This Chapter is a collection of Lessons learned from the Training Manual, Simulator, Instructor Technique, and shared experience from other pilots. It is intended to collect information from several sources, it is not intended to change company SOP but enhance safety.
1.
No Requirement to check EO drift down Alt at TOC
At the TOC do I have to check the EO drift down altitude, insert DARD segments in route 2 or insert range rings etc? Background: Some cruise scans are miss-interpreted as SOP.
Answer: No; however, it is important to maintain general situation awareness and the above techniques can assist on an individual basis.
Reference: NIL
2. No auto pilot disconnect limit height on ILS with Land 2/3
What is the autopilot disconnect limit when on an ILS coupled approach, with Land 2/3 annunciated but manually landing?
Background: FCOM gives no limitation for a manual landing from an ILS approach.
Answer: Although there is no hard limit prudent airmanship and the ability to gain a “touch and feel” for the aircraft suggest disconnecting the autopilot before entering the landing flare phase to ensure a safe landing. Consider that autopilot alignment during strong crosswinds is likely to differ from pilot technique and that the autopilot will commence an initial alignment at 500 feet AGL
Reference: FCOM Limitations
3. Flap 25 Landings
May I land using Flap 25?
Background: For normal landings, when conditions permit, use flaps 30 to minimize landing speed and landing distance. Flaps 25 provide better noise abatement and reduced flap wear. Aft body clearance is approximately the same for either flap setting.
Answer: Flight Operations department and the Boeing Fleet Management follow the manufacturer‟s recommendation and thus promote Flaps 30 landings. The emphasis here is on safety. However, should Flap 25 be deemed the more appropriate selection for landing, the crew shall take into account the higher approach speed and additional landing distance required.
Reference: FCTM 1.4
4. High Speed Taxiway runway vacate speed
At what speed may I exit when vacating the runway via a HIGH SPEED TAXIWAY?
Background: The high speed taxiway is designed to expedite aircraft turning off the runway after landing, thus reducing runway occupancy time.
Answer: A „HST” is a long radius taxiway designed and provided with lighting or marking to define the path of aircraft, travelling at high speed (up to 60 knots), from the runway centre to a point on the centre of a taxiway. Also referred to as long radius exit, turn-off taxiway, (also Rapid Exit Taxiway). Note: It is recommended not to use the tiller above 30kts and caution above 20kts.
Reference: http://www.faa.gov/air_traffic/publications/atpubs/PCG/ FCTM 3.5
5. Use of Fix Pages on ETOPS Segments
Is it SOP to use the Fix Pages during ETOPS flight segments?
Background: Due to Datalink requirements, additional waypoints (e.g. ETP‟s etc) are not to be entered into the FMC active route so use of the fix pages may be useful.
Answer: No. However, for situational awareness, FIX pages and the FMC ALTERNATE Page are a beneficial tool to monitor distances or ETA and predicted arrival fuel for selected/ nominated airports.
Reference: Nil
The FAQ (Frequently Asked Questions) are a great source of guidance and are located on the company FOIP Main Menu – Manuals – FAQ – Boeing 777. Revision 04 / 01 February 2011
6. Use of Fix Pages for ETOPS ETA’s
Do we have to enter the ETAs into the FMC fix pages from the OFP for Entry, Exit and ETPs? Background: Nil
Answer: No. ETA‟s for ETOPS waypoints such as ENTRY, EXIT, and ETP‟s are to be calculated using information available on the OFP in the ETOPS information section. If desired for situational awareness, the ETAs for these ETOPS waypoints may be transferred from the OFP to the FMC ETA – ALT line of the FIX pages.
Reference: Nil
7. Interruption of NNC upon reaching “land at nearest suitable airport”
Should Non-Normal check list completion be delayed in order to ascertain which airport to land at? Background: Some NNC's contain the step ' Land at the Nearest Suitable Airport'.
Answer: No. In the majority of cases this is not the time to stop the checklist in order to determine which airport to land at. Instead, this checklist step should be acknowledged by the PF and the process of determining the nearest suitable airport should take place once all the NNC's have been accomplished and the EICAS messages have been reviewed. Reference: QRH CI2.2 FOM 20.3.1.2
8. Responsibility for Radio Calls during Non-Normal situations.
Who is responsible for radio calls during non-normal situations?Background: It is not Boeing philosophy for the PF to take charge of the R/T communications when Non-Normal checklists are in use. The PM is responsible for communications during both normal and non-normal situations.
