Professional Documents
Culture Documents
B - 777
The purpose of this study guide is to ask questions and give answers covering many areas that are typically asked by the FAA on
oral examinations. It is never possible to cover everything, and some of these questions are more in-depth than a normal oral.....
esoteric if you will. However, if this is used as a gauge of knowledge and encouragement to study (rather than being the actual
study material) it will give you a good measure of your systems knowledge.
The guide is laid out by sections generic to most aircraft systems and includes a brief performance and procedures section.
11. ICE & RAIN: adverse weather equipment & procedures ……………………………… 69
EAI Limits …………………………………………………………………….. 70
DISCLAIMER and request for help: nothing here is magic or new, nor is there a guarantee that it is or will remain accurate.
That is where you come in! If you see something wrong .... please correct it and send me a copy (V-File, EWR). If you would
like to add to it …….... feel free! This is free to any CAL pilot. Copy this if you would like, or E-Mail Bill at
ORALSTUDY@AOL.com for an E-Mail copy of your own in "MSWord - 97" format. Good luck with your training!
Special note for B-777: many numbers (such as HYD pressures) are found only in the B-777 Maintenance Manuals and are
presented here only for comparison with other aircraft, and for those really interested in such things. These are NOT legitimate
Oral questions (which are limited to Flight Manual information ONLY), but maybe a help in understanding just “Why did it do
that?”. Maybe we can answer something other than “I don’t know, but I’ve seen it before!”
NOTE: REAL ORAL QUESTIONS ARE HIGHLIGHTED IN BOLD AND PRECEDED BY AN ASTERISK. Other
questions are for informational/training purposes only. These other questions are either NOT found in the Flight
Manual, or are more in-depth than a normal Oral. Consider these as extra Bonus Questions.
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FINAL REVISION Rev 03/00
B777-200:
Length 209' 1"
Width - wing 199' 11" (4628 sq. ft) Note: Wright Brothers 1st flight was only 120’!!!
Width – fuselage ext 20' 4"
Width – fuselage int 19' 3"
Height 60' 9"
Turning Radius 156'
CAL Configuration 283 Pax (48/235). Note: Certified to 419 Pax.
1. * What are the Immediate Action items in the checklists? (Check current Flight Manual).
• Dual Eng Fail: Fuel Control Switches (both) – CUTOFF, then RUN.
Ram Air Turbine Switch – PUSH.
• Cabin Alt: Oxygen Masks – ON, 100%.
Crew Communications – Establish.
2. *You are walking up to an aircraft for flight. What will you be looking for?
• control surfaces clear & position of those surfaces.
• chocks in place.
• mx personnel &/or stands. (potential injury or FOD threats).
• gear doors are UP.
• mx log (often on the jetway). (what systems should NOT be touched).
3. *Now you are entering a cold cockpit (no power). What actions will you take?
• Cockpit Safety check: Battery switch – ON.
HYD panel – set (switches OFF except eng driven pumps).
Windshield Wipers – OFF.
Landing Gear lever – DOWN.
Alt Flap Arm switch – OFF. (BLANK).
Alt Flaps selector – OFF.
• Establish power: select primary external power, then secondary power if available.
• Start the APU: Packs – AUTO; APU bleed – AUTO; verify APU Gen switch – ON.
4. *On a cold A/C; does the Battery switch have to be ON for an APU start?
• yes: it provides power to APU fuel pump, fuel valve, and inlet door.
12. Can the cabin override the Cockpit Emer Light switch?
• yes: FA @ door 1L (the FSM) switch in ON overrides all cockpit positions (including OFF).
13. If the Seatbelt Sign switch is left in AUTO, when will the seatbelt lights come ON?
• gear down; or flaps deployed; or 10,000’ cabin alt; or pax O2 deployed.
Note: Since this provides a backup to the Checklist; consideration should be given to leaving it in AUTO instead of
OFF during flight.
19. Does the MAS system have to be closed out after each flight?
• yes; in order to reset itself prior to the next flight.
Note: Allow the MAS system 10 minutes to fully connect to all seats after T/O prior to trouble-shooting.
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FINAL REVISION Rev 03/00
20. What is the WES system?
• Warning Electronic System which controls: M-Warning lights, all aural annunciations, & stick shaker.
Note: It does NOT control the M-Caution system, which is a part of the EICAS.
22. What messages will NOT cancel with the CANC/RCL button?
• warning level messages, comm, or memo.
27. When will the Stat page show messages during preflight?
• during ADIRU alignment (autopilot, TAC, autothrottles, others).
• recheck the Stat page again after ADIRU alignment is completed to insure the messages are gone.
Note: STAT msg (inflight) can be checked by referring to FRM for description of fault (write it up).
28. *How can the second page (or more) of multi-page Status Messages be read?
• press STAT again to page through.
• pressing STAT after the last page will clear the screen.
31. What does an amber key of NORMAL or NON-NORMAL mean on the CHKL page of the EICAS?
• there is a partially completed checklist in the system.
35. What does the “LAV” light above the cockpit door tell you? (also: LAV light in Bunk Area).
• all 4 lavs at doors 2 L/R are occupied.
36. What are the only two purely analog instruments in the cockpit?
• brake pressure gauge & whiskey compass (& it’s not even whiskey anymore!).
• In-flight:
gear S/B extended
1 or 2 warning lights inop 1 or 2 loud speakers inop
41. When does the EICAS "Emer Lights" msg come ON?
• selector OFF, selector ON by pilots (i.e. the switch is out of ARM), selector ON by FA.
45. *What is the quickest way to contact the FSM (short of the PA)?
• press the CAB (cabin) mic selector 2X in < 1 sec, places a priority call to the FSM station at 1L.
46. What does the SPKR knob on the Observers Audio Control Panel do?
• nothing. (at CAL).
Note: The 2 speakers on the overhead panel are not active either at CAL.
53. How can you tell if an escape rope is fully deployed before you jump out?
• the end attached to the A/C is green, and should be in view.
Note: Checks the bolts! One AA pilot (B747) trusted the rope & broke his back in the fall (wasn’t attached).
55. *How much GW may be added for a 5kt-headwind component on Rwy 22R at EWR?
• look at the Runway Analysis (bottom) to determine Lbs/kt of headwind or tailwind. Multiply Lbs X KTS of steady HW
component.
58. *What warning horn might you hear during the walk-around & what action should you take?
• intermittent car horn (nose wheel well): APU fire – the APU should automatically shutdown & discharge the fire bottle
(both eng's are OFF). You may wish to back it up.
• continuous Ground Crew call: ADIRU-on-Batt warning horn: turn OFF the ADIRU (post-flight) or resolve the
electrical supply problem.
• continuous Ground Crew call may also be: Equipment Cooling system in the override mode.
59. *During the walkaround, you notice lights ON aft of each cabin door. What has occurred?
• the escape slide illumination lights are ON.
• these only come ON with the EMER LTS switch ON (or ARMED and a loss of main DC power to the A/C).
60. During the walkaround, you notice a lot of heat coming from the tires. Is this normal?
• maybe: the 12 shrouded electric brake fans operate when the brakes get hot, and will blow air across the brakes.
• you will feel more heat coming off the brakes (tires) than other planes because of the fans.
Note: This option was NOT purchased on original CAL B-777’s.
61. *On taxi-out; what should be done if ATC asks you to take a different runway?
• check the runway analysis page first to see if you can depart on the new runway. If OK, then:
• call or data-link for a new Accuload.
64. *How many gear pins should be in the cockpit; and where?
• there are 5 gear pins (2/main & 1 nose). Located in the compt behind the cockpit door.
65. What might be the problem is the T/O & Lnd prerecorded announcement are inop?
• check the “PA NORM/ALT” button at 1L. If in ALT (Green Bar lighted), the announcements are inop.
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FINAL REVISION Rev 03/00
66. What is the Crew Alertness Monitoring system?
• if no activation of switches on the MCP, EFIS, DSP, CDU, VHF, or HF within a specific period of time: then the system
will give an advisory alert “Pilot Response”, followed by a Master Caution alert, followed by a Master Warning alert
(just to wake ya’ll up).
Note: CAL has this system…. just wait 30+ minutes. (+ 5 minutes for each progressive step).
Note: Inhibited on initial climbout (<20,000’ & climbing with flaps extended).
68. Who can the FSM call from the Purser computer station?
• Medlink, ops perf, & SITA. (Medlink may be tied into any phone on-board).
• all pertinent phone numbers are found on the CSCP screen, under Main Menu “Help”. (*999 = Cabin Appearance).
69. Where is the Main Power switch for the PAX Entertainment system?
• just above and to the left of the Purser Station behind a small door.
70. How is the “LAV Call” button reset (light above the lav door)?
• push the lav call light over the door.
79. Where does sink (lav & galley) drain water go?
• drains out through 1 of 2 drain masts on the bottom of the A/C.
EMERGENCY EQUIPMENT:
In the cockpit:
halon fire ext, crash ax, gloves, 4 smoke goggles, 4 life vests, 1 PBE, 2 escape ropes, emergency medical kit.
Note: Also check for 2 extra rolls of printer paper (1-cockpit, 1-FA).
In the cabin:
flashlights every FA seat (14 total)
life vests every FA seat
POBs ???
5 first aid kits 1L, 1R, 2Galley, 3L, 4R
2 megaphones 1L, 4R
3 Halon fire ext 1R, 2R, 4R (Halon 1211)
3 water fire ext 1L, 2R, 4L
PBE with each fire ext (total 5 each: only 1 at door 2R)
life raft/slide each door
Raft Capacity:
4. *What will happen if one loop (engine, APU, or wheel well) fails?
• system automatically excludes a failed loop & becomes a single loop system.
Note: If both loops fail, the fire detection is lost for that system.
7. *While fighting the fire, what is an indication of the fire going out?
• EICAS msg goes away.
• red lights go out (handle & fuel control).
Note: If the fire light goes OUT, test the system before assuming the fire is actually out.
Note: Since cargo fire sensors are photo-cells, expect the cargo fire light to remain ON for a long time. The cargo
fire light could actually come ON again when a bottle is discharged, since the agent will act like smoke to the
sensors.
12. *When will the APU auto shutdown for a fire warning?
• both loops must detect a fire when the APU is “attended”.
• only one loop needs to detect a fire in the “unattended” mode (both engines OFF & not being started).
13. *When will the APU auto-discharge its bottle for a Fire Warning?
• when it is "unattended" (on the ground & neither eng running or starting).
14. *Can you fight an APU fire from outside the A/C?
• yes: although in the “unattended” mode the APU will shutdown, arm the fire system, & discharge the bottle all by itself.
• at the P-40 panel (behind the nose strut) the APU Fire Shutdown button will shutdown the APU, arm the squib, &
silence the horn.
• the APU Bottle Discharge button will discharge the bottle.
• other lights & controls: Bottle Armed light, Bottle Discharged light, Main Landing Gear Door lts/switches, service &
flt interphones, cockpit voice jack, flt deck call button, Emer Exit light test, Wheel Well light switch.
15. *How many fire bottles are there for the ENG, APU, and CARGO?
• ENG - 2 bottles (total), which may be used in either engine.
• APU - 1 bottle.
