GregL

Helicopter autorotative aerodynamics are a complex subject! The autorotative force is derived from the relative airflow gained from the vector between the rotational plane and the inflow airflow from below the disc. This resultant vector is further affected by horizontal inflow with forward speed. The S61 used to have an 'ideal' autorotation speed of 70kts IAS which produced a rate of descent of approximately 2500fpm. If the aircraft were to fly the autorotation faster or slower than this then the position on the drag curve would produce a higher rate of descent. Therefore, the closer to the 'ideal' you can get then the lower the rate of descent. If both aircraft are descending 'vertically' then the still air aircraft 'should' land first (for land read crash!) however if both are flying a correct profile then they would both have the same airspeed just the ground speed would be different thus the angle of descent would be different and the rate of descent the same.

I think my best was sub 20 minutes from Antigua to St Kitts. Visual all the way!

Antigua to St Kitts St Lucia to Tobago Antigua to Punta Cana Bahrain to Doha Abu Dhabi to Muscat Maldives to Colombo Quite a few of 'em

The real EFB is a pile of poo anyway. It's very clunky, slow and about as useful as a chocolate teapot. Most of ours have been disconnected. Now, maintenance functions within the ECL, that IS useful, somehow doubt they will appear any time soon though ;-)

Field performance and climbout performance will affect the V1/Vr split the most on the 777. Wet figures in particular will often give you a split. Also terrain constraints in the climbout and intersection departures will often give you a split on performance limiting runways such as Denver. The V speeds can be affected by using 'packs off' take off, 'improved climb' or 'full power' (selecting packs off takeoff will always give you a full power takeoff) to increase the TOPL (Take Off Performance Limit) to allow greater aircraft commercial loading from such performance limiting fields (Denver, Nairobi, Jo'Burg and Mexico City spring to mind!) The FMC will calculate the V figures based upon your weight, outside air temperature, flap setting and trim. These are overwritten by the EFB (if fitted) or computer generated figures. In our company it is forbidden to manually adjust the figures unless calculated from the performance manual for manually calculated V figures. I've been on the 777 for quite a while now and never heard of manually splitting the V figures to be able to call both the V1 and the Vr, neither would I, personally, allow it. Perhaps it is just either the Air Canada SOP or a personal foible of the Captain on the day. (edited to add the correct term TOPL)

It depends upon the operating procedures of the airline. We let the aircraft calculate the Vr and V2 speeds (the aircraft will not calculate v1) when the performance loading is complete then cross check it against a computer generated performance printout from the ACARS. The aircraft generated speeds must be within 3 knots of those provided by the performance computer over ACARS. If not then either the ACARS data sent to the performance computer was wrong or the weights entered into the FMC during the critical data setting procedure were wrong. This enables a cross checking of the take off data to be performed for safety. The performance figures generated by the computer over ACARS are always entered over the FMC generated figures. The MACTOW is entered and the trim setting checked against the stab green band. If the speeds for Vr and V2 are the same then you only need to confirm the FMC data by pressing the relevant LSK. V1 and Vr are often co-incident, the aircraft will call V1 and the non handling pilot will call rotate. On our aircraft there is no auto callout that I have ever heard for Vr. ( I don't know if it is there but disabled as there are a multitude of airline specific options on the 777 systems.) Hope that helps.

Absolutely correct! As Los Pilotos said, our company policy is 'Windshear go-around', apply full TOGA thrust (either manually or through the TOGA switches) then, if the A/P is engaged, monitor, if manually flying, pitch up to 15 degrees, and roll wings level. Ensure the speedbrake is stowed and maintain aircraft config. The gear doors create a massive amount of drag when they drop to let the wheels in, hence the advice is that, in the critical initial phase of the windshear, leave the gear down, the aircraft has enough grunt to overcome the gear drag. Windshear often has two components, especially in a microburst scenario, one going in and one going out with what appears to be normal performance in between. Glasgow often experiences turbulence windshear with a westerly wind as the wind comes down off of the high ground from the west. The standard profile is to fly the windshear until both the pilots are positive that the event has finished (both the primary and secondary) and then to convert the manoeuvre into a standard go-around by calling 'Go-Around, Flaps 20, Positive rate, gear up'. P.S. At most standard landing weights the thing goes up like a rocket!

It's a lovely machine, I might even be tempted out of my 777 shell for this one when we get it. Depending on the routes. Mind you, the idea of ETOPS 350, irrespective of the engine manufacture and the reliability, still gives me collywobbles!!!!! I do miss the table (not so much the 1980's Atari joystick though!).

I bet that one never gets a mention if you want food and a cuppa!!!

Generally it is advised that if you have PCA and the APU running, as is often the case, the packs will be selected off to avoid chattering the flapper valves due to dual input. As far as I am aware the APU generally has more oomph than PCA and, if the packs are left on, will override the PCA. Airbusman330, I've seen the dispatcher at ORD huffing onto the probe or cupping it around a cup of tea to try and get the PCA to blow colder!!!!! From the Fcom: So, as the PCA supplies the cabin distribution system directly there is no chattering and a NRV protects back pressuring of the PCA system if the packs are left in Auto. A self governing system. :-)

The above information on intercepting waypoints on specific headings is invaluable! Often, especially in the Caribbean, you will be asked to intercept beacons on specific radials and the way given by G-CIVA is excellent. Either that or you can drop the beacon into the FIX page and project a radial out and fly that, just don't forget to fly it in TRK and the computer will handle the drift for you! Happy landings.

Yep, that and the fact that the hoses are usually twisted and kinked therefore only letting about 25% of their potential throughput into the aircraft!

I'm not sure why but I know from friends that the Jumbo is a nightmare to cool on PCA and, when you add all the gated aircraft together, the PCA system probably simply isn't up to the heat and humidity. Just my thoughts (PCA doesn't work very well anywhere in my opinion)

A picture paints a thousand words (and avoids ambiguity as has been seen on another thread!!!!) So: Here you go, from the Fcom. the final intercept course is the LSK6R, it WILL drop all waypoints from your current position to that waypoint and give you an automatic extended centreline. Use it when in HDG SEL. Enjoy. Achieved with a single button press and execute.

Very true, this is normally down to noise and environmental issues. Something Hong Kong has never been too bothered about as far as the new airport is concerned!!!! :-D