Answer: PM; however, the Commander may use his discretion if he determines it appropriate, to assign the radio calls to the PF. Reference: FCOM NP 11.3
9. Selection of Non Normal Checklists
What primary reference is used to guide the appropriate selection of non-normal checklists?
Background: With regards to EICAS, the PF calls for Non-Normal checklists to be accomplished by looking at the EICAS alert messages with a rectangle icon [] as these checklists have procedural steps, notes, or other information of which the flight crew should be aware. EICAS alert messages without rectangle icons are informational and unless
CONSEQUENTIAL should be actioned to read the condition statement.
Answer: The primary means to identify and select NNC is from EICAS. When calling for NNC‟s to be accomplished, the EICAS and the icon [] associated with the EICAS alert messages should be used and not the Non Normal Checklist queue. The EICAS and observed faults (e.g. bird strike) are the principle means of recognizing if a Non normal situation exists. Generally checklists are called for in the order of checklists for which memory items were accomplished, followed by warning level alert messages, then caution and then advisory level alert messages.
The PM is responsible for checklist reading and tasks asked for by the PF. When the PF calls for a checklist to be accomplished, the PM selects the appropriate NNC from the NNC queue. The PM then overrides any remaining latched NNC‟s in the checklist queue. These NNC‟s need not be accomplished since they do not have a corresponding EICAS message and icon. They are consequential messages.
When all the Icons have been removed from the EICAS (checklists with icons all completed), the PF calls for an EICAS review - do not press CANC/RECALL button, just read the EICAS. The displayed EICAS messages shall be reviewed and then cancelled. There is no requirement to recall all previously displayed EICAS messages
Reference: FCOM NP11.3 QRH CI2.6
10. “LNAV Available” Call
Should we always call “LNAV available”?
Background: When a “Direct to leg” has been utilized LNAV must be armed in order for FMC modes to engage.
Answer: No. The “LNAV available” is solely an awareness call thus shall only be made if the PF fails to consequently arm LNAV.
11. Sighting of the Steering bypass pin
When does the flight crew signal to the engineer that they have sighted the steering bypass pin?
Background: On the Boeing there has developed a procedure whereby the F/O will bring to the Captains attention the Engineer holding the Steering Bypass pin, as soon as he sees him, and as the Captain is still doing the flight control check. This inevitably leads to unnecessary discussion about when to release the engineer and also leads to an interruption of observation of the flight control check. Sometimes it leads to the F/O releasing the engineer without any input from the Captain.
Answer: According to Boeing NP the engineer is dismissed prior to Flaps selection. There is no requirement to sight the pin. Emirates FOM states that pin sighting is required prior to taxi. This should not interfere with SOP but can be achieved when appropriate. Flight Control check can be done whilst the pin is being sighted since there is no Flight Control observation needed. Both pilots should sight the pin and the engineer is to be released with the commander‟s permission.
Reference: FCOM NP21.33, FOM15.2.6
12. FCOM Limitations by memory
Am I required to know the aircraft limitations by memory?
Background: Previously a # symbol indicated which Limitations needed to be memorised. Boeing removed the # with revision 35. Answer: No. Emirates‟ pilots are expected to conduct their profession to the highest standard and thus shall have a working
knowledge of aircraft limitations. While pilots may no longer be required to quote FCOM limitations from memory, they are nevertheless required to demonstrate sufficient awareness of FCOM Limitations that ensures that no such Limitations are exceeded,
Reference: FOM 1.4.1 –d.
13. Use of conservative ambient conditions
Can I use expected, slightly more conservative ambient conditions for the performance calculation rather than the reported ones?
Background: While it is not acceptable to use more optimistic than officially reported ambient conditions for actual takeoff calculations, crews are allowed to make small allowances (e.g. increase temperature by up to two degrees and/or decrease pressure by up to 1 hPa/0.03 in Hq) if it is likely that prevailing conditions during takeoff will be more limiting than current reported ones.
