7.6 : EFATO – Trimming Added a comment on home brew trimming techniques.
7.10 : Acceleration, Configuration and Memory
Items
Discussed the issues of engine out acceleration coincident with
running checklist memory items.
7.11 : Engine Failure Handling – a Paradigm Shift Discusses the paradigm shift in the QRH engine malfunction
handling and the implications.
7.12 : Engine Fire on Takeoff – Early
Acceleration & Climb Thrust
Amended for clarification
7.13 : Engine Failure Analysis
Section completely re-written in a further attempt at clarity.
7.14 : Engine In flight Re-Starts – Damaged
Engines
Updated picture for QRH amendment. Text update for QRH
changes.
7.15 : CLB/CON Thrust during EFATO
Acceleration Amended for clarity.
7.16 : Engine Out Procedures – AIT Clarifies that AIT refers to the first turn on the all engine SID.
7.17 : Engine Failure on Takeoff – Overview
Diagram
Overview diagram depicting a suggested EFATO handling flow.
8.1 : Pre-Flight Briefing – Management Added a discussion of the implications of delegated pre-flight
briefing tasks.
8.2 : Pre-Flight Briefing – Expediting Moved.
8.12 : OPT and Takeoff Performance – Lessons
from the Industry
Discussed the findings in the ATSB Takeoff Performance Data Entry
error report as they relate to our operation.
8.13 : OPT Usage – A Practical Application Suggests a practical method for implementing OPT in the flight
deck.
8.14 : OPT Independent Cross Check – The Next
Level
Discusses the importance of the independent cross check and
suggests how this concept should be extended to the data the OPT
calculation is based on.
8.16 : FMC Reserve Figure Clarified.
8.18 : Application of CDL Performance Limits Discussion on the application of CDL performance penalties and
OPT use on takeoff and landing.
8.19 : Re-Clearance Flight Plans & Final ZFW Notes on re-clearance procedures and the importance of recovering
full contingency if possible.
V Australia Flight Training Department
SOP Amplification : Practices and Techniques
23.Feb.11
Draft 1.9
Page 97 of 98
Date Author Paragraphs Affected Change Descriptions Ver
23.Feb.11 KP 8.20 : Noise Abatement - FMC TAKEOFF REF
P2/2
Revised to improve clarity and compliance. Images removed, table
specifying values inserted.
1.9
8.21 : FMC vs CFP Lat/Lon Waypoints and
Positions
Clarification of the requirement for both crew to independently
verify the FMC route against OFP
8.22 : FMC Track/Distance Checking – Oceanic,
Lat-Lon, Off Airway Waypoints
Clarification that both crew may work together to verify
track/distances – independent verification not required.
8.23 : FMC Initialisation with ACARS Uplink Added a note about expediting uplinks in order to avoid wind uplink
buffer overruns. Picture remove.
8.24 : Use of OFP RAMP and LNDG fuel
correction figures
Added a note regarding usage of the LAND/RAMP correction with
large ZFW changes.
8.26 : Final ZFW – What do we do with that?
Updated image from SOP NP’s.
Added a note that after F.ZFW comes in the CM1/2 should confer
and decide RAMP, TAXI and TRIP fuels before proceeding with the
calculation/calculation cross check.
8.29 : Cleared to disconnect external power
Captain?
Amended to include a requirement for engineering to confirm
external power disconnection with Flight Deck.
8.30 : Pre-Start Hydraulic Pressurisation Adjusted for the coming FCOM amendment removing the FAULT
light extinguished requirement.
8.31 : Dispatch with the DDG – what does
“None” really mean?
Discusses the meaning of “None” in the DDG EICAS message List.
9.2 : Pushback Sequence Noted added on CM2 continuing flow.
9.5 : Engine Number One or Left Engine Moved from Section 8.
9.6 : Fuel Control Switch to RUN During Start
Moved from Section 8.
