Capt - Darryl Tarr b777 Performance

EMIRATES B‐777 08 March 2013
Page 1 of 34 12. PRACTICAL PERFORMANCE By Captain Darryl Tarr, TRE B777 STUDY GUIDE
Section 2: General: June 201 O:
Airplane Flight Manual CAFM):
Today's Boeing aircraft are delivered with TWO versions of the AFM. The typical paper version in the form of Manuals and binders, and a software version (DVD), called the AFM-DPI (Airplane
Flight Manual Digital Performance Information).
The AFM-DPI contains a huge database consisting of precise algorithms for all performance requirements. One particular module of the AFM-DPI contains the entire take-off and landing data
and is called the BTM (Boeing Takeoff Module).
The BTM has many functions , but in order to keep it simple the main ones are:
a. Provides the data for the OPT (Onboard Performance Tool ), for class one laptops and class two and three EFB's.
b. To produce paper RTOW Charts.
PmFORMA"ICEIOPERa.'l lONB(X)CUNENTS >\NO SOFTWARE
777 Performance and Operations

D ocu men ts and Softwa1·e
AFM-DPI
•
BoelngTabotl'
Module
•
OPT/RTOW
Section 4: Minimum Equipment List I Configuration Deviation List (MEL/COL): June 2010:
The fol/awing information is contained in the QRH Checklist Introduction Cl.2.1to2.8, FCOM Normal Procedures NP.11.2I10.60.1to10.60.12I15.20.1to15.20.4, FCTM General Information
1.1, and MEL Section 2 Definitions and Preamble.
The MEL/CDL is a document that allows the airplane to fly with certain items defective, inoperative, or even missing, yet still maintain a high level of SAFETY.
The Company's view on the MEL is that it is a Pre-Dispatch document and after dispatch it should be used only for guidance purposes.
Unfortunately this goes against the design philosophy of the Boeing 777 where the MEL is actually a Pre-Takeoff document and is 100% limiting whilst the airplane is on the
ground.
The Company' s definition of "Dispatch" is the moment at which the ground engineer is released prior to taxi (MEL Section 2 Preamble). This is a Company SOP and applies to all fleets.
Note: The Company's definition of dispatch text has been inserted into the MEL by someone and does NOT appear in the original Boeing MEL text, because:
The Boeing 777 point of Dispatch is actually "engine start" (when you select the first fuel control switch to the RUN position). This is a systems design philosophy and it is at this point that the
EICAS Status~ is INHIBITED until 30 minutes after lift-off (FCOM 15.10.2).
Why· because EICAS Status messages annunciate system failures that affect disoatch. A status message in absence of an Alert message indicates a loss of system redundancy, not function,
therefore does nd require flight crew action once dispatched. System failures that require flight crew attention ancVor action are annunciated by Alert level messages (Warning, Caution,
Advisory)
So what Boeing is saying is that after engine start it is not necessary to check the Status page as any message having an adv erse effect on the safe continuation of the flight, requiring crew
attention , will appear as an EICAS alert message. There is haweverone exception to this rule and that is explained in detail in the examples be/aw.
This is the recommended way how to deal with the MEL.
1. Before engine start the crew must review all EICAS Alert messages and Status display. If there are unexpected messages:
• Verify that the system controls are set correctly

• If appropriate check the respective circuit breaker (on the ground confirm with maintenance before doing a reset as they may be working on it)
• Test the respective system light as needed
• Check the MEL
• Decide if maintenance is needed
2. If during or after engine start and before takeoff, there is an EICAS Alert message (Warning , Caution, Advisory):
• Do the respective Non-Nonnal Checklist (which includes reading the condition statement for EICAS alert messages without icons)
• Check the MEL
When you consult the MEL; if the failure is very serious then the MEL will offer no relief. In other words you should NOT fly with this failure. This can be indicated by the phrase "No Dispatch"
in the EICAS Messages Cross Reference List (MEL Item Column).
Actually the original Boeing text uses the phrase NONE to indicate that there is no relief available as the failure is critical to the safety of the flight However; Someone has tampered with the
Master MEL by replacing all the NONE's to say No Dispatch. This may lead some crew into believing that the MEL is nd limiting after dispatch when in fact the MEL is 100% limiting whilst the
airplane is on the ground. The bottom line is this; when you see the phrase No Dispatch it means No Takeoff Allowed.
Minimum Equipment List lMELl & Configuration Deviation List (COL)
Boeing Policy Emirates Policy

