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Upset Recovery Techniques . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.30
Windshear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.31
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.31
Airplane Performance in Windshear . . . . . . . . . . . . . . . . . . . . . . . 7.31
Avoidance, Precautions and Recovery . . . . . . . . . . . . . . . . . . . . . . 7.32
October 31, 2006
777/787 Flight Crew Training Manual
Maneuvers Chapter 7
Copyright © The Boeing Company. See title page for details.
FCT 777/787 Preliminary (TM) 7.1
7. Maneuvers- Preface
This chapter outlines the recommended operating practices and techniques used
during maneuvers in both the training and operational environment. The flight
profile illustrations represent the Boeing recommended basic configuration during
the accomplishment of the flight maneuvers, and provides a basis for
standardization and crew coordination.
Maneuvering for events such as Approach to Stall Recovery, Terrain Avoidance,
Traffic Avoidance, Upset Recovery, or Windshear may result in deviation from the
ATC clearance. The crew should expeditiously return to the applicable ATC
clearance immediately following such maneuvering unless otherwise directed.
Acceleration to and Deceleration from VMO
Acceleration to and deceleration from VMO demonstrates performance
capabilities and response to speed, thrust, and configuration changes throughout
the medium altitude speed range of the airplane. This maneuver is performed in
the full flight simulator and is for demonstration purposes only. It is normally
performed at 10,000 to 15,000 feet, simulating slowdown to 250 knots due to
speed restrictions.
VMO is a structural limitation and is the maximum operating indicated airspeed.
It is a constant airspeed from sea level to the altitude where VMO and MMO
coincide. MMO is the structural limitation above this altitude. Sufficient thrust is
available to exceed VMO in level flight at lower altitudes. Failure to reduce to
cruise thrust in level flight can result in excessive airspeed.
Begin the maneuver at existing cruise speed with the autothrottle connected and
the autopilot disconnected. Set command speed to VMO. As speed increases
observe:
• nose down trim required to keep airplane in trim and maintain level flight
• handling qualities during acceleration
• autothrottle protection at VMO.
At a stabilized speed just below VMO execute turns at high speed while
maintaining altitude. Next, accelerate above VMO by disconnecting the
autothrottle and increasing thrust.
When the overspeed warning occurs reduce thrust levers to idle, set command
speed to 250 knots, and decelerate to command speed. Since the airplane is
aerodynamically clean, any residual thrust results in a longer deceleration time. As
airspeed decreases observe that nose up trim is required to keep airplane in trim
and maintain level flight. During deceleration note the distance traveled from the
time the overspeed warning stops until reaching 250 knots.
October 31, 2006
777/787 Flight Crew Training Manual
Maneuvers
Copyright © The Boeing Company. See title page for details.
7.2 FCT 777/787 Preliminary (TM)
Once stabilized at 250 knots, set command speed to flaps up maneuvering speed
and decelerate to command speed, again noting the distance traveled during
deceleration. Observe the handling qualities of the airplane during deceleration.
This maneuver may be repeated using speedbrakes to compare deceleration times
and distances.
Overspeed Protection
The object of the overspeed maneuver is to familiarize the pilot with airplane
handling characteristics at and above VMO. It is not intended that the pilot should
ever fly at airspeeds in excess of VMO.
While descending, select the V/S mode and increase the descent rate to 5000 feet
per minute. Disengage the autopilot and trim as the airspeed increases. The
airplane cannot be trimmed to an airspeed above VMO/MMO. As the airspeed
increases above VMO, forward column pressure must be maintained to remain
above VMO. Release pressure and the airplane pitch increases to reduce the
airspeed to VMO.
Note: This maneuver is for demonstration purposes only and is performed in the
simulator only.
Engine Out Familiarization
777-200 - 777-300ER
The exercises shown in the following table are performed to develop proficiency
in handling the airplane with one engine inoperative and gain familiarization with
rudder control requirements.
777-200 - 777-300ER
Condition One Condition Two
　
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