Answer: That depends Reference CP Boeing
14. OFP Taxi Fuel
Do I have to use the taxi fuel figure shown on the OFP?
Background: OFP taxi fuel figures are based on statistical data. When the expected taxi route or time suggest that a higher, or lower figure may be more appropriate, crews are expected to make the required adjustments to the taxi fuel figure to ensure that they do not take off above the maximum RTOW, or unnecessarily start depleting their contingency fuel before takeoff. (The FOM does however make provision to allow the use of contingency fuel from the time the fuel bowser has been disconnected.) Crews should ensure that the maximum structural weight is not exceeded if additional taxi fuel is required. This may result in the requirement to reduce the limited Take-Off weight.
Answer: NO Reference: CP Boeing
15. Unused Taxi Fuel
Is it acceptable to “buffer” the Actual Take-Off Weight used in the takeoff calculations to account for possible unused taxi fuel?
Background: On occasion it may be difficult to accurately assess the expected taxi time or route. In this case it is acceptable to use a slightly higher takeoff weight than shown on the loadsheets to account for the fact that some of the planned taxi fuel may not have been consumed prior to takeoff.
It is vital however that any agreed adjustment is done prior to the performance data entry into the OPT / EFB and subsequent calculation which are to be done independently.
16. Topping up Contingency Fuel on DP Flight Plans
Is it good practice to “top-up” DP flight plan Contingency Fuel (CONT) to a normal Contingency Fuel level if the ZFW changes to allow so?
Answer: That depends.
Background: On routes were our statistical data indicate that we consistently arrive with most of the CONT fuel intact, the Company may choose to adopt DP flight plans in order to reduce aircraft weight en route and thus reduce fuel consumption. In this case it is not recommended to increase the CONT to a higher (3%, 5% or 20 minute CONT) level.
- There are occasions however when we are forced to resort to DP flight plans in order to protect payload.
Not using a DP plan would force us to leave non-revenue passengers, freight, passenger baggage, or even full-fare passengers behind.
In such case, if the final ZFW should allow us to carry more fuel, it is recommended to increase CONT up to a normal level. This level would be the lower of a) 3% CONT, or b) the equivalent of 20 minutes CONT. As the flight has been dispatched as DP flight, there is no requirement to increase CONT to a 5% level as the DP ERA also satisfies the requirements of a 3% CONT ERA.
Route Fuel Statistics attached to every LIDO Briefing package will give you a good indication which sort of CONT would be appropriate.
If statistics indicate that on average only an irrelevant amount of CONT is used and hardly any flights ever use more than 50% of CONT, then increasing CONT to a higher level should not be necessary.
As always, the commander should exercise good judgment and consider all relevant factors when deciding on the final fuel load.
17. Flight Beyond DP below MIN DP Fuel
If I arrive at the DP with less than MIN DP FUEL, am I legally obliged to divert? Answer: Not necessarily.
Background: You may apply provisions of the In-flight Fuel Management to DP flight plans. As per FOM 11.3.3. it is permissible to continue towards your destination even if a fuel check should reveal that there will be less than Alternate and Final Reserve remaining at destination as long as the conditions of either one of two In-Flight Fuel Management scenarios are met. As the first scenario requires an Estimated Approach Time (EAT), which may be difficult to obtain at this stage, the more likely second scenario (max delay not known and EAT not received yet) provides to the following two options: - You must be able to reach a minimum of two airports at which in the judgment of the commander "landing is
assured" with at least Final Reserve remaining at touchdown.
- If you can reach within two hours a single airport with at least two separate and independent runways that otherwise satisfies above requirements and you take any additional fuel burn due to likely ATC delays into consideration, then this single airport may be considered equivalent to two airports.
Reference: FOM 11.3.3.
18. Idle Reverse and Single Engine Taxi
If you only use idle reverse on landing can you disregard the 3 min / 1 min cool down period on the engines in order to commence Single Engine taxi sooner?
Answer: No
Background: This question was asked of Airbus / Boeing / GE when the SE taxi policy came into place back in 2008.