• CARGO - 5 bottles (2 smaller and 3 larger.
Note: A 6th bottle will be added to obtain ETOPS 207 minute certification.
16. *Will the aural fire bell ring for a cargo fire?
• yes
18. What are the 3 conditions for a failure of the Cargo Detection system?
• all 3 zones in a single compartment must fail, OR
• both control channels must fail, OR
• both smoke fans (used to move air across detectors) fail.
Note: Cargo detection system has a total of 4 smoke detectors (2 fwd & 2 aft), and 3 zones per compartment.
It draws air by fans across the smoke detectors.
19. *What causes an Eng Overheat to annunciate (& what does it look like)?
• EICAS msg "OVERHEAT ENG (L/R)".
• dual loop (same loops as the fire system) & if both loops are operational; both loops must overheat.
• M-Caution & beeper.
Note: There is no APU overheat feature of its dual fire loop system.
21. *What is the indication & actions required for a Wheel Well Fire?
• cockpit fire bell, M-Warning, EICAS msg.
Note: Lower gear & leave it down (LAND), or if required by conditions, wait for 20 minutes AFTER the
EICAS msg goes away & retract gear.
Note: Dual loop fire detectors in the ceiling of the wheel wells. Will NOT respond to hot brakes alone.
Note: Continuous monitoring and auto testing circuits.
Note: No extinguishing system.
Note: You probably CAN'T get a real wheel well fire msg 4 hours into the flight at altitude. (Use your judgement)
27. Scenario: you have an active cargo fire inflight & fire trucks are awaiting your return. You plan an emer-evac on the
runway. How is the fire department going to fight the fire?
• can’t get the fwd or aft cargo doors OPEN (Ground Handling Bus only & APU will be shut down).
• bulk cargo door will OPEN (it’s manual).
• we don’t want power left ON the A/C. Power OFF insures that the Pax Entry Door Flight Locks are disabled.
• fire department can punch a hole in the side & fill the compartment with water. (they have a special probe for this).
*GENERAL - PARAMETERS & LIMITS see Section 1 of the current Flight Manual!
To quote Boeing: Alerts are inhibited during part of the takeoff in order not to distract the crew. Alerts are also
inhibited when they are operationally unnecessary or inappropriate.
Alert messages, except for warnings and messages directly relevant to flight operations, are inhibited
during engine start to eliminate nuisance messages.
Alert messages are inhibited individually at other times, such as during the preflight and postflight or
engine shutdown, when they are operationally unnecessary.
1. All associated (HYD, ELEC, PNEU, R/T) EICAS warnings inhibited after intentional engine shutdown with fire switch or
fuel control.
2. Checklist icons for amber EICAS msg's inhibited until after BOTH eng started.
Note: warning msg & checklists will appear anytime.
3. Consolidated messages:
Eng Shutdown intentional shutdown
Hyd Press Sys L+C+R pre/post flt
Fuel Press Eng L+R "
Window Heat "
Doors "
5. Status que inhibited from eng start until 30 min after rotation.
- inhibit cancels if RTO.
7. Fire inhibits:
V1 to 400' RA or 25 seconds after V1. (red msg will display when fire sensed).
8. *T/O configuration:
inhibited > V1.
IF activated < V1; then deactivated at V1.
EICAS msg displayed until 10 sec after V1.
9. Landing configuration:
inhibited from rotation to 800' RA or 140 sec from gear retraction.
2. *How can you tell if the APU is ready to supply ELEC power?
• EICAS msg "APU Running".
• NOT by looking at the ON position of the button. (It should have been labeled “AUTO”).
4. *When should the APU NOT be started at your arrival to the A/C?
• when < 40F don’t use the APU except for engine start (< 20 minutes). (looking for a fix).
Note: Ice may form on the inlet door screen, break-off & be ingested (cost a lot of $).
7. *Why would the APU FAULT light come ON with the APU running?
• high EGT, high oil temp, low oil pressure.
Note: If unattended, these will result in an immediate auto-shutdown (w/o cooling time).
8. *What 3 items in the auto-shutdown system will NOT shutoff the APU in-flight?
• high EGT, high oil temp, low oil pressure.
• will result in an EICAS msg to the crew.
11. *When will the APU auto-start in-flight regardless of switch position?
• loss of both XFER busses. (Usually associated with dual engine flameout).
Note: May take up to 2 minutes to startup and power the L & R Main busses.
Note: Don’t confuse this with the RAT deployment criteria. (I do all the time!).
12. *How can you STOP the APU after it has Auto-Started while in the OFF position?
• position the switch to ON, then OFF.
13. How many packs should be used when powered by the APU on the ground?
• both packs: provides better cooling, overall quieter noise level on the ramp, & is equal in fuel to using just one pack.
17. What effect does the Fire Test system have on the APU?
• the APU will shutdown if the Test button is held for more than 60 seconds. (Only takes 5 seconds +/- for a test).
©B777 Oral Review Page 18
ORALSTUDY@AOL.com FINAL REVISION Rev 03/00
GENERAL – MX INFORMATION
Cabin Services:
3 Potable Water Tanks (interconnected) – each 120 gallons (limited to 109 gal with standpipes).
L, R, C – located behind the bulk cargo end wall.
Sinks, coffee makers, & toilet flush (all potable water).
Water runs in the aisle overhead panels (great place for a leak).
3 Toilet Waste Tanks – Fwd & Mid 100 gal each (holds 83 gal waste each), Aft at 80 gal (holds 63 gal waste).
All tanks located on Lt sidewall of the bulk cargo compartment (NOT interconnected).
2 vacuum blowers operate on the ground & below 16,000’ when any flush switch activated.
- tanks are interconnected for vacuum purposes only.
Uses differential cabin pressure above 16,000’ MSL (vacuum blower barometric switch).
Fwd lavs go to Mid & Aft tanks; Mid lavs go to all 3; Aft lavs go to all 3 tanks.
- each lav goes to only one specific tank.
Toilet Operation:
15 second flush cycle initiated by flush switch.
1 second pause after flush cycle initiated. (IE. total of 2 seconds since flush).
Rinse valve OPEN for .7 sec (8oz of potable water).
2 seconds after flush cycle: flush valve opens for 4 sec.
Note: After 8 seconds (valve OPEN) it considers itself jammed & recycles the system with a dry flush.
Note: Manual flush valve shutoff T-handle is located below the toilet shroud (centered).
Note: Flush control module (computer chip) C/B located to Rt side of toilet bowl (under shroud).
Note: The logic module will NOT flush if the related waste tank is full (= confirmation of a full waste tank).
APU:
Amber Red
RPM none 106.0% (normally 100% N2)
EGT 650degrees 710degrees
Oil Press 55psi 35psi
Oil Temp 135degrees 155degrees
Oil Qty 4.4qt 3.8qt
Fire System:
CBrF3 = Halon
2 cargo bottles (fired immediately) = 52.5 lbs Halon each.
3 cargo bottles (metered) = 72.0 lbs Halon each.
- soon to add a 4th bottle to comply with 207 min ETOPS.
- 1 squib per bottle; 1 pressure sensor per bottle. (directs Fwd/Aft by separate in-line squibs).
- all bottles are located on the Rt wall of fwd cargo (behind curtain).
2 engine bottles = 22 lbs Halon each.
- located Rt wall of fwd cargo also.
- 2 squibs per bottle (L/R engine).
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ELECTRICAL SYSTEM
5. *When you turn the battery switch ON (cold A/C), would you expect to see the battery bus items powered?
• no: there is a power-up logic which is different than power-down.
• only a few lights will be displayed during power-up (brake source & L/R gen OFF lights).
Note: Good reason never to turn the battery switch OFF while in-flight.
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6. What items will operate on Standby Power.
• Upper EICAS CAPT PFD & ND (PFD may take up to 3 minutes to display)
• RAT Unlock switch/Light Standby Attitude (May take up to 3 minutes to display)
• L – FMC L – VHF
• L – VOR (audio) C – ILS (audio)
• Flight Interphone PAX Address
• DC Fuel Pump Emergency Lights (separate power)
• FWD/AFT Outflow – MAN
8. What is an IDG?
• a combination of a CSD and AC generator.
14. What will happen with loss of both IDG generators in-flight? (Backup Generators ok).
• APU should be started and used to power both main busses.
• one backup gen will cover both XFER busses.
Note: Only 1 backup gen may power the Backup Converter (frequency controller) at a time.
15. *What will power a XFER bus with the loss of its respective main bus?
• backup gen through the backup converter (backed up by the other backup gen).
17. *How can you tell that the RAT has load shed all ELEC output in favor of HYD pressure? (assuming Batt & RAT
power).
• FO instruments will blank out.
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18. *What will happen will loss of all 4 gens in-flight? (i.e. loss of both XFER busses).
• APU will auto-start & eventually cover both main busses.
• Hot Batt bus will temporarily cover batt bus/CA flt inst/& Stby inverter/Stby AC.
• RAT will auto-deploy & then cover C1 & C2 TRU.
Note: RAT may take up to 40 seconds to power the bus. (FO displays may take up to 50 seconds).
Note: dedicated one minute batteries cover interruption during pwr transfer.
21. *How are adequate volts, freqs, & phase indicated before using Ext Power?
• EXT PWR-AVAIL light indicates that the power is available & usable.
22. *On a cold A/C: selecting Primary EXT PWR will do what?
• connects primary ext to both main busses.
Note: Some load shedding will occur.
24. *With both Primary & Secondary Ext Pwr ON, what is powered & what will the panel indications be?
• primary ext will power R Main & R XFER.
• secondary will power L Main & L XFER.
• the R BUS TIE will be in ISLN.
25. *If the APU is now started, what will its gen do (if anything)?
• once coming up to speed; the APU gen will take over the L Main & replace secondary ext (which switches back to
AVAIL).
26. *Can the secondary ext replace the APU on the L Main once the APU has started?
• yes: the bus tie priority is whichever is placed on it last.
28. *What is the priority of the BTB (Bus Tie Breaker) in AUTO? (Inflight, no Ext Pwr).
• will OPEN or CLOSE the BTB (relay) to allow the Main bus to be powered in the following order:
1 - associated eng gen. 2 - APU gen.
3 - opposite eng gen.
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29. *When/how is the Ground Handling bus powered?
• automatically, through primary ext or APU.
• primary ext has priority.
• only powered on the ground.
Note: Powers cargo doors, cargo lights, & MX access lights.
37. *After flight if the APU is NOT started, what will occur when Primary Ext is selected?
• both GB's open & primary ext powers both Main busses.
Panels: Main & backup power sources go to the L,R or Aux power panels.
- these panels directly supply power for 25 amp (or greater) circuits.
- these panels also supply Power Management Panels & Ground Service & Ground Handling panels.
- all circuits of < 25 amps.
L - Main AC R – Main AC
L – Utility R – Utility
L – XFER R – XFER
L – DC R – DC
Stby AC FO Flt Inst
CA Flt Inst Gnd Service
Battery Bus (#1) APU Battery
Battery Bus #2 Hot Battery bus
L – FCDC – PSA’s R – FCDC – PSA’s
Batteries:
Main (ship’s) battery in the E&E compartment.
APU battery just aft of bulk cargo door.
