777 flight crew operations manual

777 flight crew operations manual

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For instance, the airplane is e-enabled and so is training, including training delivered just in time at the point of use. The development work in progress targets a Web-managed, distance-learning capability that brings training to the trainee in a paperless training environment. Enhanced technical data for flight training will include linkable features in the Flight Crew Operating Manual and Flight Crew Training Manual. The system also provides training that familiarizes mechanics with the 787's real-time, current airplane performance support data that is accessed through the Web portal MyBoeingFleet.com. An e-enabled airplane supports a more environmentally progressive training solution. Distance learning enables more training to be conducted locally. Digital Web-managed training, training support products, and the use of tablet personal computers for note-taking eliminate the need for paper along with the attendant production waste, transportation, distribution, storage, and revisions. The STAR courses reduce the transition time for pilots current on other Boeing models by eliminating tasks and objectives that are common between those models and the 787. In keeping with the concept of training technology inspired by the airplane itself, 787 flight training incorporates modern simulation tools, Web-managed academics, and performance support data to provide an effective training environment that mirrors the actual airplane. Training is available through Alteon, Boeing's training subsidiary, at a global network of 787 training centers. As a result, it takes as few as five days of training for 777 pilots to qualify as 787 pilots.For example, Boeing is developing other short courses, such as a course from the 767 to 787, which could be as short as eight days. (As a comparison, it would take more than 21 days to train these pilots to fly a non-Boeing airplane.).

The Commander attempted to perform a tailwind manual landing during an automatic terminal information service (ATIS) forecasted moderate windshear warning affecting all runways at OMDB. The tailwind was within the operational limitations of the Aircraft. During the landing on runway 12L at OMDB the Commander, who was the pilot flying, decided to fly a go-around, as he was unable to land the Aircraft within the runway touchdown zone. The go-around decision was based on the perception that the Aircraft would not land due to thermals and not due to a windshear encounter. For this reason, the Commander elected to fly a normal go-around and not the windshear escape maneuver. The flight crew stated that they were not aware of the touchdown that lasted for six seconds. After becoming airborne during the go-around attempt, the Aircraft climbed to a height of 85 ft radio altitude above the runway surface. The flight crew did not observe that both thrust levers had remained at the idle position and that the engine thrust remained at idle. The Aircraft quickly sank towards the runway as the airspeed was insufficient to support the climb. As the Aircraft lost height and speed, the Commander initiated the windshear escape maneuver procedure and rapidly advanced both thrust levers. This action was too late to avoid the impact with runway 12L. Eighteen seconds after the initiation of the go-around the Aircraft impacted the runway at 0837:38 UTC and slid on its lower fuselage along the runway surface for approximately 32 seconds covering a distance of approximately 800 meters before coming to rest adjacent to taxiway Mike 13. During the evacuation, several passenger door escape slides became unusable. Many passengers evacuated the Aircraft taking their carry-on baggage with them.

Except for the Commander and the senior cabin crew member who evacuated after the center wing tank explosion, all of the other occupants evacuated via the operational escape slides in approximately 6 minutes and 40 seconds. Twenty-one passengers, one flight crewmember, and six cabin crew members sustained minor injuries. Four cabin crew members sustained serious injuries. Approximately 9 minutes and 40 seconds after the Aircraft came to rest, the center wing tank exploded which caused a large section of the right wing upper skin to be liberated. As the panel fell to the ground, it struck and fatally injured a firefighter. The Aircraft was eventually destroyed due to the subsequent fire.Go-around and Missed Approach Procedure. (d) The flight crew did not take corrective action to increase engine thrust because they omitted the engine thrust verification steps of the FCOM. Go-around and Missed Approach Procedure. The Investigation determines that the following were contributory factors to the Accident: (a) The flight crew were unable to land the Aircraft within the touchdown zone during the attempted tailwind landing because of an early flare initiation, and increased airspeed due to a shift in wind direction, which took place approximately 650 m beyond the runway threshold. (b) When the Commander decided to fly a go-around, his perception was that the Aircraft was still airborne. This added to the flight crew workload as they attentively listened and the Copilot responded to the air traffic control instruction which required a change of missed approach altitude from 3,000 ft to 4,000 ft to be set. The flight crews’ concentration on their primary task of flying the Aircraft and monitoring was momentarily affected as both the FMA verification and the flight director status were missed. Flight Manual Continental Rev.Non-Normal Checklists 10 Challenge and Response 14. Conditional (IF) Statements 15. OR Arrows 15. Continue Checklist At. Statements 16. Phase Lines 16.

