LESSONS LEARNED - B777 Study Guide (Emirates)

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When Recalling EICAS messages the crewmember shall push the switch, announce “RECALL” and

read out any messages.

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When an EICAS message is displayed the PNF announces “EICAS” and reads the message.

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When an EICAS message has been reviewed the PF shall announce “Cancel EICAS”.

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When all non-normal checklists are complete the PF shall ask for an EICAS review. The PNF will

review any remaining messages on the EICAS and then cancel them when requested by the PF.

11. COMMUNICATION DURNING NON NORMAL OPERATIONS: TM B777 Part 1 Chapter 4 page 10

It is accepted that PF and PNF duties may change during flight in normal and non-normal operations and the

Commander is the final authority for the disposition of all tasks. Communication protocols are in accordance

with the guidelines found under Crew Duties in the NP FCOM VOL 1 and crews must ensure that good R/T

discipline is maintained at all times.

Additionally with reference to the standard confirm/confirmed call before stating confirmed the PF agrees that

the action to take place and that the control is correct. It should be understood by both pilots that a silent

visual confirmation of the selection of the correct control/switch is also carried before the PF responds

“confirmed”.

12. ACCELERATION FOLLOWING ENGINE FAILURE DURING TAKE OFF: TM B777 Part 1 Chap 4 page 10

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Configuration changes are approved during recall item actions, provided good awareness,

management, task discipline, and communication are maintained.

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If acceleration in VNAV to flap limit speed minus 5kts or speed intervention are used engine thrust

limitations and obstacle protections must be considered.

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Crews maneuvering for return to the departure airport must carefully consider all relevant factors

when determining the configuration management of the aircraft.

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Depending on the circumstances several techniques are available to achieve the required aircraft

acceleration.

13. STANDARD ENGINE OUT PROCEDURE: TM B777 Part 1 Chapter 4 page 11

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Following an engine failure during takeoff the aircraft is normally accelerated on schedule until the

flaps are up.

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Acceleration in VNAV to flap limit speed minus 5kts or speed intervention are both acceptable

techniques to delay aircraft configuration changes.

14. NON-STANDARD ENGINE-OUT PROCEDURE: TM B777 Part 1 Chapter 4 page 11

Should the engine out procedure require a turn, or have a speed constraint, then speed intervention is the

preferred technique to maintain the required speed until aircraft acceleration is commenced.

15. LAND AT THE NEAREST SUITABLE AIRPORT: TM B777 Part 1 Chapter 4 page 11

“Plan To Land At The Nearest Suitable Airport” is a statement associated with some non-normal

checklists. Flight Training recommends that this planning process should normal take place after all NNCs

are complete and the EICAS has been reviewed.

16. FLIGHT DIRECTOR USAGE: TM B777 Part 1 Chapter 4 page 11

When the FCTM calls for both Flight Directors to be turned OFF and the PNF’s flight director selected back

ON it is important that this is done.

Doing so prevents the engagement of ATT and VS as AFDS modes following a go around. This situation

occurs during the following:

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Both flight directors were turned OFF prior to the go-around, and

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A go-around was commenced using TOGA modes, and

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The FD’s were not turned back ON after landing gear retraction, and

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A Lateral mode is selected (LNAV or HDG SEL) causing the FD bars to disappear.

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The FD is then selected ON without first re-engaging TOGA, the FD bars appear in the ATT and VS

modes.

17. EVACUATION COMMAND SWITCH: TM B777 Part 1 Chapter 4 page 12

In the case of evacuation, the Captain(CM1) orders the evacuation when necessary. As part of the action

“TO ADVISE THE CABIN CREW TO EVACUATE”, it is deemed acceptable for the Captain to activate the

evacuation command switch as per the philosophy of crew Duties FCOM NP.11.2. As this switch falls under

the CM2 area of it is expected that the CM2 either confirms or completes this action as required.