Battery switch connects the Hot Batt Bus to Battery Bus # 2.
Heat Exchangers:
IDG: Drive disconnect switch = 2 piece IDG input shaft moves apart with spring loaded mechanism.
- reset ring resets the disconnect (on gnd, eng shutdown).
- auto disconnect if oil overtemp: thermal plug melts & operates disconnect mechanism
(no reset).
- manual disconnect switch is ARMED with fuel cutoff in RUN.
GCU controls the trim coil to control RPM (frequency) and matches freq’s during no-break power transfers.
Note: Static Inverter operates only when: L-XFER bus < 80 volts, Autoland isolation, or DC/Stby self-test.
RAT: 7.5 KVA, 3 phase, AC generator, 115v, powers: TR-C1 & TR-C2 only.
- 2 PMGs, exciter, main gen, 2 heaters (prevents gen icing), GCU, & voltage regulator.
- frequency governed by variable pitch prop (392hz to 410hz).
Deploys automatically when: both X-FER busses are unpowered > 15 seconds (inflight).
- or loss of all 3 HYD system pressures (inflight).
- or loss of both engines and LOW pressure in the C HYD system (inflight).
FAA Emergency Rule – 12/9/99: special checks required for backup generators (2 failed in 1999 causing engine shutdowns).
Note: Engine generators have a 6 – 12 second delay for power-up from the time the engine passes 54% N2.
Note: Following engine start, the BU Gen will power its own Transfer Bus for 20 seconds, then the Main Bus takes over.
©B777 Oral Review Page 26
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HYDRAULIC SYSTEM
*Describe the basic Hydraulic System:
Note: Any one system will provide enough Flt Controls for safe flight.
Every Primary Flt Control (aileron, flaperon, elevator) is powered by 2 systems (rudder = 3).
Spoilers are always controlled symmetrically (system losses will NOT cause asymmetric roll).
Note: Alt/Res Brakes is only one system defined by:
ALT: Alternate or backup brakes. (no accumulator).
RES: uses Reserve fluid (below standpipe level) in the C HYD reservoir.
Note: Alternate gear uses a dedicated ELEC/HYD pump and separate trapped fluid to operate.
3. *What Demand Pumps come on in anticipation of high HYD loads when the selector is in AUTO?
• R demand pump ON anytime on the ground & until after T/O (brake sys).
• both C ADP demand pumps are ON from T/O roll to gear retraction. (Also autoslat operation).
• both L & R demand pumps are ON for T/O & landing.
• one C ADP demand pump ON when extending the gear.
10. *During the Before Start Checklist, you notice the C2 Primary Pump FAULT light is ON. What is wrong?
• nothing: the ELMS loadsheds this pump when Ext-Pwr is removed.
16. How is manually turning an Engine driven HYD pump OFF different than what occurs when the Fire Switch is pulled.
• OFF = depressurizes the pump (“feathers” the squash plate), but the pump still is turning and receiving cooling case
drain fluid.
• Fire switch depressurizes the pump (as above) AND closes the pump’s supply valve resulting in NO cooling fluid to the
pump, & it is still turning. The pump will rapidly deteriorate, and restoring the pump at a later time might introduce
metal shavings into the HYD system (not a good thing for an all HYD flight control system).
17. Why might an engine reverser NOT deploy successfully after the loss of its Engine Driven (primary) HYD pump?
• the ELEC demand pump may not have the power (volume) to OPEN the reverser sleeve.
Note: The RTO test of the 777 was conducted @ 632,500#, brakes worn to replacement value, >200KIAS. Results: the 777
stopped in 1,400 feet and stood for 5 minutes without a fire.
Note: Six wheel bogie spreads weight with same pavement-loading as DC-10-30.
50% less parts than DC10 (no center gear).
Allows B777 to be stretched to the 777-300 without adding additional gear.
Largest main gear ever developed for commercial airline use.
1. *What is happening when the gear annunciator on the EICAS is a box with slashes?
• the gear is in transit.
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2. What releases the Gear Lever Lock pin?
• air/gnd sensing sensors (both main gear).
7. *What has occurred (& what should be done) if the EICAS msg Main Gear Steering appears?
• the aft steerable gear have not locked-out for takeoff.
• taxi forward (straight) 5-10 feet to straighten & lockout the main gear steering for T/O.
11. *What drives the gear to the DOWN and LOCKED position?
• HYD pressure UNLOCKs the uplocks, then the gear gravity falls to the DOWN and LOCKED position. Then doors
close with HYD pressure.
16. What are the exterior indications of the parking & brake system for the tow driver?
• amber: Parking Brake light (parking brake lever position only, not an indication of pressure).
• red: Brakes SET light (pressure to brakes).
• blue: Brakes OFF light (no pressure to brakes).
17. Can the Parking Brake be set without normal ELEC power?
• the lever will set, but the brake valve will not set (it all appears to be normal)!
Note: WARNING: this is similar to how CAL parked a DC-10 on top of a house in Guam. The brakes won’t set!
18. *When does the CA’s Brake Source light come ON?
• loss of pressure in both R & C HYD systems.
• accumulator may be used to stop or set brakes. (Assuming > 1000 psi on gauge).
21. Will the Nose Gear Landing/Taxi lights remain ON following gear retraction? (switch in ON).
• no: they will automatically go OFF.
Indicating System:
8 pump pressure transducers (in the pressure lines).
8 pump temp transducers (in the case drain lines).
3 system pressure transducers (down-stream of pumps).
3 reservoir pressure switches (in PNEU lines to the reservoirs).
3 reservoir temp transducers (in the reservoir).
3 reservoir quantity transmitters (in the reservoir).
Abnormals:
Low Pressures:
Reservoir Precharge 21psi EICAS msg (resets at 25psi)
HYD System 1200psi EICAS msg
ACMP 1200psi EICAS msg + FAULT light
ADP & EDP 1800psi “ “ “
Note: Pump LOW pressure does not produce an EICAS msg if the system pressure is also LOW.
Note: EDP LOW pressure msg is inhibited if the engine is below idle.
Overheat:
Pumps 105C EICAS msg + FAULT light (resets at 75C)
Reservoir none MX HYD page shows actual temp.
MX Caution: “Do not operate the HYD pumps after the temp
on EICAS is > 100C (212F), or after pump FAULT light comes ON. If you
continue to operate the pumps, the HYD fluid can become too hot.”
Note: HYD fluid is cooled by the L/R heat exchangers in the respective L/R main fuel tanks.
C HYD cooling is in the R-Main tank too.
Needs 4800 # fuel in the L/R to cool the L/R HYD system; and 7300# fuel in the R-Tank to
cool the C HYD system.
Quantities:
Full = 1.00 (100%)
LO = 0.40 ( 40%) (resets at 0.42)
RF = 0.75 ( 75%) (inhibited inflight)
OF = 1.20 (120%) (inhibited inflight)
RAT (HYD):
HYD pump attached to the back of the generator.
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HYD NOTES:
Note: HYD fluid can move between R & C systems with brakes being set, then released, if both systems are not equally
pressurized.
Note: Heavy braking with accumulator only could rapidly deplete the accumulator (antiskid could cycle 5-7 times/sec on icy
surfaces with heavy braking). The accumulator is only good for 3-5 brake applications.
Note: Boeing says that the six wheel design provides better wet weather braking performance of the aft wheels.
Aft wheels pass through the dried-out path of the first 2 wheel sets.
Note: At normal landing weights, each degree of ABS setting (1 - 4), reduces landing roll approx. 1000’ (see chart
in Sec 5).
Note: Main & Nose Gear retract within 16 seconds (-200) and 18 seconds (-300).
Note (-300): Tail Skid does not extend during alt gear extension.
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FUEL SYSTEM
2. *What action might be taken if close to the min fuel temp? (not usually a problem on the B777).
• descent to lower/warmer altitude.
• increase mach # (SR-71 here we come).
3. What fuel temp limit would normally be seen on the CDU during preflight/initialization of the FMS?
• selected by CAL to be -37 degrees because Jet A is –40 (+ 3 degrees = -37). (most conservative of all fuel).
6. *What is done when the “Fuel Low Center” EICAS message is displayed?
• turn OFF the center tank pumps.
• the scavenge system will pump the remaining fuel into the main tanks when one main is below approx. 29,000#.
- assuming the main tank pumps are ON. (rate is approx. 50ppm).
Note: C fuel level > 2,400 or < 2,400 will determine if EICAS “Fuel Low” or “Fuel Pump Center” is displayed.
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7. *Does the B777 have "Standpipes" for fuel jettison?
• yes: at least 11,500# will be remaining in each wing tank following fuel jettison. C tank pumps to dry.
10. *What parameters must be met for the Nozzle switch to function properly in the ON position?
• A/C must be in-flight & the ARM button must be pushed.
11. If you opt to use MLW for stopping the Fuel Jettison: will the system compute distance/fuel to destination airport?
• no: MLW is an airborne weight, right now, regardless of distance to landing.
15. *What does the Fuel Jettison system do when reaching Fuel-to-Remain?
• terminates the dump & turns OFF the main tank jettison pumps. (Nozzles must be manually switched CLOSED).
• CLOSES the C fuel tank jettison valves.
• fuel to remain # flashes on the expanded fuel display.
16. Why might the Jettison STOP 3-6,000# short of commanded Fuel-To-Remain point?
• fuel quantity probes are read each minute. The indication system is buffered, not instantaneous. It might take up to 3
minutes to obtain a proper fuel reading at the end of jettison.
17. What does the EICAS msg “Fuel Auto Jettison” mean?
• auto jettison is inop.
• fuel will jettison to standpipes unless monitored.
18. *What tank normally burns first and how is that accomplished?
• C tank is burned first for CG reasons (C fuel creates forward CG).
• this is accomplished by the C override/jettison pumps (which produce approx. twice the pressure of a boost pump).
Note: During dump with a heavy A/C & forward CG, the C tank is automatically dumped first & main tanks
later (computed dump time is adjusted & displayed).
20. When does the EICAS msg Fuel Imbalance come ON & what action should be taken?
• comes ON at varying amounts of fuel imbalance in main tanks, depending upon GW (2,000# +/- a wide value).
• one crossfeed should be OPEN & the boost pumps on the LOW side should be turned OFF until balanced.
Note: The synoptic will display an arrow pointing toward the low side.
Note: The fuel imbalance arrow will flash if the balancing is setup in the wrong direction.
Note: X-Feed deals in engine burn only, there is no transfer of fuel between tanks.
Note: Boeing flew the B 777 with an empty tank on one side and claims it’s no big deal.
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21. How might you differentiate between a real fuel leak & a bad fuel gauge indication?
• use the Checklist! (CDU “Fuel Disagree” or “Insufficient Fuel”, or EICAS “Fuel Imbalance” msg).
• abnormally decreasing quantity might indicate a leak.
• excessive engine fuel flow might indicate a leak. (Visually check for leak).
• check calibrated balance vs indicated balance.
• a non-changing fuel imbalance, or an instant quantity loss might indicate a false reading.
Note: Each tank has 20 different probes which report to a central sensing system. Check mx Fuel page for
probe readings that are not consistent (should always be decreasing fuel height from probe 1 to 20.