9.9 : Clear to disconnect after Recall
Added a note to explain the function of the EICAS Recall after start.
9.11 : Guarding Fuel Control Switches Addition discussing the non-requirement for guarding fuel control
switches during engine start.
10.7 : Taxi Technique – General Tips Entry added on paralleling technique, and pictures.
11.5 : “Takeoff” ... Then TOGA Switch Updated to reflect the amended procedure for CM1 conducting
both low and high speed rejected takeoff’s.
11.6 : Thrust Handover and Engine Malfunctions Paragraph removed; awaiting final clearance from SOP committee
on Thrust Handover procedures. 12 months and still waiting ...
11.7 : Increasing VR for Strong Crosswind
Conditions / Windshear
Amended to reflect the requirement for TOGA thrust
Added notes on “improved climb”
11.8 : Flap Retraction & Extension Added a note about (not) calling “Non Standard” Flap 15;
recommending against using Flap 25
11.10 : VNAV Path after Take Off?
Clarified
12.1 : Filling in a Flight Plan Updated Text and Picture (Contingency Summary Page & Nav Log)
12.2 : EDTO Critical Fuel Check
Updates picture – recording ETP Time/Fuel.
Amended text regarding Lat/Lon entry and added track check.
Amended technique of using Prog Page (Morty)
12.3 : EDTO Critical Fuel – Do We Need It? Clarification on in flight EDTO Critical Fuel Requirement.
12.11 : Totalizer vs Calculated Fuel Clarified Totalizer vs Calculated basis.
12.12 : HF Radio Usage Expanded detail on suggested HF usage.
12.13 : VHF Radio/RTP Usage Discussing standard VHF usage and offside RTP-VHF issues. Include
a specific example of CM3 using VHF-C during taxi/descent
12.22 : Enroute CDL Performance Penalties
Discussion on possible techniques to check for the likely impact on
single engine altitude capability of CDL enroute performance
decrements.
12.23 : When do you do the Recall and Notes?
Updated personal technique on commencing Arrival Briefing iaw
Descent Checklist.
13.1 : VNAV Approach Validation Updated to reference WGS-84 validation.
13.2 : VNAV Approach – No Path Indicator Added a note on the likely impact of using the cruise altitude
method to correct no VNAV Path indication.
13.3 : Alternate MCP Altitude Setting Technique Revised to reflect FCTM update as applicable to climb/desc/appr.
Diagram added for clarity.
13.6 : VNAV Approach – Speed Jumps Up Updated to address the practice of modifying the CDU VNAV
Descent page prior to the approach.
13.8 : FLCH during NPA’s Clarified successful VNAV SPD usage to capture Above Path on
approach.
13.13 : Parallel Runway Awareness Added to highlight the need for Parallel Runway awareness during
vectoring for final.
13.15 : Localiser Approaches – FMC Selection Clarified the requirement to select a LOC approach in the FMC
when it’s available and flying a Localizer approach.
13.17 : Glideslope Intercept From Above Added summary table.
Re-worded manual approach capture from above
13.18 : Circling Minima Amended to align with the A1’s airfield elevation requirement.
V Australia Flight Training Department
SOP Amplification : Practices and Techniques
23.Feb.11
Draft 1.9
Page 98 of 98
Date Author Paragraphs Affected Change Descriptions Ver
23.Feb.11 KP 13.20 : ILS Approach to Circle
Included a reference to LAND 3 @ 1500 ft and Mode Change inhibit. 1.9
13.22 : Flt Director OFF at Minima? Included a reference to approaches that require a m/app turn prior
to the runway and therefore require FD’s off at MDA.
13.23 : Unnecessary Actions during Circling
Approaches
Added a note to suggest that thoughtful, early preparation can
replace these workload procedures during circling.
13.27 : Boeing Thrust Reference Setting Anomaly
Describes the thrust limit setting anomaly that impacts during
VNAV approaches.

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