Hi all,

 

I was looking for something pertaining to the 777 (can't remember what now) and I came across this 777 simulator training document from V Australia. I don't know anything about this organization, but I started reading the document and I am finding/learning some new interesting things about flying the 777. Just thought I'd throw it out here for anyone who is looking to learn more about the 777.

 

http://www.redskyventures.org/doc/general_aviation_resources/SOP-Practices-And-Techniques-1.9.HL_ExVirginOz.pdf

 

Richard

Thanks Richard!

I'm slow today - I just figured out this is Virgin Australia Airlines.  You're welcome Ivan, I'm enjoying reading and learning...

 

Richard

"Slow down, enjoy the emergency"

 

...LOL< great reading, cheers.

A veritable gold mine of extremely useful info. Fun to read and should clear up (hopefully) some of my bad habits :blush: . Thanks mucho!!!

 

Steve

Love 8.10 - Defuelling: If you are ever required to de-fuel the aircraft, best of luck to you.

Good catch Richard!

Howdy All

 

I'm glad you like the Practices & Techniques document. I came to V Australia (now Virgin Australia International) as the first 777 pilot and the first Check Captain in June 2006. We had just started training CRFO's (Cruise Relief First Officers, or Second Officers); the training was being conducted by Boeing and left a lot to be desired in terms of operational experience. The first version(s) of this document was called "Common Errors" but it has morphed over the years into what it is now.

 

Many of the discussion items in the document started as posts on www.infinidim.org (and vice versa). These days I tend to write more on Infinidim and then take across relevant items to more "official" documentation.

 

Apart from P&T, there is also an EICAS/ECL document which describes the pilots procedures implemented to manage the interrelationships between the two systems, which you might find interesting reading. Although much of what is described in there relates to two crew procedures, but the general techniques of NNM handling across the EICAS/ECL systems will hold true.

 

It's late here and I'm off early in the morning - but I'll put current copies of the P&T and EICAS/ECL documents onto Infinidim and link into here when I get to LA on Saturday morning (LA time).

 

By the way ... 5 days NEVER seemed like such a long time

 

Regards Ken Pascoe

 

P.S. Now that I have posting access - any idea why I can't change my signature for another week or so?

 

 

P.S. Now that I have posting access - any idea why I can't change my signature for another week or so?

 

That always confused me, honestly, especially because signatures are required in some subforums (to include this one).

 

Regardless, thanks for sharing that.

Ken - this is a great document.  Reading through it makes me feel like I have an IP sitting on the flight deck giving me pointers. I'll definitely be checking your other pieces out on Infinidim when you put them there.  Appreciate you sharing the knowledge!!

 

Richard

Ken - I just read your story about almost being left behind in Hong Kong back when you were a second officer on a 747-400 flight. Priceless....   Very entertaining read...

 

I highly recommend this and the story at the second link in which Captain Ken talks about a 777 flight he commanded from Abu Dahbi to Sydney (Suffice it to say he had some weight issues due to extreme temps)

 

http://www.infinidim.org/are-you-ready-to-close-doors-captain

 

http://www.infinidim.org/performance-limited-takeoff

 

Richard

Hi Richard

 

Regarding the CX flight - it wasn't quite so funny at the time ...

 

Try this one :

 

http://www.infinidim.org/im-so-glad-that-you-were-up-the-front-ken

 

Regards, Ken

Hi Ken,

 

are you guys still conducting simulator training at CAE in Silverwater (Sydney)?

 

PS: thanks for your invaluable input here....it's been a long time coming.

Thank you Richard!

Great stuff Ken, great stuff!!! I've even seen a picture of a B1 Bomber that was refueled incorrectly sitting w/ the gear in the air.

 

I also read "managing the mass". I'll be trying out your pointers tomorrow. 180 (flaps 5 speed ) to about one dot above the glide slope intercept then gear down at the intercept and if the speed is not building up Carry 180 to 1500 feet AGL, then gear down and flaps 20 and reduce to about VRef+5 at 1000 feet AGL flaps 25 or 30 If the speed starts building after the intercept, then I'll go w/ flaps 15 for increased drag.

 

My main problem now is that I tend to be at 160 at the intercept, and I carry that speed down to 1000 feet, but it looks like that would screw up ATC's separation requirements.

 

Richard