Note: Software changes are being made to exclude probes which are suspected of being in error.
Note: A real extreme imbalance might be seen in the need for aileron trim.
Note: The CDU Progress, Position Report, and RTE Data all use calculated fuel instead of actual totalizer readings. This
calculated fuel is the fuel normally used in all tracking efforts (Flight Plan, NAV Log, and automatic reports to ATC and
Dispatch). With a bad fuel flow transmitter…. these #’s could be seriously in error. Always compare the totalizer to the
calculated/reported data!
*FUEL LIMITS:
Use of JP-4 or Jet B is prohibited (requires special mx procedures when used & for several flights after use).
Max fuel temp is + 49C.
Main tanks must be scheduled full to load center fuel.
exception: C tank up to 3,000# if:
C fuel # + ZFW within max ZFW limit.
CG within limits.
Jet A -40
JP - 5 -46
Jet A-1 -50
JP - 8 -50
FUEL MX INFORMATION
L = 20 quantity probes All probes measure height (from bottom of tank) & Viscosity (density).
R = 20 quantity probes
C = 20 quantity probes (10 on L-side, 10 on R-side)
L/R Packs, each with flow control valves, heat exchanger, & ACM.
both pack output temps set to the zone requesting the coolest temp.
Note: Packs may take as long as 60 seconds to obtain full flow, or to shut down.
4 Recirculation Fans: 2 upper (fwd & aft), & 2 lower (L & R). Zones A-F (not the cockpit).
with recirc fans: packs operate at a lower volume setting (saving up to 4% fuel).
L/R Trim Air system.
normally the zone requesting the coolest air will have its trim air valve CLOSED.
L Trim Air: cockpit & zones A, C, & E.
R Trim Air: zones B, D, F.
Pack Flow Control Valves: 2/pack.
Flight deck Temp Controllers (65-85 degrees): only control for cockpit. Cabin Temp sets baseline.
Master & individual Flt Attendant panels have zoned A-F temp controllers (+/- 10 degrees of master but never
in excess of 65-85 degrees).
Air supplied by:
Engine bleed (2).
APU bleed (1).
Ext GSU air (3 ports place air into X-Body duct).
Ext preconditioned air (2 ports place air into Air Conditioning Manifold).
(Pack) AUTO/Blank: flow control valve set for automatic operation OPEN or CLOSED.
AUTO/OFF: pack supply valve CLOSED due to:
engine start.
pack or compressor outlet temp HI, both flow valves failed closed, or no PNEU air to pack.
Blank/OFF: valve CLOSED manually.
(Trim) ON/Blank: trim air valve automatic operation OPEN or CLOSED (modulating).
ON/FAULT: valve failed closed.
valve closed due to zone supply duct overheat.
Blank/FAULT: manually selected OFF.
(Recirc) ON/-----: auto operation of fans.
ON/OFF: fault or cargo fire.
Blank/OFF: manually selected OFF.
(L,C,R) Bleed
AUTO/Blank: automatic operation.
AUTO/CLOSED: valve CLOSED due to a duct leak, bleed loss, or valve failed CLOSED.
OFF/CLOSED: manually selected CLOSED.
(APU) Bleed
AUTO/Blank: automatic operation.
AUTO/OFF: valve CLOSED due to a duct leak, APU fire, or valve failed CLOSED.
Blank/OFF: manually selected CLOSED.
(ENG) Bleed
ON/Blank: valve will OPEN when eng bleed air available (ELEC actuated, PNEU operated).
ON/OFF: valve CLOSED due to a protective bleed shutdown (over temp, over pressure, or
ground cart supplying air), duct leak, fire switch, or no air.
Blank/OFF: manually selected CLOSED.
AC Reset: resets pack flow control & trim air valves closed for:
overheat, control failure, or valve failure.
attempts to reset recirc fan failure.
resets fault protection circuits.
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Cockpit Temp:
AUTO: sets cockpit temp auto control in 65-85 degree range.
MAN: cockpit manually controls L trim air valve position.
Cabin Temp:
AUTO (only): sets baseline for cabin temp controllers.
Equip Cooling:
AUTO/Blank: fan blows cool air from cabin (cabin floor vents, through a filter & fan), into E&E,
behind inst panel, & into FWD cargo compartment for heating.
AUTO/OVRD: fans OFF, override valve OPENS. (fault, smoke, or low flow
sensed, or fwd cargo fire).
Blank/OVRD: manually selected to OVRD.
Note: Fans and filters located behind fwd cargo Lt wall.
Note: CAL B777s do not have gasper fans or master switch. The gasper vents get air flow from the A/C manifold.
1. *What temp is the 12 o'clock position of the cockpit's two temp controllers?
• 75 degrees.
3. Will the cabin temp change automatically in-flight (without changing the controls)?
• yes; the system is designed to slowly increase the temp 4 degrees during cruise due to cold-soaking of the fuselage at
high altitudes.
• the "target temp" will be automatically adjusted; and will be slowly returned to the original setting during descent.
8. How does the equipment cooling system know that the flow is insufficient?
• temp probes sense flow. (Overheat and trigger OVERRIDE when air flow is insufficient).
Note: May take up to 5 minutes from the time the fans stop operating, for the horn to sound (ground only).
9. *Does the equipment cooling air always flow into the FWD cargo compt (assume AUTO selected)?
• 100% airborne (in normal ops).
• modulated on the ground to prevent overheating the FWD cargo. (balance is vented overboard through fwd outflow).
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10. *What provides AFT or Bulk cargo heat?
• bleed air (Lt duct).
• supply valve OPENs when switch is selected LOW or HIGH.
• LOW: temp valve modulates 40F - 50F.
• HIGH: temp valve modulates 65F - 75F.
• bulk cargo also has a circulation fan installed which operates only in HIGH.
Note: Each system contains an overheat shutoff function which cannot be reset in-flight.
13. *During the walkaround you hear a continuous "Ground Crew Call" horn in the nose wheel well. What could cause
this?
• either someone is really calling (selecting ground call on CDU).
• or the equipment cooling system has LOW flow or HIGH temp air supply. (IE. operating in OVERRIDE).
• or the ADIRU is on Batt power.
14. *Besides LOW flow or HIGH temp: what else could put the equipment cooling system into OVRD?
• smoke sensed by the E&E smoke sensor or fwd cargo fire ARMED, or OVRD manually selected.
17. *If the equip cooling system automatically trips into OVRD, can it be reset?
• yes: switch to OVRD & allow it to cool then try AUTO again.
19. What might be the possible problems if there is a frequency vibration in the airframe, directly related to engine RPM?
• possibly a # of bad turbine blades, but more likely a bad ACM.
Note: ID the engine, then try turning OFF the pack. If the vibration stops; it’s the ACM.
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20. When will the Pressurization System be automatically displayed in compressed form on the EICAS?
• landing alt knob pulled.
• outflow valve switched to manual.
• cabin alt > normal (amber).
• EICAS “Cabin Alt” msg displayed.
• cabin differential press (psid) > normal (amber).
• cabin differential press excessive (red).
• duct press < normal (amber).
• air synoptic is displayed on any MFD.
Note: At 26,000’ +/- 1,000’ the Upper Flow Control valve closes and the Lower valve opens for Ozone Control.
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PRESSURIZATION SYSTEM
1. Why are the 2 positive pressure relief valves called "Taco Valves”?
• there are two flaps on each valve, hinged in the center; & when they open they resemble a taco (both valves are on A/C
left).
Note: During the walkaround, check each taco valve to insure that it is flush. If the A/C has been over-pressurized on
a previous flight: the valve will be held slightly out of flush by a small red nipple.
3. What might cause a negative pressure relief situation & what is the indication?
• descending too fast for the cabin pressure controllers. (they are limited to 300 +/- 100 FPM cabin pressurization).
• no cockpit indication (the FA above those panels might hear a rushing noise).
8. *What will the cabin alt do during climb if the CDU is initially set at:
• T/O @ 200' / LND @ 8,500'? climbs to 8,000' until descent.
• T/O @ 8,100' / LND @ 200'? descends to target cruise alt.
11. Now you are enroute from LAX to EWR and need to abort into DEN. How will the controller know what to pressurize to
during the descent?
• pull-out & manually set DEN field elev. (not a great option).
• or - when CDU ALTN is selected or CDU ARR airport is changed, the FMS tells the ASCPC that we are aborting into
DEN & the landing altitude is set automatically.
15. When will the pax O2 masks drop from the ceiling?
• 13,500 +/- 300’ cabin alt.
• may be manually deployed from cockpit by activating the PASS OXYGEN switch.
Note: Cabin fluorescent direct ceiling, indirect ceiling, and sidewall wash lights will also come ON full.
Note: No Smoke & Fasten Seatbelts signs will come ON. (Lav “Return to Seat” lights will NOT come ON).
Note: All video and audio entertainment systems will be inoperative.
16. What will the No Smoke & Fasten Seat Belt signs do if PAX O2 is deployed?
• both automatically turn ON, except for the lav “Return to Seat” sign (use the O2 in the lav ceiling).
17. At what cabin altitude will the Outflow Valves automatically go to full CLOSED?
• 14,500’.
*PRESSURIZATION LIMITS:
GE90-90B engines, rated at 94,000# thrust (as of 8/99). (increased in 1999 from 92.5k for longer TBO’s).
Notes: Originally rated at 84,900# & expected to "grow" to over 115,000# (same engine), with later models.
Blades are a wide-chord design to improve efficiency.
10 stage dual dome compressor.
Composite fan blades with titanium leading edges for impact strength.
Aluminum spacers at blade root.
Utilizes Mobile 254 oil.
3" thick Kevlar containment band
High by-pass ratio (8.4:1).
ELEC controlled, HYD actuated fan-air reversers. (Does NOT reverse the turbine section).
Controlled by the dual channel EEC Mode:
NORM:
receives input from the crew through thrust levers. (previously called throttles).
AIMS calculates ref thrust (max limit).
EEC meters fuel to allow N1 to match commanded N1 thrust lever position.
max RATED thrust available in any phase (max throttle).
provides N1 & N2 RPM overspeed protection.
controls Min-Idle & Approach-Idle as needed (flaps in LND range or EAI ON).
ALTN:
manually - "hard", or automatically - "soft" selected. (ATS remains engaged).
N1 & N2 overspeed protection remains in effect.
thrust reference remains in effect.
there is NO thrust limit protection. (retard the thrust levers before selecting “hard”).
SOFT - N1 goes blank. Set both engines to HARD (manual) ALTN.
START:
initiates engine start cycle.
returns to NORM at starter valve CUTOFF.
2 Igniters per engine. (Controlled by EEC).
auto-start selects & alternates igniters (uses both for Abnormals).
NORM:
auto ignition for both igniters as needed. (Fuel Control must be in RUN).
CON:
both igniters operate continuously (if Fuel Control is in RUN).
AUTOSTART: ON:
controls Fuel & Ignition, & monitors start/restart.
shuts OFF Ignition after successful start.
monitors N1, EGT, N2, FF, & duct pressure (NOT oil TEMP/PRESS).
arms auto relight system
Airborne Vibration Monitors
monitors both N1 & N2, displays the higher of these two vibration levels.
or, if it can't tell if it's N1 or N2; BB (broad band) is displayed.
