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About Triple7

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  1. It's all about Aerowinx for me. Top quality product, support is within 12 hours but normally much less. Patches released immediately for changes requested by the user. It really is the gold standard.
  2. Triple7

    APU operations

    Hello.I'll admit I am wrong if it makes you feel better?However to admit I am wrong also means that the Flight Manual is also incorrect.To admit I am wrong also means that the procedures and techniques been taught to pilots during their type conversions, type ratings, line training, line checks, sim checks, etc are all wrong.That reminds me to let the CAA know to revoke the TRTO status of BA!Like I have said in my previous posts the information you are posting about the packs is the OLD procedure. It used to be correct, it no longer is. The CURRENT procedure is the one I outlined.However we will end up going around in circles. P.s. I notice on the checklist that you created on the speedbird online forum it says "packs ... OFF" ;)
  3. Triple7

    APU operations

    Qavion put it much better than me ! ;)
  4. Triple7

    APU operations

    Hello Lee,"Hmm, this is interesting! There must be conflict in the ranks! I also re-checked my information with the FO I flew with, in the BA 744 simulator with on my 50th birthday present in 2006. His information, along with that stated by my friend's wife who also flies the 744 for BA, is contrary to what you say here."There is no conflict in the ranks. The information you posted is wrong. "They both insist that packs 1 and 3 are turned OFF during start - unless there is a good reason for doing otherwise. So far neither of them can recall a time when they ever stared up with all packs OFF, neither did they carry out a takeoff with all packs OFF - again, packs 1 and 3 were left ON."That information is old. The procedure I outlined is the current procedure."They further confirm that takeoff is performed with packs 1 and 3 OFF unless the takeoff weight is over 300 metric tonnes (as you say)."Again old information."You don't give your name or any indication of what business you are in so I find it hard to accept your version stated here against the statements of my colleagues in the Airline."Personally I have no connection with BA. However the information I posted come from the BA Flight Manual (latest edition) and from a BA Senior, current, captain - oh who also happens to be a training captain for them too!Perhaps your friend FO could book in with him for some additional SOP training?"However, the disparity between these statements might just be down to the way some commanders fly, whilst the BA manual serves only as a guide to general practice."Err no. Things such as packs are SOPs and do not differ at all between commanders or crews."As well as three hours in the 744 sim at Cranebank, which was a 50th birthday present for me from my wife and BA friends - and sitting in the cockpit for the complete 11 hour 58 minute flight from Tokyo to Heathrow in July of 2000 - at no time did we ever use all packs OFF - in fact it was the pack 1 & 3 OFF regime that was used - also at Tokyo prior to startup and takeoff."Like I say that is the old procedure and not the current state of play."I suppose if you ask five BA line pilots the same question you may well get five different answers!"No you won't.Cheers
  5. Triple7

    APU operations

    Evening Lee,Sorry for the delay.The information I posted above was directly from the latest version of the BA flying manual, so is fairly correct.However in order to authenticate it I have just spoken to a current senior captain on the jumbo with BA.Start - ALL the packs are turned off.Takeoff - ALL the packs are on unless the TOW is greater than 300T. In which case they perform an 'APU to pack' takeoff, where the APU is left running for the T/O to provide pressurization, the left and right packs closed, and the isolation valves closed.APU - normally as a rule 2 minutes before turning on stand.Cheers
  6. Triple7

    APU operations

    >Also, just in case you didn't know, I read somewhere that>British Airways uses a somewhat special climb procedure out of>LHR on the 744:Noise Abatement Procedure1. Carry out standard takeoff procedure until 1,000ft AAL2. At 1,000ft AAL reduce power to full CLB power3. Speed intervene at flaps 10 minimum manoeuvring speed.4. Accelerate to flaps 10 minimum manoeuvring speed, restracting flaps to 10 on schedule5. Climb at flaps 10 minimum manoevring speed to the terminating altitude6. Terminate speed intervention and accelerate on schedule to en-route climb speed7. Once clean, reduce climb power to CLB1.
  7. Triple7

    APU operations

    Afternoon,For BA it is:(Note paraphrased to only contain Bleed/Electrical/Hydraulic Info)Electrical PowerBus Tie Switches ... AUTOAPU Selector ... STARTAPU Gen 1 and 2 AVAIL Lights ... ILLUMINATEDAPU Gen 1 and 2 Switches ... ONBleed AirAPU Bleed Air Switch ... ONL and R Isolation Valve Switches ... ONPack Control Selectors ... AS REQ'DEngine Bleed Swtiches ... ONPush / Start ProcedureWhen ATC and start clearance are obtained:Hydraulic Demand Pump Selector No. 4 ... AUXHydraulic Demand Pump Selector No. 1 ... AUX/AUTOOnce start approvedPacks ... OFFAfter Start ProcedureAPU Selector ... OFFHydraulic Demand Pump Selectors ... AUTOPack Control Switches ... NORMBefore Takeoff ChecklistAir Conditioning ... SETFor takeoff>300,000KgPack Control Switches ... OFFFor all other takeoffsPack Control Switches ... NORMAfter Takeoff ProcedurePack Control Switches ... NORMExcept where performance requires otherwise, after climb power set and prior to reaching 3000ft AAL, place one pack control selector to NORM. Allow time for cabin rate to stabilise then, place the remaining pack control selectors in NORM.After LandingAPU ... AS REQDFor fuel exonomy, delay starting the APU until approaching the apron.
  8. Triple7