18. CIRCLING APPROACH AND AUTOPILOT USE: TM B777 Part 1 Chapter 4 page 12

The circling approach is a visual continuation of an Instrument approach as such may be flown using the

autopilot to the applicable visual autopilot restrictions. The autopilot will; however, be disconnected in

accordance with the guidance shown in the QRH Maneuvers section.

10. LESSONS LEARNED

STUDY GUIDE

19. When using a Supplementary Procedure consider communicating with all concerned:

20. When starting engines at gate or when no push back is required, arm the doors prior to starting the engines.

21. When taking-off into weather, request position and hold to examine weather, consider alternate departure

procedures, turns after take-off, different runways, or delaying take-off if weather is bad.

22. If you have to return to the gate after starting the engines. Do the BEFORE TAXI and AFTER LANDING

Checklist to ensure the aircraft is configured correctly. Ensure all are included in your communications…

Purser, Pass, Maintenance, SMNC, Station.

a. Once back on the gate your continued considerations are Fuel, Deice, ATC Clearance, Flight Time

Limitations, Flight Plan Validity, SLOT, Pas, Tech Log, Curfew…etc.

23. Some missed approaches have a two stage climb requirement… LHR ILS27L, ZRH ILSDME14. FOM 15.11

states the acceleration altitude on a missed approach will be the Jeppesen published missed approach

altitude. Please ensure you achieve the second altitude on these missed approaches prior to accelerating

and retracting the flap. Also HKG has a speed requirement on the missed approach; ensure you are beyond

the speed restriction point prior to accelerating and retracting the flap.

24. There are no specific instructions on the use the FIX pages; however, they can be used to increase situation

awareness… e.g.

a. 25nm circle around the MSA point, and the MSA altitude in R5 position.

b. For departure insert the transition altitude in the R5 position.

c. For arrival insert the transition level in the R5 position.

d. For arrival insert the time for :20 minutes prior to top of descent in the R5 position.

e. Departing OMDB Rwy 12, OSTIN for the EFATO procedure.

f. Departing ZRH Rwy 16 EFATO procedure:

(AT KLO2.2D, LEFT TRK128, INCPT KLO 141R OUTBOUND; AT KLO 4.6D LEFT(<190KT) TO

KLO, INCPT KLO253R. HOLD S/W AT KLO21.0D, INBD073 RIGHT 1 MIN LEG)

- FIX page 1 KLO154/2.2, insert 128°

- FIX page 2 KLO, insert 141°, (can also insert 253°)

- FIX page 3 KLO141/4.6

- FIX page 4 KLO253/21.

g. For VNAV approaches insert the IAF with a 2 nm circle as a reminder to configure the MCP.

CM1

CM2

Ground

Engineer

Cabin

Crew

ATC

25. NPA approaches often require more visibility than the min visibility published on the approach plates. This is

often compounded by the lack of approach lights on these approaches. This should be considered before

committing to an airport with a compromised aircraft.

Height

AGL(ft) Threshold (NM) Distance from required to see Runway Horizontal Vis (meters) Threshold

Horizontal Vis (meters) required to see 900M (3000 ft) Approach Lighting System

100 0.33

620 Overhead

200 0.66

1240

340 300 1.00

1850

950 400 1.33

2460

1560

500 1.66

3090

2190

600 2.00

3700

2800

800 2.66

4930

4030

1000 3.33

6170

5270

26. One engine inoperative operations have a choice of landing with Flap 20 or Flap 30. It is Emirates Policy to

use flap 20 and only use Flap 30 if it is required for landing distance considerations. Advised by EK TRE

27. EFATO: Prior to selecting the TOGA switch ensure the aircraft is tracking correctly. If not you will lock in the

error and there will be no way to correct the tracking until above 400 AAL.

28. When a Non-normal checklists instructs “LAND AT THE NEAREST SUITABLE AIRPORT”… Just

acknowledge this statement. There is time after the checklist is complete to analyze and select a suitable

airport.

