Marooned
9th May 2007, 10:14
Hi Guys,
Frustrated with no feedback through internal channels both from Boeing and the company on any matters technical least of all this one, I wondered if anyone else has some thoughts or feedback on this issue:
When our company first received the 777-300ER we began experiencing wing flutter, a low frequency vibration eminating from the newly designed raked wing tips. We flew for several months with this until a Boeing directive instructed us to modify the default C of G to 7.5% which operationally reduced our max crz altitude by between 1000' - 2000'. This effectively mitigated what can only be described as a 'design fault'?
However, this solution has not only lowered our maximum crz altitude and given us a sometimes lower than optimum crz altitude, it has also modified our minimum and maximum displayed airspeeds.
My concern is that these new more 'conservative' speeds are still the 'incorrect speeds' when related to the actual C of G which invariably is between 25 - 32%. In severe tubulence the autopilot and 'us' the pilots will react to these artificial indicated speeds rather than those predicated by the actual C of G, which can increase the 'coffin corner' buffer by up to 15kts depending on the actual C of G and gross weight.
I have had no official feedback as I say but I like many others would prefer to see the actual speeds inflight and wondered why we should not enter the actual C of G once level.
Operationally I am aware that some are entering an interpolated C of G from the loadsheet in order to see the correct speeds but also that others are doing so to allow further climb for example to avoid weather...both techniques currently non-SOP.
Any thoughts? Does it matter? Still awake? Like to know.
Frustrated with no feedback through internal channels both from Boeing and the company on any matters technical least of all this one, I wondered if anyone else has some thoughts or feedback on this issue:
When our company first received the 777-300ER we began experiencing wing flutter, a low frequency vibration eminating from the newly designed raked wing tips. We flew for several months with this until a Boeing directive instructed us to modify the default C of G to 7.5% which operationally reduced our max crz altitude by between 1000' - 2000'. This effectively mitigated what can only be described as a 'design fault'?
However, this solution has not only lowered our maximum crz altitude and given us a sometimes lower than optimum crz altitude, it has also modified our minimum and maximum displayed airspeeds.
My concern is that these new more 'conservative' speeds are still the 'incorrect speeds' when related to the actual C of G which invariably is between 25 - 32%. In severe tubulence the autopilot and 'us' the pilots will react to these artificial indicated speeds rather than those predicated by the actual C of G, which can increase the 'coffin corner' buffer by up to 15kts depending on the actual C of G and gross weight.
I have had no official feedback as I say but I like many others would prefer to see the actual speeds inflight and wondered why we should not enter the actual C of G once level.
Operationally I am aware that some are entering an interpolated C of G from the loadsheet in order to see the correct speeds but also that others are doing so to allow further climb for example to avoid weather...both techniques currently non-SOP.
Any thoughts? Does it matter? Still awake? Like to know.