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1.44 FCT 777/787 Preliminary (TM)
To minimize the nuisance conventional characteristics, the control law generates
an elevator command which duplicates the normal pilot response in a
conventional airplane. For thrust changes and turbulence, the PFCs react to the
initial airplane pitch changes and automatically counter with elevator commands
so the pitch attitude and flight path remain relatively constant. For flap and
speedbrake configuration changes, the PFCs use the flap position and speedbrake
lever position to determine the elevator command required to minimize the
airplane response. The elevator command smoothly changes the airplane pitch
attitude so the flight path remains constant. For banked turns the control law uses
airplane bank angle to determine the elevator command required to minimize the
airplane pitch-down due to the bank angle. The elevator command smoothly
increases the airplane pitch attitude allowing a pilot to bank up to 30° and maintain
a constant flight path with minimal column input. All of these elevator commands
are made with no control column movement, similar to the way the yaw damper
works with respect to the rudder and pedals.
While these conventional handling characteristics are countered by the maneuver
demand control law, the conventional characteristic of “speed stability” has been
retained. The “speed stability” aspect of the pitch control law modifies the
maneuver demand effect by changing the airplane pitch attitude (and therefore
flight path) in response to deviations in airspeed from the trimmed airspeed. This
feature duplicates conventional airplane speed stability by providing the pilot with
column force cues associated with maintaining the original flight path. As on a
conventional airplane, trimming is required to reduce the column forces.
The 777 implementation of “maneuver demand” and “speed stability” in the pitch
axis control law means:
• an established flight path remains unchanged unless the pilot changes it
through a column input or the airspeed changes and speed stability takes
effect
• trimming is only required for airspeed changes.
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) 1.45
Pitch Axis Handling Characteristics
Conventional 777
Basic pitch control Pitch response varies
with c.g. and gross
weight
Consistent response
through-out c.g. and
gross weight range
(maneuver demand)
Airplane pitch response due to:
• thrust increase & decrease
• turbulence
• flap extension & retraction
• speedbrake extension &
retraction
• banked turns (up to 30°
bank)
Pilot counters with
column and/or trim
PFCs counter
(maneuver demand)
Airspeed changes Pilot counters with
column and trim
(speed stability)
Pilot counters with
column and trim
(speed stability)
October 31, 2006
777/787 Flight Crew Training Manual
General Information
Copyright © The Boeing Company. See title page for details.
1.46 FCT 777/787 Preliminary (TM)
Intentionally
Blank
October 31, 2006
777/787 Flight Crew Training Manual
Ground Operations Chapter 2
Table of Contents Section TOC
Copyright © The Boeing Company. See title page for details.
FCT 777/787 Preliminary (TM) 2.TOC.1
2.TOC Ground Operations-Table of Contents
Preface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.1
Preflight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.1
Takeoff Briefing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.1
Push Back or Towing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.2
Taxi . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.2
Taxi General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.2
Airport Map Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4
Flight Deck Perspective . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4
Thrust Use . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5
Backing with Reverse Thrust . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5
Taxi Speed and Braking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.6
　
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