Cross Referencing 17. Continued Checklists 17. Notes, Cautions, and Warnings 17. Action Specific Words 17. Crewmember Duties 18. End-of-Procedure Asterisks 18 Enhanced Ground Proximity Warning System 20 Flight Manual Continental Rev.Flight Manual (AFM) operating procedures and performance data as revised This manual meets or exceeds all requirements of the 777-224 approved. Airplane Flight Manual in accordance with FA.R. 121.141. Sec. Intro Page 2 777 Missing or out of date Conversion Tables Jumpseat Rider Briefing Card Note: The Emergency Response Guide (ERG) or copies of the appropriate Flight Manual Continental Rev.Included in this introduction is an overview of the organization and procedures Flight crews are expected to be familiar with these formatting devices and to be Continental Airlines is The practice of effective. CRM is expected behavior among all crewmembers. Pilots should routinely utilize effective CRM skills as discussed during the. All crewmembers are Industry studies have Failure to Effective CRM would have broken the chain of Sec. Intro Page 4 777. Crew Effectiveness Markers. The following Crew Effectiveness Markers were developed to assist Management. The markers were structured in a checklist format for ease of use They should be reviewed periodically CRM will be evaluated in training events, The Crew Effectiveness Markers can also serve as a debriefing tool after a line A debrief should always be conducted after a flight Potential exists for valuable new Debriefings should be conducted by the Captain, but Frequent, open communications and Overall Technical Proficiency. Briefing and Communication. Leadership and Teamwork Flight Manual Continental Rev. Situational Awareness. Decision Making. Abandon yours. Crew Self-Evaluation. Sec. Intro Page 6 777 Checklist Initiation. There are three ways to initiate a checklist.

The pilot (who will accomplish the Although it is not desirable, A prompt (by the pilot who will accomplish This certain point or time is a bottom The following table lists the bottom lines for Flight Manual Continental Rev.CM IV-I ull Ol L 1 1 IUVCI 1 ICI 11 IO I \oauy iui uuol iiuim ichiiij iui Called for by Capt after the Called for by Capt when Called for by PF after flaps up Called for by PF at Called for by PF in the Sec. Intro Page 8 777 Approaching ramp. Chocks in, parking brake off. PARKING checklist is Prior to leaving aircraft. Self initiating any checklist is unprofessional However, accomplishing the checklist under any Checklist Accomplishment. The NORMAL checklist is used as a verification to ensure that certain critical Certain items in the expanded. These are items The procedure defined for each phase of flight will be Flight Manual Continental Rev. If the flight deck is left unsupervised (all pilots away from the flight deck) prior If a non-crewmember is present on the The Captain will call for all checklists during ground operations. The Pilot. Flying will call for all checklists in flight. Normally a flow will be accomplished before the checklist is read. The point at Each item will be challenged out loud by the designated crewmember unless If a checklist item is not installed in a particular aircraft, Both pilots are responsible for visual confirmation that all checklist items are Sec. Intro Page 10 777. Checklist Completion. An unwritten last step of any checklist is for the pilot accomplishing the Calling the checklist complete is a last When a checklist is complete, the Non-Normal Checklists Non-normal checklists assume crewmembers will: Section 2, Non-Normals). Caution: The intentional pulling and resetting of a circuit breaker is Procedures that prescribe an engine shutdown must be evaluated by the Captain Consideration in this case must be given to probable Flight Manual Continental Rev. Checklist Initiation.

When a non-normal situation occurs, the Pilot Flying (PF) will stabilize the The Captain will then make the final determination as to who will be the PF and. PM. In making this determination, the Captain should give consideration to his By its very nature The Pilot Monitoring (PM) will Checklist Accomplishment. Non-normal checklists are designed, with the exception of Immediate Action. All items of any non-normal checklist will PM shall then complete the non-normal items by reading each item, The PM, while Electronic checklist closed loop (sensed) checklist items turn from white to Notes, information items, and condition statements are read aloud. The PF need The PF is to be made aware when deferred items exist. Accomplishment of Sec. Intro Page 12 777. Consequential EICAS alert messages may be displayed as a result of a primary SYS C) or the result of non-normal checklist crew actions (such as PACK L Consequential messages are displayed Checklists The crew does not accomplish these checklists. If Display of consequential The statement. The statement need not be read aloud when accomplishing electronic checklist. Following completion of appropriate non-normal checklist items, normal Pilots must be aware that checklists cannot be created for all conceivable In some cases, There are some situations, which always require landing at the nearest suitable It should be stressed that for persistent Flight Manual Continental Rev. Care must be taken when a checklist is branched The pilot performing the checklist should review it to. When a non-normal checklist is complete except for the deferred items, and the Sec. Intro Page 14 777 Checklists will be read from top-to-bottom, left-to-right. Careful attention must You will not be directed to go You may be directed to cross reference another checklist. Checklists must be continued until the flight crew Challenge and Response.