Condition
Before Engine Start Review EICAS ALERT messages and STATUS display As per Boeing
If there are unexpected messages:
• Consult the MEL
• Decide if maintenance is needed
(FCOM NP.11 .2)
Point of Dispatch Wlen the first Engine is Started Grol..l"ld Engineer Dismissed
Does the MEL apply after Dispatch? YES. The MEL is 100% LIMITING whilst the airplane is on the YES. Howev er; Emirates vi ew the MEL as a
ground (up until the takeoff point) pre-dispatch document and after dispatch it
should be used only for guidance purposes
(FCOM NP.11.2 / QRH Cl.2.3 /MEL Section 2 Definitions and Preamble) (MEL Section 2 Preamble)
During ENGINE Start and prior to takeoff, a. Do the respective NNC (if no Checklist ICON is present you a. As per Boeing
if there are any EICAS ALERT Messages should still read the condition statement)
the crew M,Yn: b. Consult the MEL in co-ordination with EK
b. Consult the MEL to determine if RELIEF is available Maintenance (MCC
c. If No Di spatch is displayed in the "MEL Item" Column then there c. As per Boeing (however ; on some occasions
is NO RELIEF for this condition and the airplane MUST return the flight has continued as the crew thought
to the gate for maintenance the MEL is longer applicable because they
have di ~e_atched
d. If a "MEL Item " reference number is given then ; consult the
appropriate page. Both Maintenance (M) and Operational (0) d. If there is no communication with MCC th en
requirements are 100% limiting. This is the "PROV/SOR" for Both Maintenance (M) and Operational (0 )
the SAFE continuation of the flight requirements are 100% Limiting
(As per Boeing)
e. If you have communication with MCC then

you will both review the situation.
Does the MEL apply after takeoff? NO; the ECL or QRH provide procedures required for Non-Normal
Conditions in-flight HOWEVER: As per Boeing
• If you have dispatched with an MEL/COL item, there may be
additional operational procedural requirements for the flight
Optimization:
\M"lat is optimization? Simply put optimization is when the take-off performance software takes advantage of certain parameters such as; excess runway available, stopway, clearway, headwind,
ambient temperature and pressure, to name a few, and will varies V1 . VR, V2, and the Take-off Flap Setting in order to achieve the following :
• The Maximum Take-off Weight and or,

• The Maximum Thrust reduction
Hence the very high take-off speeds we often see during our takeoff performance calculations. There are several ways to optimize namely: V1NR ratio, V2NS ratio, and Flap position.
Remember; although the computer optimizes where required , the performance requirements for field , climb, obstacle, tire, brake energy etc, are still kept within the certification rules.
Take-off Rotation:
As you know an aircraft pitches around the lateral axis when in-flight. The lateral axis is located on the aircrafts Center of Gravity. During take-off, whilst the aircraft is still on the ground, the
rotation axis is through the landing gear truck tilt axis. This is because the landing gear is behind the aircrafts CG (see diagram below).
Therefore the aircraft is trying to rotate around the CG; which is physically impossible as you are still on the ground . This moment arm (between the CG and landing gear) creates a tremendous
amount of additional downward pressure on the tires. Once lift-off occurs everything returns to normal (meaning any further increase in the aircrafts pitch attitude will allow rotation around the
CG (the lateral axis)). Now the tail section and landing gear are rotating towards the ground, hence most tail strikes actually occur shortly after lift-off (VLOF).
1. Here we can see A6-ECG, one of our B777-300ER/ULR (B77W), just before VLOF. This model has Semi-Levered Gear \o\lhich means
that during takeoff, the front actuators lock to restrict rotation of the main gear trucks. This allows takeoff rotation about the aft \o\lheel axle,
thus increasing tail clearance and general performance.
2. It is important to understand that once the main struts (oleos') have reached full extension, the function of the semi-levered gear is no
longer required and the front actuators unlock to allow the main gear trucks to tilt aft. (This is evident in the photo above)
3. At this exact point in time the left and right main gear are NOT supporting the aircrafts weight and pitch rotation is now through the
airplanes Center of Gravity.
4. As the aircrafts height increases the trucks \Mii continue to tilt to their max imum geometric angle, only then \Mii the main gear lift off.
Visual Approach Guidelines SLIDE# 1 (for training purposes only) Author: Darryl Tarr May 2010
Dashed Runway Centerline extends
to 14.2 NM from the threshold
(as displayed on the ND)
8 NM Runway-related FIX Runway Threshold FIX

LEGS Page: RX07R ... ..... Speed/ 2670 LEGS Page: RWY 07R ........ Speed I 0120
l l
- - - - - - - _ . . .,._____________ ,._____________________
DIP/ VDP
. Karachi Runw ay O?R
----------
~
_
RX07R RW07R
)- This approach has been built MANUALLY:

