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the ground cannot be seen, particularly in the oblique view across the flight deck.
Special care must be exercised in the parking area and while taxiing. When
parked, the pilot should rely on ground crew communications to a greater extent
to ensure a safe, coordinated operation.
The pilot’s seat should be adjusted for optimum eye position. The rudder pedals
should be adjusted so that it is possible to apply maximum braking with full rudder
deflection.
During taxiing, the pilot’s heels should be on the floor, sliding the feet up on the
rudder pedals only when required to apply brakes to slow the taxi speed, or when
maneuvering in close quarters on the parking ramp.
October 31, 2006
777/787 Flight Crew Training Manual
Ground Operations
Copyright © The Boeing Company. See title page for details.
FCT 777/787 Preliminary (TM) 2.5
Use of the Ground Maneuver Camera System (GMCS)
777-300
The GMCS, if available, can be useful in observing areas beneath the airplane.
The GMCS is designed to aid the flight crew in determining the location of the
nose and main gear wheels prior to or during turns while taxiing and its use should
be limited to this function.
Direct visual observation out the flight deck windows remains the primary means
of determining when to initiate turns and verifying airplane position relative to the
intended taxi path. The Ground Maneuver Taxi display may be used sparingly to
determine the proximity of the nose wheels and main gear to the taxi surface edge
and when the main gear have cleared the inside corner of a turn.
Note: Use caution not to fixate on or be distracted by the video display at the
expense of airplane control. Ensure at least one pilot is always looking
outside the airplane.
Due to the position of the tail-mounted cameras, the following normal conditions
may be observed:
• the formation of contrails just behind the engines
• venting of oil from the engines
• large displacement rapid flaperon movement.
No crew procedures or actions, except use as a reference during taxi operations,
are predicated on the use of the GMCS. EICAS alert messages remain the primary
means to direct the crew to the appropriate non-normal procedures. GMCS use
during takeoff, approach and landing is prohibited.
Thrust Use
Thrust use during ground operation demands sound judgment and technique. Even
at relatively low thrust the air blast effects from the large, high bypass engines can
be destructive and cause injury. Airplane response to thrust lever movement is
slow, particularly at high gross weights. Engine noise level in the flight deck is low
and not indicative of thrust output. Idle thrust is adequate for taxiing under most
conditions. A slightly higher thrust setting is required to begin taxiing. Allow time
for airplane response before increasing thrust further.
Excess thrust while taxiing may cause foreign objects to deflect into the lower aft
fuselage, stabilizer, or elevators, especially when the engines are over an
unimproved surface. Run-ups and taxi operations should only be conducted over
well maintained paved surfaces and runways.
Backing with Reverse Thrust
Backing with reverse thrust is prohibited.
October 31, 2006
777/787 Flight Crew Training Manual
Ground Operations
Copyright © The Boeing Company. See title page for details.
2.6 FCT 777/787 Preliminary (TM)
Taxi Speed and Braking
To begin taxi, release brakes, smoothly increase thrust to minimum required for
the airplane to roll forward, and then reduce thrust as required to maintain normal
taxi speed. A turn should normally not be started until sufficient forward speed has
been attained to carry the airplane through the turn at idle thrust.
The airplane may appear to be moving slower than it actually is due to the flight
deck height above the ground. Consequently, the tendency may be to taxi faster
than desired. This is especially true during runway turnoff after landing. The
ground speed display on the flight instruments may be used to determine actual
taxi speed. The appropriate taxi speed depends on turn radius and surface
condition.
Taxi speed should be closely monitored during taxi out, particularly when the
active runway is some distance from the departure gate. Normal taxi speed is
approximately 20 knots, adjusted for conditions. On long straight taxi routes,
speeds up to 30 knots are acceptable, however at speeds greater than 20 knots use
caution when using the nose wheel steering tiller to avoid overcontrolling the nose
wheels. When approaching a turn, speed should be slowed to an appropriate speed
for conditions. On a dry surface, use approximately 10 knots for turn angles
　
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