Checklist challenges are presented on the left with responses on the right in Challenge RESPONSE Challenge RESPONSE A, RESPONSE B Under circumstances where both the Captain and First Officer or Pilot. Monitoring and Pilot Flying are to respond to a given challenge, this will be Oxygen Flight Manual Continental Rev. Conditional (IF) Statements. In situations where particular steps within a procedure need to be performed This device indicates that the person reading the IF Condition A Applies. Perform THIS ITEM. IF Condition B Applies. OR Arrows. This device connects conditional items or groups of items which are mutually This device in effect IF Condition A Applies. Perform Perform Continue Checklist At. Statements. If it is necessary to move from one point in a checklist, skip over one or more IF Condition A Applies. TTTK TTFlVf OR Continue Checklist at O. IF Condition D Applies. Checklist is Complete. Condition B Applies: Note that this item would be Phase Lines. A dashed line on either side of a condition statement in a procedure indicates The crewmember Flight Manual Continental Rev. Cross Referencing. When a cross reference to another checklist is made it will be done in the Refer to AFTER TAKEOFF checklist, Section 3. Refer to ENGINE FAILURE checklist, Section 2. Continued Checklists. If a checklist or procedure is continued on the back of the page or on the next Notes, Cautions, and Warnings. Notes, Cautions, and Warnings will be presented in the following format. Note: Information requiring special emphasis. Caution: Instruction concerning a hazard that if ignored could result in WARNING: Instruction concerning a hazard that if ignored could result in Action Specific Words. Certain words are used throughout this manual to indicate whether a procedure Airlines Flight Manuals. These definitions may differ slightly from certain Deviation will be made only in unique Such deviations would be very rare and briefed to all flight crewmembers. Sec.

Intro Page 18 777 While deviations are not limited to unique circumstances Crewmember Duties. Labels will be placed to indicate the crewmember to challenge the item and the Captain - Capt or C. International Relief Officer - IRO. Pilot Flying - PF. Pilot Monitoring - PM. End-of-Procedure Asterisks. Four centered, bold asterisks indicate the end of a non-normal checklist. Flight Manual Continental Rev.The Company limitations are The second The non-normal procedures in this manual represent the best available The immediate action items will be memorized by each crewmember. No throttle, fuel control switch, fire handle, or critical system control will be Time permitting, the Captain should utilize all available resources including, but. Non-normal procedures are presented in expanded format grouped by aircraft Checklist titles will Sec. Intro Page 20 777. Cockpit Voice Recorder. Any incident requiring a report to NTSB, as defined in Section 1 of the Flight. Operations Manual, and which results in termination of the flight, requires This will be noted in the Aircraft. Maintenance Log. Example: CVR deactivated because of reportable incident. Note: The CVR circuit breaker is located on the overhead circuit breaker Enhanced Ground Proximity Warning System. The Enhanced Ground Proximity Warning System may be deactivated for A logbook entry is required. Checklists are Additional procedures and information are Operating procedures defined in this section are intended to conform with the Conscientious adherence This section covers route planning and verification specific to ETOPS and Non-. ETOPS Long-Range Navigation (LRN) operations. It is organized by phase of Flight Manual Continental Rev. The MEL provides for release of the aircraft for flight with inoperative The MEL is located on the flight deck in a hardbound format. In the event the. Maintenance Control for dispatch information on inoperative equipment. Most data are presented in Sec.

Intro Page 22 7 77 Flight Operations. All flight crews are encouraged to comment on the contents Suggestions, critiques, comments and corrections should be in writing and Fleet Manager in Flight Standards. The boardmail address for each crew base is The boardmail address for each fleet manager is IAHPS. Your input is both desired and encouraged. All Flight Manuals are designed to A. 270 KIAS below 25,000 feet. Ill. Flight Manual. Continental. Sec. 1 Page 5 Component: 38 Knots. Accuload will generate a crosswind advisory when forecast crosswinds for This advisory will appear on line 9 of the accuload Aero studies were performed using a normal landing configuration, dry The resulting Landing Crosswind Guideline - Knots. Runway Condition. Dry. Wet The crosswind guidelines shown in the table above were derived through Sec. 1 Page 6 777. Aft Body Flight Manual. Sec. 1 Page 7 Main door emergency power assists and evacuation slide systems must be Operating Parameters. A. Ground wind limits for all doors: Limitations Engine Anti-Ice must be auto or on when the Total Air Temperature During ground operations in icing conditions (including taxi-in and taxi- Ill. Sec. 1 Page 9 D 1. The autopilot must not be engaged below 1,000 feet radio altitude after The autopilot must be disengaged before the airplane descends more Category III operations and autoland are not approved with flaps 25. With no autoland annunciated, the autopilot must be disengaged ILS glideslope and localizer. Head Wind 25 knots. Tail Wind 15 knots. Crosswind 25 knots. Note: Maximum allowable crosswind is 15 knots for ILS approaches For Category II and Category. III ILS approaches the maximum allowable headwind is 20 knots Sec. 1 Page 10 777 The autopilot flight director Loss of the L hydraulic system or any The datalink from the COMPANY format is limited to the transmission and The following procedures are applicable to the noted datalink functions A. Pre-Departure Clearance.