1. Line select Runway 07R
2. Enter 8NM for RWY EXT (this creates a Runway-related fix-waypoint RX 07R)
3. Build a 3 Degree Slope of 318' per NM (remember to add 50' for the threshold crossing height+ the threshold elevation)
<! >
>
This approach will be flown in LNAV and VS
Manually tune appropriate NAV AIDS (VOR I NOB) for additional Raw Data monitoring and Situational Awareness
> Display Position on the ND (Select POS on the EFIS Control Panel)
> When appropriate(+/- 20 DME), ask ATC if you can self position for a 8 NM final ; or to vector you for an 8 NM final
> If ''YES" for a self position : Line select Direct TO RX 07R I Execute I Engage LNAV
> Descend early as you need to intercept the VNAV profile from below (see next slide)
> Configure early to Flaps 5 (suggest commence flap extension no later then 15 track miles to touchdown , or 7 NM prior to RX 07R)
> ~ waypoint RX 07R (8 NM FIX) :
1. Call "GEAR DOWN, FLAPS 20" I Set FLAPS 20 Speed I Arm the SPEE DB RAKES
2. Set 1000' on MC P Altitude Selector
3. Engage VS, Set "O" (ZERO) to Maintain Level Flight
(Continued on Slide# 2)
Visual Approach Guidelines SLIDE # 2 (for training purposes only) Author : Darryl Tarr May 2010
RX07R
RadarV ectoring Altitude

(Minim um 1600' for KH I)
1000'
RW07R
8 NM
Karachi Runway 07R
> When intercepting the VNA.V PATH (your Descent Initialization Point)
(VNA.V Path Pointer approaching the middle of the VNA.V Deviati on Scale, as displayed on the ND)
> Call "FLAPS 30, Landing Checklist" I Set VREF + 5
> Descend usingVS (set initialty-1000)
NOTE:
Technically this is your Visual Descent Point (VDP). You must have satisfied the foll awing THREE requirements before
you can commencethe final descent:
1. Be visual with the ground and surroundingterrain,
2. Have act\lised ATC that you are visual, .and
3. ATC must have cleared you for the approach
> Approaching 1000' (if safe to continuevisually), Set MAA on MCP I Continueth e descent
> Disconnect the AIP by the latest at 200' RA (FCOM Limitation)
Section 10: OPT User Guide:
Landing Performance:
The following document describes the practical application of the OPT when used to calculate your Landing Performance (during Normal Operations). Landing Performance can vary
considerably between Di spatch and Enroute, as there are certain fundamental differences between the two. For obvious reasons the certification requirements and background theory have
been kept to an absolute minimum in this document, and the techniques described are based on the New OPT (Revision 3.5).
Enroute Performance Calculations during Normal Operations:
Enroute Performance Calculations for Landing can essentially be split into TWO categories:
1. Landing Distance (actual unfactored distance from 50' over the threshold to a complete STOP, and does include 305m of air distance)
2. Approach Climb (the Go-Around Climb Gradient, which will be adjusted by the crew to satisfy the approach flown - including the missed approach)
Note: Approach Climb assumes the following configuration: ENG FAIL, Flaps 20, Gear UP, Minimum Climb Gradient of 2.1% (but should be appropriately adjusted by the crew)
When appropriate, use the following method to calculate your Normal Configuration Landing Distance and Approach Climb for the Expected Runway:
1. SHOW LAN DING Bezel Key - Select
2. SHOW ENROUTE Bezel Key - Select
Enter the Landing Airport I Landing Runway I Runway Condition

Enter the expected conditions from the ATIS in the appropriate Left Column Fields
Enter the appropriate selections in the Right Column Fields (FLA PS I AUTOBRAKE, etc.)
Non-Normal Configuration - Select NONE I Select COMPLETE
3. G/A % Field; This defaults to 2.5% but should be adjusted as follows :
If the Published Gradient is NOT mentioned on the LIDO Chart, and the MAP is straight ahead , leave at 2.5% . (Example: OMDB ILS 30L - Leave at 2.5%)
If the Published Gradient is NOT mentioned on the LI DO Chart, and the MAP requi res a Turn, add 0.6%. (Example: EGLL ILS 27L - Enter 3.1 %)
If the Published Gradient is higher that 2.5%, and the MAP is straight ahead, enter the published gradient. (Example: LTBA ILS 05 - Enter 3.5%)
If the Published Gradient is higher than 2.5%, and the MAP requires a Turn, add 0.6% to the published gradient (Example: VHHH ILS 07L - Enter 7.6%)
Note: If the Published Missed Approach Gradient is NOT mentioned on the LIDO Chart - then, by design, the Gradient assumes 2.5% Net.
4. LANDING WEIGHT Field: Enter the expected Landing Weight.
There are many ways to calculate the expected landing weight, however, perhaps the most appropriate method is this: Add the Destination Fuel (CDU Progress Page 1/4) to your ZFW.
5. CALC Bezel Key - Select
The OPT will now perform TWO calculations simultaneously (Approach Climb and Actual Landing Distance)
Approach Climb Methodology:
a) The OPT will take into account the GIA% Field Entry
b) Approach Climb will always assume an engine failure during the Go-Around (ENG FAI L, Flaps 20, Gear UP)
6. Possible Flagged Messages:
Predicted Enroute field length exceeds landing distance available

