B777 flare technique
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B777 flare technique
Hi guys,
Not a single hour as a pilot on that fantastic bird, but have noticed during my positioning flights superb smooth landings, better than those ones made on the 744.
I'm really curious, is there any 'secret receipt' for it?
Any difference between the -200 and -300 series?
Thanks.
Not a single hour as a pilot on that fantastic bird, but have noticed during my positioning flights superb smooth landings, better than those ones made on the 744.
I'm really curious, is there any 'secret receipt' for it?
Any difference between the -200 and -300 series?
Thanks.
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Very small changes of attitude are the secret hamil, from a well set up stable approach at 1000ft.
It's only a small "check" (slight pull back on control column) of 1 to 2 degrees pitch change on the 777 to alleviate rate of descent, as thrust is pulled off (conditions depending, off course).
It's very much a "drive it in" approach with the 777-200 & 300's with the 300 more critical on pitch changes especially on a last minute go'around where tail-strike is a real issue (They both have tail-skid protections).
B737NG's & B747 much the same on attitude changes at flare.
Happy landings
It's only a small "check" (slight pull back on control column) of 1 to 2 degrees pitch change on the 777 to alleviate rate of descent, as thrust is pulled off (conditions depending, off course).
It's very much a "drive it in" approach with the 777-200 & 300's with the 300 more critical on pitch changes especially on a last minute go'around where tail-strike is a real issue (They both have tail-skid protections).
B737NG's & B747 much the same on attitude changes at flare.
Happy landings
Big wing, more than needed at usual landing weights in the -200, giving significant ground effect, especially if you’re a few knots over approaching the flare.
My experience has been that the best landings (comfort wise) are when you touch down with a small RoD, 100-200fpm, taking up the slack in the oleos before the speed brakes deploy and do it forcefully.
It is very easy to over-flare the 777, like others have said it is just a small check and hold, unless you’re going down fast at slow speed. Too pronounced a rotation gives a short fly-by followed by a bit of a thump as by then the speed has decayed.
The -300 with much higher landing weights on a wing that is not that much larger than the -200 means significantly higher speeds, so a higher RoD into the flare. The longer fuselage plays a part but I don’t really change my technique for the -300 as it’s too subtle for a coarse pilot like me...
My experience has been that the best landings (comfort wise) are when you touch down with a small RoD, 100-200fpm, taking up the slack in the oleos before the speed brakes deploy and do it forcefully.
It is very easy to over-flare the 777, like others have said it is just a small check and hold, unless you’re going down fast at slow speed. Too pronounced a rotation gives a short fly-by followed by a bit of a thump as by then the speed has decayed.
The -300 with much higher landing weights on a wing that is not that much larger than the -200 means significantly higher speeds, so a higher RoD into the flare. The longer fuselage plays a part but I don’t really change my technique for the -300 as it’s too subtle for a coarse pilot like me...
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There are three simple rules to grease any airplane on every time. Unfortunately, nobody knows what they are.
1) Rudder on top. Wheels on bottom.
2) Undercarriage extended.
3) Speed < Vne
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FBW flare mode?
There has been a lot of discussion about the flare mode in Airbus FBW control laws. I'm wondering, does the B777 also have a flare mode in its FBW, and if so, how does it work?