The flight crew shall manually verify (compare) the filed flight plan B. Digital-Automatic Terminal Information Service. The flight crew shall verify that the D-ATIS altimeter setting numeric If the D-ATIS altimeter setting Ill. Sec. 1 Page 11. C. Oceanic Clearances. The flight crew shall manually verify (compare) the filed flight plan Satellite voice has been demonstrated for use only as a supplemental means A. Backing the airplane with the use of reverse thrust is prohibited. B. Intentional selection of reverse thrust in flight is prohibited. Note: It is CAL policy that if the elec backup gen l, r EICAS advisory Power System MEL item 24-25-1 are met the aircraft may depart This procedure will normally necessitate a Operating Parameters A. Maximum and minimum limits are RED. B. Caution limits are AMBER. A. Minimum quantity prior to engine start - 23 qts. B. Minimum quantity after engine stabilized and prior to flight - 18 qts. Sec. 1 Page 12 Flight Manual Takeoff is permitted only in the normal flight control mode. Do not use the Speed Brakes in flight below 1,000 feet. Do not extend flaps above 20,000 feet. When using QFE instead of QNH a QFE altitude reference for the Primary. Flight Displays (PFDs) must be selected in the Flight Management. Computer (FMC). The use of Vertical Navigation (VNAV) with QFE selected below the The use of Lateral Navigation (LNAV) with QFE selected below the Speed Brakes. Sec. 1 Page 13 Due to current software constraints within the FMC, VNAV may overshoot Use flch for level off in these circumstances. After the level off is Note: The center tank may contain up to 3,000 pounds of fuel with less than Operating Parameters This table is based on the Continental configuration of a two-bottle system Flight Manual. Sec. 1 Page 15 A. Do not use the terrain display for navigation. B. The use of terrain awareness alerting and terrain display functions are Note: All CAL Ops Spec Authorized Airports have been verified to Operating Parameters Sec.

1 Page 16 777 Inspector. Asterisk indicates page(s) revised or added by the current revision. Doors 10. Raft Capacity 10. Survival Equipment 10. Erecting Canopy 1 1. Emergency Transmitters 1 1. Flight Attendant Responsibilities 12. Flight Deck Ditching Responsibilities 13 Ill. Continental Contact SOCC: SOCC will coordinate with appropriate agencies to IF SOCC determines that the substance does pose a credible threat. Cover the material with the wipes and the plastic gown found in the If the UPK is not available, use a IF On The Ground: IF Inflight. Consideration should be given to landing as soon as practical based on If the material is airborne within the aircraft, the following procedures Oxygen Masks And Smoke Goggles (If Required) ON. Crew Communications (If Required) ESTABLISH. Flight Deck Door CLOSE. Prevents material from penetrating onto the flight deck. Recirculation Fans Switches OFF. Stops recirculation of material and increases fresh airflow. Equipment Cooling Switch OFF. Attempts to move the material overboard by using the equipment Note: After 30 minutes of operation at low altitude and low cabin Do not accomplish the following checklist: IF Most Of The Material Is In Cabin Forward Of Mid- Wing And. A Outflow Valve Manual Control Available. Aft Outflow Valve Switch MAN. Aft Outflow Valve Manual Switch CLOSE. Position outflow valve fully closed. Do not accomplish the following checklist: Valve Manual Control Available. Forward Outflow Valve Switch MAN. Forward Outflow Valve Manual Switch CLOSE. Position outflow valve fully closed. Concentrates the material in the aft part of the aircraft and Do not accomplish the following checklist: Condition: A circuit breaker (CB) has been found in the out position. This Caution: Due to potential impact on multiple aircraft systems the IF fuel boost pump, fuel quantity indication system, or lavatory flush motor IF Preflight Before Block Out.