Required Go-Around Gradient exceeds available
The first flagged message indicates that you are Field Length Limited. In this case increase the selected AUTOBRAKE setting and re-calculate.
The second flagged message indicates that you are Approach Climb Limited. Therefore following the Published MAP (ENG INOP is NOT an option, as terrain clearance is NOT assured.
Note: The absence of a Flagged Message indicates that you do have the required Go-Around Climb performance (ENG INOP . and can safely follow the Published MAP.
Note: There is a common misconception amongst some of our crews where they think that the Go-Around Flagged Message indicates that they cannot achieve the Published Missed
Approach Gradient whilst on TWO engines. This is incorrect. Remember the Approach Climb configuration is for the "worst case scenario" (ENG FAIL, F20, Gear UP).
Here are some examples of your Go-Around Climb capability whilst on TWO engines (NORMAL OPS):
a) During Automatic Flight the first push of either TO/GA switch activates the autothrottle in (THR) mode to establish a 2,000 FPM climb. Assuming your
approach speed was 150 knots, your climb gradient will be in excess of 13% (Gradient = ROC divided by GS)
b) A second push of the TO/GA switch activates the autothrottle in (THR REF) mode for full go-around thrust and your climb gradient could be in excess of 20%
Practical Application:
The following method best describes how to prepare for an approach when you are Approach Climb Limited, during Normal Operations.
Note: There is no requirement to advise ATC of your EOP routing during Normal Operations. ATC will only be advised should the emergency occur, just like we do for Takeoff
1. Locate the EOP for the expected runway from the OPT
2. Use appropriate resources such as CDU FIX pages and NAVRAD page to enhance EOP navigation awareness
3. Brief the PNF (prior to commencing the approach), as follows:
a) If we Go-Around (NORMAL OPS), I will call Go-Around I Flaps 20, Push the TO/GA Switch, Simultaneously apply Go-Around Thrust, Rotate towards 15 degrees, Call
THR TO/GA TO/GA, Positive Climb I Gear UP, above 400' engage LNAV, Acceleration Altitude is XXXX feet, and we will follow the Published MAP which is: .............. .
b) If we Go-Around (and have an Engine Failure), I will call Go-Around I Flaps 20, Push the TO/GA Switch, Simultaneously apply Go-Around Thrust, Rotate Towards 15
degrees, Call TH R TO/GA TO/GA, Positive Climb I Gear UP, above 400' engage TRK SEL, advise ATC _{MAYDAY lus EOP routing), fly to the Departure End of
Runway (DER), and follow the EOP which is:.. ... ... ..... .. ... ... Acceleration altitude is XXXX feet, HOWEVER, we can only accelerate once the TURN is complete
(OM-A 8.3.0.4.4.2 / FCTM 3.34)

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EMIRATES B‐777 08 March 2013

Section 2: General: June 201 O:

Airplane Flight Manual CAFM):

PmFORMA"ICEIOPERa.'l lONB(X)CUNENTS >\NO SOFTWARE

777 Performance and Operations

This is the recommended way how to deal with the MEL.

• Verify that the system controls are set correctly

Minimum Equipment List lMELl & Configuration Deviation List (COL)

Boeing Policy Emirates Policy

e. If you have communication with MCC then

• The Maximum Take-off Weight and or,

8 NM Runway-related FIX Runway Threshold FIX

)- This approach has been built MANUALLY:

RadarV ectoring Altitude

> Call "FLAPS 30, Landing Checklist" I Set VREF + 5

> Descend usingVS (set initialty-1000)

Section 10: OPT User Guide:

Enroute Performance Calculations during Normal Operations:

1. SHOW LAN DING Bezel Key - Select

2. SHOW ENROUTE Bezel Key - Select

Enter the Landing Airport I Landing Runway I Runway Condition

3. G/A % Field; This defaults to 2.5% but should be adjusted as follows :

4. LANDING WEIGHT Field: Enter the expected Landing Weight.

Approach Climb Methodology:

6. Possible Flagged Messages:

Predicted Enroute field length exceeds landing distance available

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