Bleed Air used for: (see list under pressurization).
ASCPC (Air Supply & Cabin Pressure Controller):
modulates PRSOV's (bleed valves) to control PNEU duct temp.
(ENG) ON/Blank: bleed valve OPEN (automatic function).
(ENG) ON/OFF: auto closed due to:
protective bleed shutdown or duct leak.
valve failed CLOSED.
engine is not running.
Eng Fire switch PULLED.
(ENG) Blank/OFF: bleed valve selected CLOSED manually.
(APU) AUTO/Blank: controlled automatically.
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(APU) AUTO/OFF: auto closed due to:
duct leak.
valve failed CLOSED.
APU fire switch PULLED.
(APU) Blank/OFF: manually selected CLOSED.
(ISLN) AUTO/Blank: controlled automatically.
(ISLN) AUTO/OFF: auto closed due to:
duct leak or bleed loss.
valve fails CLOSED.
(ISLN) Blank/OFF: manually selected closed.
4. When should you take action for NO Oil Pressure during start?
• cutoff fuel control if NO oil pressure after initial EGT rise (light-off).
Note: During extreme cold wx ops: cutoff fuel if NO oil pressure when eng stabilizes at idle thrust.
7. *When would you move the Fuel Control to RUN during a manual start?
• at max motoring (min 22% N2).
8. *What is the purpose of "motoring " the eng after an Aborted Start?
• clear the fuel out of the combustion chamber (otherwise you get a BIG boom!).
• cool the engine evenly after a hot start (fuel was all burned up).
Note: EEC automatically motors 6-30 seconds if aborted during Auto-Start.
Note: If manual start: motor for 30 seconds.
9. Why are the spirals painted on some large high bypass engines?
• to frighten birds away from the engine inlet.
10. *What is the indication of an engine failure on T/O? (IAS < V1).
• aural ENGINE FAIL, PFD "Eng Fail" annunciated, & M-Warning lights. (either engine not producing commanded
thrust).
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11. What is the indication of low Oil Quantity?
• white background & "Lo" beside gauge.
• measures quantity of the reservoir.
18. Why is it important on the Engine Auto-Start OFF checklist, to return the Auto-Start switch to AUTO after starting both
engines?
• arms the quick inflight relight features of the ignition system.
22. *What is the indication if the EGT, N1, or N2 red line is exceeded?
• digital readout, box, & dial turns RED. (if N2 exceeded: brings up secondary engine indications to EICAS).
Note: Remains RED until the CANC/RCL button pushed (even then, it is retained in memory).
23. If the EICAS lower display is blank, what will occur if a secondary engine indication is exceeded?
• the secondary indications will appear automatically on the lower unit.
• if the display has failed or is in use for another display (such as NAV), the secondary will appear in compacted form on
the upper EICAS display.
Note: Secondary indications cannot be cleared/replaced until exceedance is reduced.
24. *How many start attempts will the Auto-Start system make in-flight?
• continuous attempts until started or fuel control moved to CUTOFF.
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25. When are Secondary Engine Indications automatically displayed?
• power up.
• fuel control CUTOFF inflight.
• fire switch PULLED inflight.
• secondary parameter exceeded.
• N2 RPM < idle inflight.
26. *What are the immediate action items for Dual Engine Flameout? (Check current flt manual!)
• Fuel Control Switches (Both)........CUTOFF, then RUN.
• Ram Air Turbine Switch...............PUSH
28. *What occurs to the automated flight systems when reverse is selected?
• disengages the ATS.
• deploys the auto speed brakes (even if not armed).
• A/P remains engaged if in Autoland (continuing rudder steering to maintain LOC).
30. In AUTO, what is the normal sequence for the ASCPC ISOL valves?
• ground air attached all valves OPEN
• APU ON & ENGs OFF all valves OPEN
• starting Lt Eng L & C OPEN, R CLOSED
• starting Rt Eng R & C OPEN, L CLOSED
• crossbleed start all valves OPEN
• one eng out (in-flight) all valves OPEN
• in-flight (normal) L & R OPEN, C CLOSED (powers associated ADPs)
31. What main air systems are run off the left body duct?
• L WAI, L Pack, L Trim Air, C1 Air HYD Demand Pump, Aft & Bulk Cargo Heat.
• (Rt body duct = R WAI, R Pack, R Trim Air, C2 ADP).
33. Why not use the ATS (both ARMED) after loss/shutdown of an engine?
• good idea Bill – it will keep the throttles together & minimize the chance of grabbing the wrong thrust lever.
• since the fuel control lever is CUTOFF, moving the thrust lever does nothing to the system. Having the ATS move it for
you will prevent many accidental ATS “HOLD” occurrences & possible loss of airspeed.
Note: There is no Boeing prohibition against this. CAL agreed to keep it OFF to train pilots in ATS inop approaches.
However, in a real situation, its use could be a big help and a safer condition.
ENGINE NOTES:
Note: Engine harmonic vibrations have been known to effect fuel gauges (1999). At one point, the GE90 experienced high
acoustic vibration levels caused by cracks in the high pressure turbine mid-seal. A damper has been installed to muffle
the vibration.
Note: Loss of oil due to foaming occurred with new factory engines (1997). Caused by an engine oil and solvent intermix
(solvent coating on new/rebuilt engine parts). Problem has been cured by multiple (3) oil changes for new engines and
promises by the manufacturer to use less coating.
Note: Boeing has elected on their newer A/C (since 747) to NOT have "Flight Idle" in all phases of flight. This decision was
forced on them by high performance wings which could NOT meet FAA timed descent criteria for a rapid
decompression. Hence, the lower cruise idle, and increase to “approach idle” only in the following environments:
EAI ON. Opposite engine bleed OFF.
Flap lever not UP & one ADP OFF. Flap lever in the landing position.
Note: Boeing defines "max-motoring" as < 1% increase in N2 over a 5 second period. The faster the max-motoring, the
cooler the start EGT (and therefore turbine blade wear).
Note: Some engine readings are blanked until the N2 rotates > approx. 5%.
Note: ETOPS requires mx notification if “running average” (last 15 days) of oil consumption exceeds .25 qt/hr. ETOPS
may be restricted if running average exceeds .84 qt/hr (part of mx – ETOPS preflight).
Note: 69 sensors continuously readout engine parameters for each engine. (EPCS system).
Note: Igniters are both on the Lt side of each engine (9:30 & 8:00 positions).
Note: N1 speed sensor is at 8:30 position on the aft side of fan frame hub.
Note: Boeing’s thrust #’s don’t equal the engine’s data plate thrust.
- data plate = test stand static thrust at sea level.
- BET (Boeing Equivalent Thrust) = 165 kts at sea level (a computed #).
- IE. GE90BG08 = 94,000 T/O thrust. BET = 90,600 T/O thrust.
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Note: 22 wide-cord fan blades, carbon fiber & resin with a titanium leading edge. Individual blades can be replaced on the
line.
Note: "Dual Dome" in the compressor section = two major zones for combustion.
- at low power, only one dome is lit (reduces CO & hydrocarbon emissions by 35% & smoke by 50%).
- at high power, both domes are in use.
*ENGINE LIMITS:
Backing with reverse thrust prohibited. Reverse thrust in-flight prohibited.
6. *How can you put the PFCS into the secondary mode?
• you can’t. It’s all automatic.
7. *What is the function of the guarded PFC DISC switch & light?
• AUTO: operates in the highest mode available.
• DISC (switch): disconnects the PFCs from the flt control system & puts the system in the Direct mode.
• DISC (light): PFCs have been disconnected (auto or manually) from the flt control system.
11. *Is the stall, overspeed, & bank angle protection available when (BOTH) hand flown & A/P flown?
• yes: as long as in Normal mode of PFCS.
13. *What does the EICAS msg “Stab Green Band” tell you?
• the nose gear oleo pressure switch disagrees with the FMC trim preflight setting.
Note: Check the FMC CG & GW entries. If ok: reverify Accuload.
Do NOT takeoff.
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14. How many Stab Trim “Green Bands” are there?
• 3: nose down, mid, and nose up.
Note: The ND and NU bands if displayed will always include the mid band as well.
Note: The green band is not illuminated inflight.
15. *How will the A/P react if it is engaged & the stab trim is activated?
• primary trim switches (yoke) are inhibited when A/P is engaged.
• alt trim (handles) will reposition the stab, but A/P will not disengage. (not recommended!).
16. *Is there any situation when the Alt Trim Handles will NOT work?
• they manually drive cables to 2 PCUs (actuators), & will override A/P & primary trim switches.
• will NOT work if both stab switches are in CUTOUT. (1/2 rate if one switch cutout). (Closes HYD supply to PCU).
• will NOT work without HYD system C or R powered.
• Config Gear: gear not DOWN & locked & either thrust lever is closed < 800’RA
• (GND/AIR) Stabilizer: uncommanded stab movement or stab inoperative.
• (AIR) Speedbrake: extended with LND flaps or: extended when < 800’ RA, or: extended with throttles not at idle.
29. What control surfaces does the Aileron Trim switch effect?
• all 3 roll flight controls: ailerons. flaperons, & spoilers.
Note: Aileron trim inhibited with A/P engaged.
Note: Primary Stab Trim repositions the stab on the ground, but only changes the computer’s trim reference speed in flight
(that system moves the stab as needed). ALT Trim always moves the stabilizer itself.
Note: Flaperon (inboard): high-speed aileron is converted to slotted flap for landing. Full flap (full down position) is 36
degrees for this flaperon (set with flaps 25 & 30 degrees). Cove-lip door seals the "slot" when it is used as an aileron.
There is no “down” aileron effect on the Flaperons with landing flaps set.
Note: Aileron (outboard): low-speed aileron also “droops” for additional lift when flaps are extended. There is only one
position “mid” when flaps are set to 5 – 20 degrees. Droop is fully retracted when landing flaps (25-30) are set. Acts
just like a flaperon except it is not slotted.
Note: Mx control/shutoff switches (Flt Control HYD Valve Power) allow mx to check flt control actuators by each HYD
system independently (flt controls are powered by at least 2 systems) and these switches must NOT be used in-flight.
The C system switches are inhibited inflight and cannot be closed.
Note: The IB flaperons activate first when roll is demanded, followed by the OB ailerons (low speed) and spoilers.
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*HIGH LIFT DEVICES:
Note: L/R Main AC powers the Secondary and Alternate Flap/Slat systems.
Note: Kruger flaps are IB of each strut and are either OUT or STOWED. Each seals the gap
between the IB slats and
the engine strut. Deployed at flaps 1.
3. *Would the ALT Flap selector work and deploy the Flaps/Slats at FL390?
• yes: no protective features.
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4. Is the ALT FLAP: RET/EXT switch momentary or continuous?
• continuous: watch where the flaps/slats are going!
Note: 20 degrees is max extension to allow for G/A without having to go “heads down” to control the flaps.
Note: Autothrottles may disconnect when alt flaps are DISARMED and turned OFF.
6. *In what mode will slats automatically go to full down when flaps handle is set to 1 degree?
• Secondary mode either leaves slats at mid-range if there already (for flaps 1 – 20); or it will automatically extend the
slats to full down with the first handle movement out of the UP position.
