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Airspeed Flaps up maneuvering speed V2
Landing Gear Up Down
Flaps Up 20
Thrust As Required MCT
When In Trim - Retard one thrust lever to idle
Controls - Apply to maintain heading, wings level
Rudder - Apply to center control wheel
Airspeed - Maintain with thrust (Condition One) Pitch (Condition Two)
Trim - As required to relieve control forces
October 31, 2006
777/787 Flight Crew Training Manual
Maneuvers
Copyright © The Boeing Company. See title page for details.
FCT 777/787 Preliminary (TM) 7.3
One engine out controllability is excellent during takeoff roll and after lift-off.
Minimum control speed in the air is below VR and VREF.
777-200 - 777-300ER
Rudder and Lateral Control (TAC Inoperative)
777-200 - 777-300ER
This familiarization is performed to develop proficiency in handling the airplane
with an engine inoperative. It also helps to gain insight into rudder control
requirements.
Under instrument conditions the instrument scan is centered around the attitude
indicator. Roll is usually the first indication of an asymmetric condition. Roll
control (ailerons) should be used to hold the wings level or maintain the desired
bank angle. Stop the yaw by smoothly applying rudder at the same rate that thrust
changes. When the rudder input is correct, very little control wheel displacement
is necessary. Refine the rudder input as required and trim the rudder so the control
wheel remains approximately level.
When the rudder is trimmed to level the control wheel, the airplane maintains
heading. A small amount of bank toward the operating engine may be noticeable
on the bank indicator. The slip/skid indicator is displaced slightly toward the
operating engine.
If the airplane is trimmed with too much control wheel displacement, full lateral
control is not available and spoilers on one wing may be raised, increasing drag.
Make turns at a constant airspeed and hold the rudder displacement constant. Do
not attempt to coordinate rudder and lateral control in turns. Rudder pedal inputs
produce roll due to yaw and induce the pilot to counter rudder oscillations with
opposite control wheel.
The following figure shows correct and incorrect use of the rudder.
If an engine failure occurs with the autopilot engaged, manually position the
rudder to approximately center the control wheel and add thrust. Trim the rudder
to relieve rudder pedal pressure.
October 31, 2006
777/787 Flight Crew Training Manual
Maneuvers
Copyright © The Boeing Company. See title page for details.
7.4 FCT 777/787 Preliminary (TM)
Rudder and Lateral Control
787-8
Engine out familiarization is performed to demonstrate that an engine failure does
not require pilot input to control the yaw produced by the asymmetrical thrust
condition as in previous airplanes. The flight control system automatically
provides rudder input to reduce or eliminate the rudder input required by the pilot.
To provide an indication of the engine failure, the flight control system does not
initially fully compensate for the yaw. However, within a few seconds, sufficient
rudder is input to center the control wheel.
The following diagram indicates the position of the control column and rudder
pedals in a right engine out condition. Note that the control wheel is approximately
level while the rudder pedals are automatically deflected to compensate for the
asymmetrical thrust condition. The slip/skid indicator shows a skid indication
toward the operating engine.
(Recommended)
Control wheel
approximately level,
slip/skid indication slightly
out, rudder as required
Wheel only
No rudder
Not enough
rudder
Too much
rudder
Incorrect Incorrect Incorrect
Condition: Engine out right wing.
Correct
October 31, 2006
777/787 Flight Crew Training Manual
Maneuvers
Copyright © The Boeing Company. See title page for details.
FCT 777/787 Preliminary (TM) 7.5
Rudder and Lateral Control (TAC Operative)
777-200 - 777-300ER
Engine out familiarization can also be performed with TAC operating to
demonstrate its function. With TAC, an engine failure does not affect yaw as much
as previous airplanes because the TAC rudder input greatly reduces the rudder
input required from the pilot.
To provide an indication of the engine failure TAC does not initially fully
compensate for the yaw. Within a few seconds, sufficient rudder is input by TAC
to center the control wheel.
Thrust and Airspeed
If not thrust limited, apply additional thrust, if required, to control the airspeed.
The total two engine fuel flow existing at the time of engine failure may be used
　
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