Boeing and Airbus replied that it is GE/RR that required this cool down period. The response from GE was that even though idle reverse on landing is used, you still need to comply with the 3 min cool down period on the engines. Idle reverse on landing does not have a considerable cooling effect on the core engine and therefore the cool down period only starts when the aircraft is on ground with the engines in ground idle. Not complying with this may result in costly repairs due to oil coking and fuel nozzle degradation.
19. Conducting a PCI on the Freighter
How do we carry out a PCI on the freighter?
Answer: The freighter has three 5 inch windows, two forward and one aft of the wing on the right side. 1 full side window on the left side aft of the wing. When the aircraft is fully loaded there is approximately 15 inches down each sidewall, which will probably limit most pilots from performing a PCI check. If the commander is in doubt about the condition of the airplane after the HOT has expired a return to stand and 2nd de-icing must be accomplished. A standard PCI may be
accomplished if a partial load permits or the aircraft is empty. Reference: Freighter Project Pilot
20. Applying Performance Limited Weight Restriction from a MEL item
How do I apply a Performance Limited Weight restriction from an MEL item?Background: We have had several instances when crews incorrectly and unnecessarily applied MEL weight penalties that reduced available payload and limited Company revenue potential.
Answer: Remember; the OPT is the only accepted means for calculating takeoff and landing performance. OPT permits users to enter inoperative MEL items and will calculate takeoff and landing performance for such conditions.
As always; if OPT should calculate a performance limited weight that is above the structural maximum weight, OPT will display the structural maximum weight in such case.
Both the MEL and CDL will list performance weight penalties when applicable. Keep in mind that such performance penalties apply to performance limited weights and not structural maximum gross weights.
This is often indicated in the MEL specific operations procedure (denoted by an "O" symbol) by wording such as "Reduce the Performance Limited Weight (PLW) by…" (e.g. MEL 36-11-05) or "Observe the appropriate performance adjustments." (e.g. MEL 27-61-03). Only in a few cases maximum gross weight will have to be reduced as a result of an MEL item. This is typically indicated by text such as "Observe Maximum Gross Weight limits" (e.g. MEL 27-
11-03-02).
OPT will also steer you clear of some of the traps in the MEL text, which may appear confusing and difficult to interpret on occasion.
Here one example:
Consider an inoperative Spoiler Power Control Unit (PCU) addressed in MEL 27-61-03
If the airplane in question is a Passenger aircraft, MEL 27-61-03-01 applies, which only mentions performance adjustments (e.g. 4990 kgs) that need to be applied.
If the airplane in question is a 777 Freighter, MEL 27-61-03-02 applies, which mentions performance adjustments (e.g. 4990 kgs) and reduced maximum gross weight limits (326,722 kgs instead of 347,451 kgs).
If you use OPT and select MEL 26-61-03, you will be automatically offered with the correct applicable MEL and the MEL that applies to any other 777 variant will be suppressed.
OPT will even consider when both performance and gross weights are affected and compute the lower of the (MEL) performance limited weight or (MEL) reduced maximum gross weight.
In summary:
OPT calculations will display the lower of a) performance limited weight and b) certified maximum gross weight. OPT is only acceptable means to calculate takeoff/landing performance even with inoperative MEL items.
The term "performance limited" in the MEL may serve as an indicator that you are faced with a penalty that needs to be applied to performance limited weights. Conversely, the term "reduced maximum gross weight" may serve as an indication that this MEL penalty reduces structural weight(s). But in each case, you are expected to let OPT do this calculation for you.
Reference: 777 MEL and 777 FCOM Normal Procedures
21. Rotate calls during Increased VR rotations
When applying the increased VR rotation technique in the event of possible windshear when do I call “Rotate”? Answer: Currently there is no SOP stipulating when to make the Rotate Call when applying the increased VR technique. When
applying this technique, crew should be aware that there is a possibility for different expectations and should therefore brief and agree on appropriate calls prior to take off.
22. Flap settings for increased VR rotation technique
When applying the increased VR rotation technique in the event of possible windshear which flap setting should I use when calculating the Performance Limit Weight in order to find the Max VR”?
Background: Observations during simulator exercises have highlighted that some crews use optimum flaps, while others force the flap setting to either 15 or 20 when calculating the performance limited weight figures. Boeing was approach for a