Note: Slats remain fully extended until flaps are fully retracted.
1. *What is displayed at the top of the compass rose for each ND mode?
• APP: heading up. VOR: heading up.
• MAP: track up. PLN: True North up.
3. *How many Graphic Generators are installed & how do they work?
• 4: channels 1-4.
• normally 3 channels, each driving 2 displays (total of 6 displays), + 1 back-up.
• any 1 channel can supply all 6 displays in a degraded level.
10. *When is the DPS (Display Select Panel) inhibited for a specific panel?
• if the IB LCD is selected (switch position) to NAV or PFD, that panel will not be effected by the DPS.
• display is limited to eng, fuel, or air in EICAS.
13. *What does the green arrow on the speed indicator mean?
• 10 second predicted airspeed (acceleration or deceleration).
15. *When can the ADIRU NOT be turned OFF regardless of switch position?
• previously aligned , and in the air or > 30 KIAS.
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16. *Can the ADIRU be aligned inflight?
• no
18. What are the Standby Instruments and what powers them?
• Stby ADI: C - FCDC bus & SAARU pitch & bank inputs.
• Stby Airspeed: L - FCDC bus & 2 dedicated ADM's.
• Stby Alt: L - FCDC bus & dedicated Stby ADM.
• Stby Compass: regular old-fashioned liquid filled compass.
19. Describe the initial preflight indications of the PFD? (Started after ADIRU alignment complete (normally 8 minutes)).
Airspeed 30KIAS
Mach blank
Speeds "no Vspd" (until T/O ref spd entered in CDU)
Lnd Alt flag displayed until origin airport entered
Baro arm 200’ (if selected)
Spd Sel 200 KIAS
Alt Sel 10,000’
Radio Alt -2' or –4’ (strut extension)
Radio Alt arm 100' (if selected)
Hdg Sel 360H
FMA blank, TO/GA, TO/GA (with F/D switches ON)
AFDS Flt Dir (with F/D switches ON)
Alt Baro 29.92
F/D 8 degrees NU, wings level
21. What is the highest mach that can be selected on the FMS?
• .857: you can select up to .990, but the FMC will change it to read a target of .857.
26. What does the amber line above the red stick shaker line mean?
• min maneuvering speed for 30 degrees of bank (with a 50% overshoot).
29. *How many ILS receivers are there & what does "Single Source ILS" mean?
• 2 of 3 ILS receivers have failed.
33. *What is the max intercept criteria for the LOC to capture?
• within 120 degrees of the inbound course.
34. *Can the G/S capture before the LOC and cause an unsafe condition?
• no: it can only capture after the LOC has captured and the heading is within 80 degrees of the LOC.
37. When are both the auto & manual ILS tuning inhibited?
• after LOC or GS capture with A/P engaged (any alt).
• w/o A/P: < 500' RA.
• on gnd: LOC alive, hdg W/I 45 degrees of course, ground spd > 40kts.
38. *On approach you are told to switch to a parallel runway: how might you enable the ILS tuning in the above
situation?
• push either TO/GA (autopilot OFF), or disconnect A/P & F/D switches.
• or, deselect APP mode > 1,500' RA.
39. What will the A/P revert to if APP is disengaged once the LOC &/or GS have been captured?
• engages into ATT HOLD if > 5 degrees of bank. (holds the bank)
• HDG HOLD or TRK HOLD if < 5 degrees of bank. (depending upon switch position).
• V/S or FPA for pitch. (depending upon switch position).
44. *How can the Way Points be loaded for a published RNAV/GPS NP approach?
• must use the approaches stored in the data base only…. can not build your own.
45. *How can the crew check the data base RNP when it is defined on an RNAV approach?
• check the CDU: POS, page 2 of 3, listed at the bottom left.
46. What action should be taken if the PDI is not in view at the FAF of a non-precision approach?
• execute a G/A, climbing to MA Alt and flying through to the MAP, then fly the published procedure.
• resolve the equipment (or programming) failure or plan a fixed rate descent for the next approach.
53. How may the Radio Min or Baro Min be disabled from showing on the PFD?
• radio: set -1'.
• baro: set -101'.
• normally, just press mins again & the display will blank.
56. How many data source failure (boxed) flags appear on the PFD?
• 11: DME, SPD, FPV, ATT, F/D, G/S, LOC, ALT, VERT, RA, HDG.
57. What are the 6 ND data source failure flags? (amber boxes)
• HDG, DME, ADF, LOC, VOR, G/S.
58. Which pilot's EFIS is providing baro corrections to the AIMS? (in each situation).
• F/Ds & A/Ps OFF Lt/Rt respectively
• one F/D ON that side's EFIS
• both F/D ON LT side
• both A/P ON which ever AP pushed first
59. *What are the two positions of the Baro select knob?
• slow: .01" or 1hPa.
• fast: .10" or 10hPa.
• both positions accelerate when held.
61. What is the indication when a change in transition baro setting is forgotten?
• amber alert & box around baro sel.
63. When will the VSI indicator show a digital vert spd?
• when the VSI exceeds 400FPM.
69. *How can the Comm Panel be used to make a priority call to the ISM?
• push “CABIN” mic button 2X in 1 sec.
78. *Can the ground crew listen to the cockpit w/o you knowing it?
• yes; they can plug into "cockpit voice" jack on the APU P-40 panel and monitor the cockpit area mic.
• possible use in security issues. (hijack).
84. Where does the Data Base get it’s center-line fix designations? (IE. IAH:CL26I)
• 26 = rwy 26. A = 1nm, B = 2nm…. I = 9nm.
• CL26I = centerline fix from rwy 26 at 9nm.
85. You’ve got the flight number loaded wrong. How can it be adjusted inflight?
• it can only be changed using the ATC LOGIN page.
*OPERATING PARAMETERS:
Verify all uploaded ATC clearances with the originating ATC facility.
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AUTO FLIGHT/FLIGHT MANAGEMENT
2-AIMS systems (L & R) are the heartbeat or the "brain" of Auto Flight.
Note: Contains more than 2.6 million lines of software code. (400,000 lines on the B747-400)
Note: Nose section is shielded to protect the electronics from EMP, lightning, microwave, &
radio/radar transmitters.
Note: Combining these functions into one box cuts weight by 20% and power consumption by 30%.
Databuses (2 ARINC 629) are bi-directional highways shipping up to 2 million bites per second.
Note: Multiplex systems don’t monitor each switch 100% of the time
(hold the switch momentarily).
ADIRS inertial consists of six primary glass laser-beam gyros.
Measures time changes (caused by motion) for light to complete a triangular course of mirrors &
hollowed-out cavities set in a vacuum.
Skewed six axis positioning (instead of previously built right angled pattern).
Backed-up by IFOGS (Interferometric Fiber-Optic Gyros): bi-directional fiber-optic light ring gyros.
Requires 6 - 15 minutes for a complete alignment. (Stationary – no A/C movement allowed).
To start/restart complete alignment: ADIRU switch OFF for 30 seconds & back ON. (Must be done
once every 24 hours).
ADIRU: Supplies primary flight data, inertial reference, and air data. Fault tolerant and fully redundant.
SAARU: Backup for ADIRU. No nav function if the GPS is not available. No flap speeds, no HDG
display (manually input HDG & update). No F/D pitch & roll commands.
Note: The ADIRU is the equivalent of 4 INS’s in quadruple mix. Loss of one INS is not
even displayed to the cockpit. (Will appear in MAT only).
2. What might you supply dispatch for a data uplink during Preflt? What can they supply?
• you; OAT, Rwy, GW if any changes occur to the UPLOADED data.
• they supply; RTE 1, call sign, Perf Init, T/O Ref, Winds Aloft, Accuload, and after T/O: descent winds.
6. *If LNAV is NOT selected for T/O, when can it be selected in-flight?
• > 400'.
Note: If not preselected: LNAV can NOT be selected prior to 400' above airport 100kt ref altitude.
9. What will occur if the F/D & LNAV/VNAV is ON for T/O & the TO/GA button is pushed?
• pushing TO/GA > 80KIAS will disarm LNAV/VNAV, and set MAX T/O Thrust.
10. *What altitude should be loaded on PERF INIT page during preflight?
• the initial cruise altitude. This will put the FMS into Cruise mode at initial leveloff instead of remaining in Climb until
the final altitude is reached.
11. *What will occur if the TO/GA is pushed twice < 80KIAS on T/O?
• cancels T/O thrust derate & sets max T/O thrust.
13. *If both F/D are OFF, what will the A/P engage into?
• attitude hold (ATT), and V/S or FPA.
14. How does the FMS calculate acceleration heights on initial T/O?
• reads rwy elev at 100kts as a base altitude.
• this effects: LNAV (@50'), VNAV (@400'), climb power point, and flap acceleration point.
15. *During climb, if CLB DIR is selected; what happens to any intermediate climb restrictions on the SID?
• all intermediate altitudes will be deleted & the FMS will climb to the altitude set on the MCP.
19. What is the fuel penalty for being off Opt Alt?
* 2,000 high 2% * 4,000 low 3%
* opt alt 0% * 6,000 low 5%
* 2,000 low 1% * 8,000 low 7%
(What about > 2,000’ above optimum? …. not a good place to be)
21. *What does pushing the MCP ALT SEL button do?
• modifies the CDU & activates it in one step.
• deletes intermediate altitude restrictions one push at a time.
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22. *How does the Altitude Alert system work?
• at 900' a box appears around the selected alt window & the box around the current alt becomes bold.
• a magenta box appears around the ARMED alt and moves up/down the tape with it.
• at 200' both boxes return to normal.
• at 200' deviation: M-Caution, caution beeper, "Altitude Alert" annunciated, PFD alt box turns to amber.
Note: Inhibited with GS capture, or with landing flaps and all gear down.
24. *What will selecting a VIS APP (in the APP page of the CDU) give you for guidance?
• 8nm intercept point on the extended runway centerline.
• 3 degree glideslope.
25. What are the 8 FMC updating modes? (automatically chooses the best)
- GPS (best) - LOC
- DME/DME (next best) - LOC/VOR/DME
- LOC/DME/DME - VOR/DME
- LOC/GPS - Inertial
Note: DME updating is limited by software to < 200nm.
32. What ND/CDU information is not available with dual FMC failure?
- no holding patterns - no conditional waypoints
- ETAs becomes TTG - no vert deviation display
- no FMC update status - new waypoints must be entered as lat/long (but it remembers current w.p.)
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33. *What is lost with ADIRU failure?
• no LNAV or VNAV.
• inertial position & updates (GPS may operate).
• HDG SEL & HDG HOLD are operative.
• HDG input must be manually updated from Stby compass.
38. *Will the manual Bank Angle Limiter set to 10 degrees affect bank in LNAV?
• no: it is inhibited in LNAV.
• manual settings work only in HDG & TRK SEL.
Note: AUTO selection computes bank from 15 - 25 degrees, based upon current airspeed.
Slower speeds = greater bank angles (needed for traffic pattern).
Note: Auto initially limits bank to 15 degrees with 1 engine inop, then gradually increases bank to 25
degrees max at V2+20.
39. *How is Flight Level Change initiated & how does it work?
