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applied too quickly or held too long may result in loss of lateral
and directional control.
Bank Angle Protection
The objective of the turn maneuver is to familiarize the pilot with airplane
handling characteristics beyond 35° of bank. During training, up to 45° of bank
may be used for this maneuver. It is not intended that the pilot should ever be
required to bank greater than 25° to 30° in any normal or non-normal condition.
With the autopilot OFF, initiate a turn beyond 35° of bank. Note that at
approximately 35° of bank, the protection system provides opposing forces to the
control wheel and that the PFD bank indicator turns amber. The protection forces
can be overridden by the pilot and maximum control wheel deflection always
commands maximum control surface deflection. Release the roll input and the
protection system returns the airplane back to 30° of bank or less and the bank
indicator returns to white.
Note: When flying with bank angle more than 30° the pilot must add control
column back pressure to maintain level flight.
Terrain Avoidance
The Ground Proximity Warning System (GPWS) PULL UP Warning occurs when
an unsafe distance or closure rate is detected with terrain below the airplane. The
Look-ahead terrain alerting (as installed) also provides an aural warning when an
unsafe distance is detected from terrain ahead of the airplane. Immediately
accomplish the Terrain Avoidance maneuver found in the non-normal maneuvers
section in the QRH.
Do not attempt to engage the autopilot and/or autothrottle until terrain clearance
is assured.
Terrain Avoidance during Low RNP Operations
During low RNP operations (RNP less than 0.3) in close proximity to terrain on
departure or approach, crews may experience occasional momentary terrain
caution-level alerts. If these alerts are of short duration and have ceased, crews
should verify they are on the required path and consider continuing the procedure
using LNAV and VNAV. Depending upon where initiation occurs, the risks of
terrain contact while executing a terrain avoidance maneuver may be higher than
continuing on the required track.
October 31, 2006
777/787 Flight Crew Training Manual
Maneuvers
Copyright © The Boeing Company. See title page for details.
FCT 777/787 Preliminary (TM) 7.25
Terrain warning-level alerts always require immediate action. The most
appropriate crew actions regarding airplane bank angle and track during a terrain
avoidance maneuver depend on where the maneuver is initiated. Operators should
determine the most appropriate course of action for each leg of the procedure, if
necessary, so crews are prepared to react correctly at all times.
Operators are encouraged to report nuisance ground proximity alerts to airport
authorities, Boeing, and to the appropriate avionics suppliers to enable appropriate
corrective action.
Traffic Alert and Collision Avoidance System (TCAS)
TCAS is designed to enhance crew awareness of nearby traffic and issue
advisories for timely visual acquisition or appropriate vertical flight path
maneuvers to avoid potential collisions. It is intended as a backup to visual
collision avoidance, application of right-of-way rules and ATC separation.
Use of TA/RA, TA Only, and Transponder Only Modes
TCAS operation should be initiated just before takeoff and continued until just
after landing. Whenever practical, the system should be operated in the TA/RA
mode to maximize system benefits. Operations in the Traffic Advisory (TA) Only
or TCAS Off (Transponder Only) modes, to prevent nuisance advisories and
display clutter, should be in accordance with operator policy.
The responsibility for avoiding collisions still remains with the flight crew and
ATC. Pilots should not become preoccupied with TCAS advisories and displays
at the expense of basic airplane control, normal visual lookout and other crew
duties.
Traffic Advisory (TA)
A Traffic Advisory (TA) occurs when nearby traffic meets system minimum
separation criteria, and is indicated aurally and visually on the TCAS traffic
display. A goal of the TA is to alert the pilot of the possibility of an RA. If a TA is
received, immediately accomplish the Traffic Avoidance maneuver in the QRH.
Maneuvers based solely on a TA may result in reduced separation and are not
recommended.
The TA ONLY mode may be appropriate under the following circumstances:
• during takeoff toward known nearby traffic (in visual contact) which
would cause an unwanted RA during initial climb
• during closely spaced parallel runway approaches
• when flying in known close proximity to other airplanes
　
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