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taken if the primary trim technique results in an unacceptable bank angle or
excessive rudder trim. The alternate technique uses both rudder and aileron trim
to neutralize a rolling condition using the bank pointer as reference.
Note: Large trim requirements may indicate the need for maintenance and should
be noted in the airplane log.
Drag Factors Due to Trim Technique
If the control wheel is displaced to the point of spoiler deflection a significant
increase in aerodynamic drag results. Additionally, any rigging deviation that
results in early spoiler actuation causes a significant increase in drag per unit of
trim. These conditions result in increased fuel consumption. Small out of trim
conditions affect fuel flow by less than 1%, if no spoilers are deflected.
Note: Aileron trim may be required for significant fuel imbalance, airplane
damage, or flight control system malfunctions.
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) 1.31
Primary Rudder Trim Technique
It is recommended that the autopilot remain engaged while accomplishing the
primary rudder trim technique (using rudder trim only). After completing this
technique, if the autopilot is disconnected, the airplane should maintain a constant
heading.
The following steps define the primary rudder trim technique:
• set symmetrical thrust
• balance fuel if required
• ensure the autopilot is engaged in HDG SEL or HDG HOLD and
stabilized for at least 30 seconds
• trim the rudder in the direction corresponding to the down (low) side of
the control wheel until the control wheel indicates level. The indices on
top of the control wheel should be used to ensure a level wheel condition.
The airplane is properly trimmed when the control wheel is level, (zero
index). As speed, gross weight, or altitude change, trim requirements may
also change. In a proper trim condition, there may be a slight forward slip
(slight bank angle indicated on the bank pointer) and a slight deflection of
the slip/skid indicator, which is acceptable.
Alternate Rudder Trim Technique
777-200 - 777-300ER
The alternate rudder trim technique is used if the primary trim technique results in
an unacceptable bank angle, excessive rudder trim, or if a more accurate dual axis
trim is required.
The following steps define the alternate rudder trim technique:
• set symmetrical thrust
• balance fuel if required
• verify rudder trim is zero
• ensure the autopilot is engaged in HDG SEL or HDG HOLD and
stabilized for at least 30 seconds
• trim the rudder in the direction corresponding to the down (low) side of
the control wheel until the bank indicates level (no bank angle indicated
on the bank pointer). Apply rudder trim incrementally, allowing the bank
to stabilize after each trim input. Large trim inputs are more difficult to
coordinate. The airplane is properly trimmed when the bank angle on the
bank pointer indicates zero. If the airplane is properly rigged, the control
wheel should indicate approximately level. The resultant control wheel
condition indicates the true aileron (roll) trim of the airplane being used
by the autopilot.
October 31, 2006
777/787 Flight Crew Training Manual
General Information
Copyright © The Boeing Company. See title page for details.
1.32 FCT 777/787 Preliminary (TM)
After completing the alternate rudder trim technique, if the autopilot is disengaged
the airplane may have a rolling tendency. Hold the wings level using the sky
pointer as reference. Trim out any control wheel forces using the aileron trim
switches. If properly trimmed, the airplane holds a constant heading and the
aileron trim reading on the wheel/column agrees with what was seen while the
autopilot was engaged. Aileron trim inputs require additional time and should be
accomplished prior to final approach.
Flight Management Computer(s)/CDUs
The Flight Management System provides the crew with navigation and
performance information that can result in a significant crew workload reduction.
This workload reduction is fully realized when the system is operated as intended,
including proper preflight and timely changes in flight. FMC guidance must
always be monitored after any in flight changes. If flight plan changes occur
during periods of high workload or in areas of high traffic density, the crew should
not hesitate to revert to modes other than LNAV/VNAV.
During preflight, all flight plan or performance related FMC CDU entries made
　
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