• entered by pressing the FLCH switch on the MCP.
• maintains current speed commanded & initiates climb or descent to the altitude displayed on the MCP.
• this function gives speed priority over rate of climb/descent and doesn’t always use idle or CLB power..
43. What position will be used when selecting a Present Position Holding Pattern?
• the A/C position when the Hold is EXECUTED (not when it is typed in).
Note: The FMS will insert a discontinuity between the Hold point and the next Waypoint.
47. When will the FMS accelerate to CRZ speed when cleared to depart holding?
• after passing over the holding fix IF Exit Hold is selected (preferred).
• immediately IF P/P direct to the fix (or another fix) is selected (this may violate holding airspace in certain instances).
50. Will the initial economy speed displayed at level-off change in-flight?
• yes: ECON speed is effected by cost index, GW, ALT, & actual winds.
• the econ speed will decrease in level flight, over time. (due to GW decrease).
56. *What does the AUTO position of the ALT selection knob do?
• increases alt in 100 foot increments.
• rate sensitive to how fast it is turned.
• IF baro minimums are set: the alt can be fine tuned to the next higher 10' (not 100').
60. *What does pushing the A/T disconnect button do? (on Thrust Levers).
• disengages both A/T servos, but leaves them ARMED for over-speed and stall protection.
• engaging FLCH, VNAV, or TO/GA engages A/T into the appropriate mode.
• pushing the A/T switch on the MCP will engage/reengage the ATS (except on the ground).
61. *How is the ATS normally disconnected during a landing with ATS ON?
• disconnected automatically when rev-thrust is initiated.
65. *When will the ATS “wake up” if ARMED, but not ENGAGED?
• when approaching a stick-shaker (at approx. ½ the amber airspeed band).
68. *During a G/A: what will the throttles do if the TO/GA lever is pushed?
• thrust set for a 2000 fpm rate of climb.
Note: Pushing the TO/GA a second time results in full G/A thrust.
69. What will the F/D do during a G/A with TO/GA pushed?
• F/D displayed regardless of F/D switch position (even in OFF).
• pitch to the greater of MCP selected SPD or current actual speed.
• roll to wings level.
• other roll & pitch modes available after 400'.
Note: If target speed is exceeded > 5sec: current speed becomes new target.
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70. *What do RNP & ANP mean?
• RNP: Required Navigational Performance.
• ANP: Actual " " .
Note: RPN 5: (BRNAV) utilized in Europe. (max 5nm track error 90% of time).
Note: RPN 10: utilized in North Pacific. (max 10nm track error 90% of time).
Note: ADIRU operation without GPS update may not meet RPN-5 standards.
76. When will the heading system automatically switch from HDG to TRUE?
• 82 degrees N/S, or in the vicinity of the magnetic poles.
Note: N. Pole: >70N & between 80W - 130W.
S. Pole: >60S & between 120E - 160E.
GPS NOTES:
Note: The ADIRU takes longer to align in the high northern latitudes due to the rotation of the earth. (normal = 8 minutes;
may take as long as 15 minutes).
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SINGLE ENGINE:
AUTOPILOT:
WIND LIMITS:
Note: no rain repellant, the windows are covered with a special "Hydrophobic" coating.
1. *When will the EAI and WAI valves be OPEN if the selector is in AUTO?
• EAI - after two ice/heat cycles of the ice detector probe. (ice detected on either side).
• WAI - after several " " " " " " ".
Note: Both will return valves to CLOSED after several minutes of no detected icing.
Note: Neither the EAI nor the WAI will operate in AUTO while on the ground.
6. *If a duct leak occurs in one WAI side (or if one valve fails to OPEN) what will happen?
• AUTO: both WAI valves will close to prevent an asymmetrical icing condition.
Note: WAI leaks are detected by the bleed duct leak & overheat protection system.
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7. How does the hot-high pressure WAI air escape the Slat Cavity?
• small holes drilled in the center OB slats will exhaust the air. (Holes seen on the walkaround).
10. What does the EICAS "Window Flt Deck L/R" msg mean?
• you have forgotten to close a #2 side window.
11. *When will the AOA and Probe heat come ON?
• at engine start. (ELEC).
Note: The probe heat is LOW on the ground to prevent overheating with no airflow.
EAI must be in AUTO or ON when the TAT is 10C or less & icing cond exist (except when temp < -40C SAT).
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PERFORMANCE, PROCEDURES, and TECHNIQUES (not in question format)
1. *ZFW must always be corrected for actual pax count. If the count is within group limits, continue & just adjust the ZFW
(before flight or enroute). If the count exceeds the group limits, get a new accuload prior to departure. (180#/pax summer,
185# winter). Note: If ZFW is changed on taxi-out, the FMS will dump all the T/O V-speeds. (Change it later).
2. *Flight attendants (FSM/ISM) confirms ready for T/O by pressing 6* on any interphone, which rings the cockpit chime &
"Cabin Ready" message appears. (Brief them on this procedure if they are new).
3. F/A required next to each overwing exit for taxi, T/O, & Lnd.
All doors & slides Armed for taxi.
All Emer Lts Armed for flight ops.
4. V1 must be recalculated for clearway or stopway, slippery/contaminated rwy, improved climb (this will take a new V1, Vr,
V2).
5. Derated thrust (T/O 1 & T/O 2) may NOT be used at CAL. (Doesn’t allow for pushing up the throttles with the loss of an
engine).
6. The max assumed temp reduction is 25% (FAA) with an option to push the power up if needed.
7. *Assumed temp may not be used with rwy contaminates (water, ice, slush, snow), or EAI ON. Wet is OK if reduced braking
for wet conditions is accounted for.
9. *Use COA9 (flight # w/o 000s preceding it), for flight #’s when loading the CDU. This effects ATC data link.
FAR 121.161 requires twin engine A/C to be W/I 60 minutes from an adequate airport.
Advisory Circular 120-42A allows air carriers to extend the limit to 180 minutes. The criteria for ETOPS is examined
with regard to each A/C type & each operator. Some of the considerations include:
Engine reliability exceeding 0.02/1000
Systems operations with single engine.
Three or more elec systems required.
Airframe & EAI must be adequate for extended exposure.
Cargo fire systems must exceed ETOPS + 15 minutes.
Environmental & pressurization must be adequate.
Engine rotor burst patterns ensure that fuel is not compromised.
MMEL more restrictive than normal.
Critical fuel reserve calculated at 10,000 feet.
Suitable alternate/diversion airports with facilities, capabilities, & WX forecasting.
ETOPS A/C checks performed only by ETOPS certified mechanics.
Please read the excellent report in IACP Jan/Feb 1999 by Capt Mike Haynes.
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11. Lav trash temp strip locations adopted for Lav D (behind door 2R), just open the under-basin door (1999).
Note: Other locations are inside the trash bin; IB wall; open trash lid to observe.
12. Oceanic Nav Log is not required, nor is 30W ETA estimate.
13. *Flight crew bunks will not support crew bags in an emergency. Store them elsewhere.
14. PAX may NOT charge laptop computers onboard due to a remote chance of fire. Take the batteries out of the computer if it
is to be plugged into A/C power. Computers may NOT be used in Lav (plugged into outlet).
16. Best angle of climb: clean min man or .80m (at altitude). Provided by the FMC.
17. Initial driftdown speed: 280 KIAS (max wt), then check the FMS.
19. *WAT Limit = Weight, Altitude, Temperature for 2nd segment climb.
20. All penalty corrections are always made to Max Perf runway weight, not to Structural or Actual.
23. *Accuload line 10: “AT” code = both an extra F/A & IRO for > 12 hour flight.
25. Close in turn after T/O: normally not < 400'AGL; ASAP @ 50'AGL if required.
26. Capt should physically check the Accuload & fuel slip (or Comm Initialization report).
32. Emergency fuel approx.: 10,000 " " " " "
33. *T/O alternate when below Cat I mins: 1 hr still air with one eng inop, equals 430nm.
35. No evasive maneuvers for TCAS "advisory" only unless traffic is in sight.
36. Pilot must respond to TCAS "RA" unless traffic is in sight & it is unsafe to do so.
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37. Fly NATS & OTS with the TCAS in ABOVE or BELOW (depending on alt): track other A/C for Nav backup &
verification.
40. Simulator Steep Turns: 250kts, 45 degrees bank; ATS-OFF, F/D-OFF, A/P Disengage Bar – OFF;
2+1/2 NU, approx. 64% N1; option: FPV on Horizon.
- lesson learned: ask/tell ATC what speed you ARE going to hold!
43. Holding Patterns: (just in case you don't let the box do it for you)
- reduce speed W/I 3 minutes prior to fix.
- 1 min timing < 14,000.
- 1 + 1/2 min timing > 14000.
- tear drop = 30 - 45 degrees for 45 seconds.
- ask ATC for the speed you want to hold at.
44. U.K. RVR must be above minimums before descending < 1000' AGL (NOT at the FAF). Approach Ban.
47. *NDB courses are NOT “monitored” for the ident. If the NDB fails: pointer & ID symbol both disappear.
48. *Plotting is required anytime a position using ground-based equipment can not be established at least once per hour.
50. *ATS compensates for all gusts = no adding ½ steady state & full gusts.. Revert to old procedure additives if ATS is
OFF/inop. ( ½ HWC + all gust )
51. Consider having an escape route planned for Greenland (12K+) and Alaska (26K+). (depressurization or eng loss).
52. Setting a new altitude (clearance) on the MCP is not enough. Check the FMA to insure that the A/C has started its
climb/descent or even leveled off. Suggest using a DC-10 technique of calling 2 steps: “set & checked” … MCP is “set”
and FMA is “checked”.
53. RVSM = Reduced Vertical Separation Minimums (1,000’ separation on some NAT tracks):
requires upgraded altimeter & pitot static group combinations.
reduced tolerance for manufacturer error.
each A/C physically measured (hull wrinkles & curvatures).
- that’s why CAL’s B747s were removed from Europe.
- B777 comes RVSM certified from the factory.
both Gander & Stromble have altimeter checking capacity for A/C on the NATS.
since many military & civilian A/C don’t meet this; the outside tracks may have a 2,000’ separation.
55. *Visible moisture defined in MEL as “any form of water that can be seen in natural light (clouds, fog, rain, sleet, hail, or
snow). How much fog? < 1 mile.
56. MEL: a flight has departed the gate when blocked OUT.
57. FDE test (GPS Fault Detection & Exclusion test): = 6 hr validity of flight track for GPS signals & GPS satellite
verification. Not required to be performed for B777 since it has INS plus GPS capability plus a self monitoring of RNP vs
ANP. An EICAS msg will appear if ANP exceeds RNP.
58. Laptop power ports = 1.5vt. The cord can be bought (we don’t have any) from PPR Tech ($80-100) for specific
manufacturer’s specs.
60. NRT: note that the 250kts restriction applies AT 10,000’….. not below.
62. United starts both engines simultaneously…… RR & Pratt both use less air to start than GE. Simultaneous starts on the GE
would reduce the TBO of the engines.
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RUSSIA
1. GPWS is inop in Russia. It uses QNH & only knows MSL (Russia uses QFE). There can be up to 500’ error at Magadam
Airfield. (Boeing prohibits its use until modified in 2000 +/-).
