B777 Questions

[dianapilot]

Hi everybody.
I will soon have a 777 assessment and I have no clue about the 777 cockpit.
I have been looking around but I still have some basic questions that I would like to ask to somebody who flies that big boy.

-Approximate EPR for Take-off,climb,cruise and descent?
-Approximate Pitch for Take-off,climb,cruise and descent?
-Where is to TOGA switch for take-off?I don t see it on the MCP?
-Where are the GA switches?below the Thrust levers?
-What is the Climb reduction in terms od EPR more or less?
-What is Flaps 5 Speed for an average weight?180kts?
-What is the FPV and how do you use it?I heard"put it on the horizon".How and why?
-Where are the Fire Switches?
-Where is the RDMI?and the VOR and ILS box?
-Single Engine Landing is with Flaps 20?

Thanks for your patience :-))

[ghw78]

As your first question refers to EPR assume that it will be a 200 series aircraft equiped with either the Rolls Royce Trent or PW 4000 series Engines. The 300 series are engined by the GE 90 series engines where the power output is referenced to N1.

Also for aircraft this size there is a massive weight range between max T/O weight and if you are flying the aircraft relatively empty. For our fleet 200 ER equiped with Trent 895s, empty aircraft with say 20 tons of fuel would gross 155 tonnes whereas Max T/o weight is just above 297.5 Tonnes. (max landing Weight of 213 Tonnes)

T/o Power is generally matched to weight and runway available. There are often three power settings available TO (Full rated power (providing the OAT and Density Alt is not too high) and TO-1 and TO-2. These latter two are fixed derates of the engine output power. On top of these fixed derates, you can apply a further reduction (Boeings Assumed Temperature Method.) Most States have a maximum that the engines can be de-rated often 25%

To try and answer specifically some of you questions

T/O EPR if you are light 1.22 -1.25 max EPR 1.57

Climb EPR
SL TAT 25 EPR 1.217
10000 TAT 5 EPR 1.284
20000 TAT -10 EPR 1.374
30000 TAT -25 EPR 1.434

CRZ EPR between 1.16 - 1.20 depending on whether you are a little above or below the optimum altitude.

Descent EPR is at Idle, indications at high altitudes 0.75 - 0.80 at low to circuit altitudes 0.90 - 0.95.

Pitch attitude for T/O is 13 - 15 degrees, If you do it correctly the aircraft speed should stabilise at V2+15 to V2+25 for two engines and V2 to V2+15 for single engine.

Pitch attitude for climb are

Alt 160T 200T 240T 280T
SL 12.0 10.5 9.5 9.0
10000 10.0 8.5 8.0 8.0
20000 7.5 7.0 6.5 6.5
30000 4.5 4.5 4.0 4.0

Pitch attitude for CRZ are

Alt 160T 200T 240T 280T
40000 2.0 2.5
35000 1.5 2.0 2.5 3.0
30000 1.5 2.0 3.0 3.5

Pitch attitude for descent

Alt 160T 200T 240T 280T
40000 -1.0 -0.5
30000 -1.5 -0.5 0.5 1.0
20000 -1.0 0.0 0.5 1.5
10000 -1.5 -0.5 0.5 1.5
SL -1.5 -0.5 0.5 1.5

The TOGA Switches are on the forward side of the Thrust Levers Put your hand over the top of the levers and the TOGA switches are directly below the end of your fingers. They are operated by pushing down. Pushing either or both will activate the TOGA Command. The Auto Throttle ON Switches (two of them are on the left hand end (On is up) of the MCP Panel ( MCP is in the middle at glareshield level)

Climb EPR Reduction depends on whether you are using MAX CLB, CLB1 or CLB2. Settings can vary from virtually none if you are using a high derate for T/O) or Max T/O Pwr to Max CLB Pwr in the range of 1.57 down to 1.22, (see figures above.)

Flap 5 Speed shows up automatically on the bug on the Airspeed scale (LHS of PFD) varies from 153 KIAS at 140T to 201 KIAS at 280T

FPV is the Flight Path Vector. (Also known as " the Bird") it is selctable on or off to each Pilots PFD through each pilots Controller at the outborad side of the Glare Shield Panels If you want to fly level keep the FPV on the O degree mark. The FPV may be out to the left or right of centre and this indicates drift.

Engine fire switches immediately aft of the thrust levers on the central pedestal. APU and cargo fire in the overhead centre top.

No RMDI as such but VOR and ADF Information can be displayed on the ND (the inboard screen on each panel). The ADFs and VORs are tuned through the FMCs (Look for the Nav/Rad selection) and are selectable for display from each pilots display control (Glareshield outboard Panel). Once you have fed the data into the FMC the receiver(s) tune automatically.

Engine inoperative landing can be done at Flaps 20, 25 or 30.

Flaps 20 gives an 11 or 12 kts higher V Ref than Flap 30. If you are anywhere near max landing weight or below it handles eng inop landings at F30 perfectly OK (These are mighty powerful engines and at max landing weight Pwr to weight ratio even with one eng inop is very good compared to other aircraft that we all have probably have flown).

Individual operators may have a policy about 1 Eng inop landings which may say that Flap 20 are to be used. Mr Boeing has certified the machine for either 20, 25, or 30 for both 2 and 1 engine landings.

Good luck with the assessment and enjoy the exposure to the "Tripler"

:)

[mustafagander]

To expand a bit on the FPV.

It shows, as the name suggests, the flight path angle relative to the horizon. To fly level, keep it on the horizon line - pure gold for circuits - and keep it there as you configure. To descend on the ILS or CDA, put it on -3* and keep it there as you configure. Beware!! It only shows pitch in a calibrated form, drift is not really usable except to know which way the a/c is actually drifting.

Be a bit careful on rotate. Rotate at around 3* per second and keep pulling to get to your calculated rotate angle. A quick snatch rotate can easily whack the tail. Rotating to 13* (B744) can seem to take forever and the tendency is to want "to get it over with". As well it can be tempting to under rotate - use the ADI, glance at the pitch attitude as you sweat keeping the wings level.

Good luck!!

[Bolty McBolt]

The 300 series are engined by the GE 90 series engines where the power output is referenced to N1.

I hate to be a pedant but. Please don’t tell SQ they have a dozen aircraft that don't exist..

The 777 200LR and the 777-300 ER have the GE90-115 engine

[dianapilot]

Wow.
Thank you.Enough info to start the research.
So should I ll try to know what kind of SIM will I have to know if I have to expect N1 and EGT, or EPR,N1,EGT on the CRT1.

I m quite excited with this EK assessment.They told me it will be a visual circuit then a V1 cut,but of course it helps no know a little bit what to expect.
Is there any standard profile to fly a Visual circuit?can you keep Flaps 5 on the pattern?

Thank you so much :-)