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If the outside air temperature (OAT) is different from standard atmospheric
temperature (ISA), barometric altimeter errors result due to non-standard air
density. Larger temperature differences from standard result in larger altimeter
errors. When the temperature is warmer than ISA, true altitude is higher than
indicated altitude. When the temperature is colder than ISA, true altitude is lower
than indicated altitude. Extremely low temperatures create significant altimeter
errors and greater potential for reduced terrain clearance. These errors increase
with higher airplane altitudes above the altimeter source.
Operators should consider doing the Cold Temperature Altitude Corrections
Supplementary Procedure in the FCOM when altimeter errors become
appreciable, especially where high terrain and/or obstacles exist near airports in
combination with very cold temperatures (-30°C/ -22°F or colder). Further,
operators should also consider correcting en route minimum altitudes and/or flight
levels where terrain clearance is a factor. In some cases corrections may be
appropriate for temperatures between 0°C and -30°C.
Operators should coordinate with local and en route air traffic control facilities for
each cold weather airport or route in their system. Coordination should include:
• confirmation that minimum assigned altitudes or flight levels provide
adequate terrain clearance for the coldest expected temperatures
• cold weather altitude correction procedures to be used for published
procedures, to include the table being used
• a determination of which procedures or routes, if any, that have been
designed for cold temperatures and can be flown as published (without
altitude corrections).
Pilots should note that for very cold temperatures, when flying published
minimum altitudes significantly above the airport, altimeter errors can exceed
1000 feet, resulting in potentially unsafe terrain clearance if no corrections are
made.
October 31, 2006
777/787 Flight Crew Training Manual
General Information
Copyright © The Boeing Company. See title page for details.
FCT 777/787 Preliminary (TM) 1.29
Operation in Icing Conditions
Boeing airplanes are certified to all applicable airworthiness regulations regarding
flight in icing conditions. Operators are required to observe all operational
procedures concerning flight in these conditions.
Although the process of certifying jet transport airplanes for operation in icing
conditions involves many conservative practices, these practices have never been
intended to validate operations of unlimited duration in severe icing conditions.
The safest course of action is to avoid prolonged operation in moderate to severe
icing conditions.
Training Flights
Multiple approaches and/or touch and go landings in icing conditions may result
in significant ice accumulations beyond those experienced during typical revenue
flights. This may result in fan blade damage as a result of ice accumulation on
unheated surfaces shedding into the engines.
October 31, 2006
777/787 Flight Crew Training Manual
General Information
Copyright © The Boeing Company. See title page for details.
1.30 FCT 777/787 Preliminary (TM)
Recommended Rudder Trim Technique
777-200 - 777-300ER
This section describes two techniques for properly trimming the rudder. It is
assumed that the airplane is properly rigged and in normal cruise. The primary
technique uses rudder trim only to level the control wheel and is an acceptable and
effective method for trimming the airplane. It is approximately equal to a
minimum drag condition. This technique is usable for normal as well as many
non-normal conditions. For some non-normal conditions, such as engine failure
with TAC inoperative, this technique is the preferred method and provides near
minimum drag.
787-8
Flight control laws automatically compensate for thrust asymmetry or an out of
rig condition by automatically inputting rudder trim as needed. Manual rudder
trim should not be required in the normal mode of operation. If the pilot detects
that the flight control system is not maintaining the proper rudder trim, or when
operating in the secondary or direct mode, the primary rudder trim technique may
be used. The primary technique uses rudder trim only to level the control wheel
and is an acceptable and effective method for trimming the airplane. It is
approximately equal to a minimum drag condition.
777-200 - 777-300ER
The alternate technique may provide a more accurate trim condition when the roll
is caused by a roll imbalance. In addition, this technique outlines the steps to be
　
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