2. GPS is not as accurate in Russia. Russia uses a local meridian for longitude, not the prime meridian. This can effect LNAV
navigation 2,000’ +/- (which can be a LOT on an approach).
3. JEPP approaches were originally written for Alaska Air MD-80s which did not have QFE capability. This has resulted in
lots of confusion for others:
- STARS = MSL not QFE in feet (even below the transition alt). You must convert & report in meters.
- Approaches = Ft/QFE, but you must report in meters.
5. Russian pilots use millimeters, not millibars. If the controller makes a mistake & gives us millimeters, the landing (&
approach) altitude will be WAY OFF!
7. We need more training on this….. and/or a lot of time spent briefing the approach! (while on fire??).
Note: Russia has promised to convert to QNH in the year 2000……. we’ll see.
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NOTES OF INTEREST
B777 Fuselage: perfectly circular, not a "double-bubble" (like all previous Boeings).
B777 Wing:
Gull-wing is to increase the housing area for the large main gear.
Sharply angled to provide increased ground clearance for the engines.
Swept back over 31 degrees.
Super-critical airfoil generating lift across the entire surface.
"Aft-loaded" wing due to substantial lift generated at the trailing edge.
Inverse/Aft Camber causes scooped-out appearance of the underside of the trailing edge.
High efficiency of this wing means there is no need for winglets.
GE90-90B engines:
Largest dimensions of three options (GE, Pratt, Rolls) @ 10.25' fan diameter.
Original combined T/O thrust was set at 150,000# and will increase to over 230,000# with the stretched 777 (same
engine).
High by-pass ratio of 8.4:1 (5/1 was normal for large fans).
Utilizes 2 million cubic feet of air-per-minute at T/O thrust.
Produces pressure ratio of more than 40 to 1.
Blades are a wide-chord design to improve efficiency.
10 stage dual dome compressor derived from a joint NASA/GE "Energy Efficient Engine" project (labeled E3).
Fan rotates up to 2,485 RPM (105,000# thrust)
Core engine rotates up to 10,000 RPM
Strut designed to separate from the wing without damaging the wing box.
Note: GE’s (& America’s) first turbojet was the I-9 engine: 5,560 newtons (1,250 # of static thrust).
Flown on the Bell XP-59A first on 10-1-42. The -90B is 100x more powerful.
Blade shaped tail cone: designed to eliminate induced drag caused by round cones (B757 & 767: generate stagnant air).
The entertainment system alone contains over 250,000 lines of software code.
AIRCRAFT DESIGNATIONS:
FIRSTS:
Note: composites make up 9% of the 777 (3X that of any previous Boeing).
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PARTS DESIGNED BY OTHERS:
Sundstrand IDG’s
AlliedSignal Air driven HYD pumps, RAT, environmental controls, & GPWS
EVENTS:
Emer evac (4 of 8 doors in 90 seconds) conducted to certify the B777 at 420 pax; only 419 go out (1 baulked) so the
B777 was certified at 419 max pax.
Towers have notified B777’s of “puffs of smoke” as the main gear has been retracted. Might have been black carbon
dust from the brake system (normal by-product of carbon brakes).
12-13-99 Quantas reports an inflight deployment of door slide raft, jamming customers into seats. This is the same
system used on the B777. Raft was deflated by the crew.
1999: two Asian carriers experience engine shutdowns due to failure of backup gen.
BAC halts delivery of B777 (11/22/99) for faulty cockpit roof insulation. (FAA flammability regulations).
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ACRONYMS ATZ Aerodrome Traffic Zone
A At or Above B At or Below
A Autotuning B/D Bottom of Descent
A/P Auto Pilot BAC Boeing Aircraft Company
A/T Auto Throttles BATT Battery
ABS Absolute (altitude) BET Boeing Equivalent Thrust
ABS Auto Brake System BFO Beat Frequency Oscillator Mode
ABV Above (altitude) BITE Built-In Test Equipment
ACARS A/C Comm. Addressing & Reporting Sys. BLW Below (altitude)
ACCEL HT Acceleration Height BPCU Bus Power Control Unit
ACE Actuator Control Electronics BOTA Brest Oceanic Transition Area
ACIPS Airfoil/Cowl Ice Protection System BRG/DIS Bearing / Distance
ACM Air Cycle Machine BTB Bus Tie Breaker
ACMP AC Motor Pumps BTL Bottle
ACT Active BTMS Brake Temp Monitoring Sys
ACT Actuated BU Backup
ADC Air Data Computer BUGEN Backup Generator
ADF Automatic Direction Finder
ADI Attitude Indicator C Centigrade
ADM Air Data Module CALC Calculated
ADP Air Driven Pump (HYD) CANC Cancel
ADIRS Air Data & Inertial Reference System CACP Cabin Area Control Panel
ADIRU Air Data & Inertial Reference Unit CCB Converter Circuit Breaker
ADS Automatic Dependent Surveillance CCC Core Compartment Cooling (Eng)
AFDC Automatic Flight Director Computer CCD Cursor Control Device
AFDS Automatic Flight Director System CD Center Display
AFE Above Field Elevation CDU Control Display Unit
AFSC Automatic Flight Control System CEET Critical ETOPS Entry Point
AFM Aircraft Flight Manual CEXP Critical ETOPS Exit Point
AGB Accessory Gearbox CFIT Controlled Flt Into Terrain
AGL Above Ground Level CFM Cubic Feet per Minute
AH Alert Height CG Center of Gravity
AIL Aileron CHG Battery Charger
AIMS A/C Information and Management CHIS C HYD Isolation System
System CHKL Checklist
ALT Altitude CHR Chronograph Time
ALTN Alternate Airport CI Cabin Interphone
ALTN NAV Alternate Navigation CI Cost Index
AMI Airline Modifiable Information CLB Climb
AMU Area of Magnetic Unreliability CLB DIR Climb Direct
ANT Antenna Mode CLR Clear
AOA Angle Of Attack CMCF Central Maintenance Computer Function
AOA Area Of Operations CMF Central Maintenance Function
APB Auxiliary Power Breaker CMS Cabin Management System
APP Approach CMU Control Management Unit
APP Approach Mode CNS Comm/ Nav/Surveillance
APU Aux Power Unit CO DATA Company Data
ARINC Aeronautical Radio, Incorporated COA____ Flight # for ATC Data Link Services
ARP Airport Reference Point COMM Communication
ASA Airport Surveillance Approach CON Continuous
ASA Autoland Status Annunciator CONV Converter
ASCPC Air Supply and Cabin Pressure Controller CPA Closest Point of Approach (TCAS)
ASIC Application Specific Integrated Circuit CPDLC Controller To Pilot Datalink Comm
AT At (an altitude) CPRSR Compressor
ATA Actual Time of Arrival CPU Central Processing Unit
ATC Air Traffic Control CRS Course
ATM Air Traffic Management CRT Cathode Ray Tube
ATS Air Turbine System CRZ Cruise
ATS Autothrottle System CRZ ALT Cruise Altitude
ATT Attitude CRZ CGCruise Center of Gravity
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CRZ CLB Cruise Climb EFIS Electronic Flight Instrument System
CSCP Cabin System Control Panel EGPWS Enhanced GPWS
CSD Constant Speed Drive EGT Exhaust Gas Temperature
CSS Cabin Service System EHSI Enhanced HSI
CTC Cabin Temperature Controller EICAS Engine Indicating and Crew
CTR Center Alerting System
CTRL Control EIS Electronic Instrument System
CVR Cockpit Voice Recorder ELCU Electrical Load Control Unit
CZ Controlled Zone ELEC Electronic System
ELEV Elevation
D Downhill ELMS Electrical Load Management System
D-TO Assumed Temp Thrust Take Off ELT Emergency Locator Transmitter
D-TO1 Fixed Derate Assumed Temp (not used) EMI Electro-Magnetic Interference
DA Minimum Decision Altitude EMP Electro-Magnetic Pulse
DALOP Data Link Operational Problem ENG OUT Engine Out
DCMF Data Communication EGPWS Enhanced Ground Prox Warning System
Management Function EO Engine Out
DDA Derived Decision Altitude EP External Power
DDG Dispatch Deviation Guide EPAS Emergency Power Assist System
DDP Dispatch Deviation Procedure EPCS Eng Parameter ---- System
DECR Range Decrease EPR Engine Pressure Ratio
DEL Delete ER ETOPS Operational Item (MEL)
DEP/ARR Departure/Arrival ER Extended Range
DES Descent ESED Electro-Static Discharge Sensitive
DES DIR Descend Direct ET Elapsed Time
DESC Descent Mode ETA Estimated Time of Arrival
DEST Destination ETD Estimated Time of Departure
DEV Deviation ETOPS Extended Range Twin-Engine OPS
DH Decision Height ETOPS (alt) Engines Turn Or People Swim
DISC Disconnect ETP Equal Time Point
DISCH Discharge EXCD Engine Exceedance
DIST Distance EXEC Execute
DLGF Data Load Gateway Function
DLODS Duct Leak/Overheat Detection System F Fahrenheit
DLOP Data Link Operational Problem F/D Flight Director
DME Distance Measuring Equipment FAF Final Approach Fix
DMS Debris Monitoring System FAMV Fan Air Modulating Valve
DSP Display Select Panel FANS Future Air Navigation Sys
DSPY Display FBW Fly-By-Wire
DTG Distance-To-Go FCDC Flight Control DC Bus
DTK Desired Track FCTL Flight Control
DU Display Unit FCU Flush Control Unit
FCM Flush Control Module
E/D End-of-Descent FDE Fault Detection & Exclusion
E/O Engine Out FIM Fault Isolation Manual
E/O ACCEL HT Engine Out Acceleration Height FIR Flight Information Region
EAC Estimated Approach Clearance Time FIX INFO Fix Information
EAI Engine Anti-Ice FL Flight Level
EBU Engine Build Up FLCH Flight Level Change
ECL Electronic Checklists FLCH SPD Flight Level Change Speed
ECON Economy FLS Flight Levels
ECON CLIMB Economy Climb FLT DIR Flight Director
ECON DES Economy Descent FMA Flight Mode Annunciator
ECON SPD Economy Speed FMC Flight Management Computer
ECS Environmental Control System FMC COMM Flight Management Computer
EDIU Engine Data Interface Unit Communications
EDP Engine Driven Pump FMCF Flight Management Computer Function
EEC Electronic Engine Control FMCS Flight Management Computer System
EET Estimated Enroute Time FMS Flight Management System
EEU ELMS Electronic Unit FNC Fiber Nickel Cadium
EFC Expected Further Clearance Time FOD Foreign Object Damage
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FOD Fuel Over Destination ILS Instrument Landing System
FPA Flight Path Angle INBD CRS/DIR Inbound Course and Turn Direction
FPM Feet Per Minute INCR Range Increase
FPV Flight Path Vector INIT Initialization
FQIS Fuel Quantity Indicating System INIT REF Initialization/Reference
FREQ Frequency INTC CRS Intercept Course
FRM Fault Reporting Manual INTLK Interlock
FRMG Fuel Remaining ISLN Isolated
F/SEU Flap/Slat Electronics Unit ISOL Isolated
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