29. Remember QRH Landing distances are unfactored and require maximum manual braking. After calculating

the required distance add on your own factor for conservatism e.g. Suggest an additional 500 meters.

30. After a Depressurization and Rapid Descent remember to make a PA stating the level off altitude.

FOM 20.3.5

31. Leave the Right VHF on 121.5, If you need to contact company use the center radio. FOM 17.9

32. If Conducting a Visual or Circling approach off of a ILS approach, Fly it as a LOC approach. ILS approaches

lock onto the G/S below 1,500 AAL and will not level off at the required altitude.

33. If you desire a restart of an Engine after an Engine Failure. Time permitting contact SMNC and Engineering

to determine why the engine failed and if it is desirable or recommended to try a restart. EK TRE

34.

If you are departing and receive a Final Load Data with a reduction of pax with baggage. The normal

procedure is to coordinate with the station and return to have the baggage unloaded. If there are operational

reasons that complicate this (Curfew, Flight Duty Limits) there is another option. You can contact SMNC and

have Security do a check on the missing passengers and baggage. If the baggage has come from highly

secure airports and they can verify the baggage does not impose a threat they can issue a waiver that

authorizes carriage of the baggage without the passengers. Stephan Prugner gave this example of an

actual flight during my upgrade interview.

( I cannot find a reference in the manual, the best explanation I was given is that if Security is qualified to determine the severity of a bomb threat they are qualified to access the threat of connecting baggage)

35. During Abnormal Operations requiring an Overweight Landing it is common practice to use high autobrake

settings. This can result in excessive brake temperatures and brake temperatures exceeding the FUSE

PLUG MELT ZONE. Often it is possible to stop on the runway with lower brake settings and much lower

brake temperatures. To Determin if a lower autobrake setting can be used:

- Consult the QRH NORMAL CONFIGURATION LANDING DISTANCE TABLE FOR FLAP 30.

- Find the Landing Distance for your Weight / Altitude / Wind / Temp / and Reverser condition.

Apply a V

REF

adjustment to your current V

REF.

10. LESSONS LEARNED

STUDY GUIDE

36. Bomb on board situations often require diversions to airports that are close and necessitate an immediate

descent due to their proximity. Resist starting the descent until after the Bomb On Board Checklist has been

completed…. This will allow the pressurization panel to be set correctly.

(If the bomb is on a pressure switch it may go off while the aircraft is pressurized and the damage would be increased)

37. After the QRH Checklists are completed additional information for some Non-Normal situations is available

from the FCTM Chapter 8. If time is available consider consulting this source.

38. Prior to giving the purser a NITS briefing, ask questions… How are you? How is the crew? What information

do you have? This is also a chance to ACCESS the situation… Get information prior to giving the NITS

briefing. Ensure the Purser writes down your briefing and get a readback to ensure understanding.

39. Bomb on Board:

There are two types of triggers to consider, Timer, and Pressure. When receiving the threat stop your climb

to freeze the cabin altitude and start your clock to be aware of the time it takes you to get the aircraft on the

ground. Complete the BOMB ON BOARD checklist to establish a constant cabin altitude and note the cabin

altitude for future reference. When descending, level off at or above Cabin Altitude and Configure the aircraft

for Landing (if the bomb is triggered by a decreasing pressure you are now configured prior to the explosion).

Continue the approach to landing. If on a Missed approach try to keep the cabin altitude below the maximum

cabin altitude you have achieved ( to avoid the pressure trigger in the climb) Instructor briefing

40. An Aid to recognize slow acceleration during the take-off is to check the speed vector. At 80 knots it should

be indicating a trend to 115-120 knots. Instructor briefing

41. Positive Climb Recognition. During the cockpit rises approximately 150 feet prior to the aircraft coming off the

ground. Altimeters, VSI, and Radio Altimeters will indicate a climb while the aircraft is on the ground.

Listening for the Click of the autobrakes turning off can provide useful information as to the actual lift off of the