    777 ILS

    Hello Thorbj
  9. Triple7

    757/777 dynamicsa

    Correct!However you still need to configure the aircraft correctly.What kind of speed are you trying to fly down the ILS?A more common approach would be to do 160kts till 4D with flaps 15/20 and gear down.Start slowing down at 5/4D and flaps 30.Maybe if you explain a normal approach with every action you take we can look into it for you?
  10. Triple7

    757/777 dynamicsa

    Hello,> 1) lower the gears (not advisable at 3000ft, usually rather at OM)You may use the gear at 3000ft.2) use the speedbrakes (not advised as well)You may use the speedbrakes on the ILS3) lower flaps (not the purpose of flaps)You may use the flaps at 3000ft4) combine all aboveThe correct approach.It should be as follows:Flap 5 should be selected prior to localiser interception.Select gear down and Flap 20 when the glide path is active, speed may then be reduced to Flap 20 recommended manoeuvring speed.It is permissible to use Flap 15 during the flight approach to enable a speed to be flown which is less than the Flap 5 manoeuvring speed, but is above the Flap 15/20 manoeuvring speed.At glide path interception select landing flap, normally Flap 30; select VREF+5 kts. Extension of Flap 30 at speeds in excess of VREF30+ 20 may cause flap load relief activation and excessive thrust changes. No additional wind correction is required to the final approach speed if the autothrottle is being used. When established on the glideslope, preset the missed approach altitude in the altitude window of the MCP.
  11. Triple7

    ILS approach 777

    Which airport is this?Does it have an ILS at both ends?
  12. Triple7

    Back Course Approaches

    Non-Precision ApproachesLocaliser Back BeamUse LNAV, TRK SEL or HDG SEL. Do not use the MCP LOC facility. If the Back Course approach is not included in the FMC approach procedures, insert the ILS frequency and its front course QDM into the NAV RAD page. Intermediate ApproachLateral Guidance: 1. Only intermediate approaches contained within the FMC may be flown using LNAV 2. Tracking to or holding at a database waypoint is permitted in LNAV 3. Non database procedure turns/tear drops and DME arcs, etc. must not be flown in LNAV. A navaid/waypoint and the appropriate radial/track may be inserted on the fix page to create a depiction of the procedure turn etc. on the ND. Use TRK or HDG and confirm correct execution of the procedure by the use of needles with DME and/or stopwatch. THese turns must be flown in TRK SEL or HDG SEL.Vertical Guidance:FLCH, V/S or FPA may be used as appropriate.During the descent to the FAF, select gear down, flaps 20 and reduce speed to VREF 30+20.Establish in the landing configuration prior to the final approach fix.Final ApproachLateral Guidance: 1. Approaches contained within the FMC database may be flown using LNAV. 2. For approaches not in the database; LNAV may be used provided the final approach track is aligned with the runway QDM and RWY with RWY EXT is selected in the FMC. There must be no other waypoints on the legs page between the RX point and the runway. The RX point should normaly be selected at a position coinvident with the final approach fix if one is available. The insertion of the inbound track must be achieved by line selecting "Xxx INTC" (where xx is the runway in use) on the DEP/ARR page (line select key 6R).Other required positions i.e. radio aids or reporting points should be depicited on the ND using the FMC fix pages.TRK SEL or HDG SEL must be used if the final approach is offset.Vertical GuidanceFPA is recommended, alternativly V/S may be used. After passing the final approach fix set the missed approach altitude in the MCP.
  13. Triple7


    Hello Clayton,The information I posted is from the British Airways flight manual and talking to a type rated T7 pilot. Not sure if it differs to other operators however?If you leave the autothrottle in all the way down it will automatically retard the throttles at 25ft. If not you must do it yourself.If you flare high and pitch up drastically you will float a long way down the runway. Big jets are meant to be flown into the deck rather than pussy footing around smooth landings :D. Although with my technique above you should get the results your hoping for.
  14. Triple7


    Hello Clayton,You are flaring a little too early and thus inducing the float. You are also closing the throttles waaay too early. Chop and Drop springs to mind :) Lastly I think you may be pitching up a bit too much.You should aim to flare at approx 20ft and pitch the nose up 1-2 degrees (from your current attitude). The autothrottle should close the throttles at 25ft, if the A/T is disengaged you should close the throttle at the same time as your flare.Michael
  15. Triple7

    DME on HSI (pic)

    Hello,Not all ILS procedures radiate a DME distance.MichaelB