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Routine adherence to standard operating procedures and standard profiles can aid
in detecting a problem. Suspicion of some degree of gross or subtle incapacitation
should also be considered when a crewmember does not respond to any verbal
communication associated with a significant deviation from a standard procedure
or standard flight profile. Failure of any crewmember to respond to a second
request or a checklist response is cause for investigation.
If you do not feel well, let the other pilot know and let that pilot fly the airplane.
During flight, crewmembers should also be alert for incapacitation of the other
crewmember.
Crew Action Upon Confirming Pilot Incapacitation
If a pilot is confirmed to be incapacitated, the other pilot shall take over the
controls and check the position of essential controls and switches.
• after ensuring the airplane is under control, engage the autopilot to reduce
workload
• declare an emergency
• use the cabin crew (if available). When practical, try to restrain the
incapacitated pilot and slide the seat to the full-aft position. The shoulder
harness lock may be used to restrain the incapacitated pilot
• flight deck duties should be organized to prepare for landing
• consider using help from other pilots or crewmembers aboard the
airplane.
Turbulent Air Penetration
Severe turbulence should be avoided if at all possible. However, if severe
turbulence is encountered, use the turbulent air penetration procedure listed in the
Supplementary Procedures chapter of the FCOM. Turbulent air penetration speeds
provide high/low speed margins in severe turbulent air.
October 31, 2006
777/787 Flight Crew Training Manual
General Information
Copyright © The Boeing Company. See title page for details.
FCT 777/787 Preliminary (TM) 1.43
During manual flight, maintain wings level and smoothly control attitude. Use the
attitude indicator as the primary instrument. In extreme updrafts or downdrafts,
large altitude changes may occur. Do not use sudden or large control inputs. After
establishing the trim setting for penetration speed, do not change pitch trim. Allow
altitude and airspeed to vary and maintain attitude. However, do not allow the
airspeed to decrease and remain below the turbulent air penetration speed because
stall/buffet margin is reduced. Maneuver at bank angles below those normally
used. Set thrust for penetration speed and avoid large thrust changes. Flap
extension in an area of known turbulence should be delayed as long as possible
because the airplane can withstand higher gust loads with the flaps up.
Normally, no changes to cruise altitude or airspeed are required when
encountering moderate turbulence. If operating at cruise thrust limits, it may be
difficult to maintain cruise speed. If this occurs, select a higher thrust limit (if
available) or descend to a lower altitude.
Electronic Flight Control System
The 777 primary flight control system uses the primary flight computers (PFCs)
for airplane control in all three axes. Control in the roll and yaw axis operates
similar to a conventional design, where control surface movement is directly
proportional to the wheel or pedal movement. This is referred to as “surface
command.” Control in the pitch axis is accomplished through a “maneuver
demand” control law modified to include conventional speed stability.
With the “maneuver demand” control law, the pilot’s column inputs specify a
blend of pitch rate and “g” force that the PFCs accomplish by moving the elevator
and stabilizer. At low speeds the commanded maneuver is primarily defined by
pitch rate, and at high speeds by “g” force. When the pilot displaces the control
column, the elevator is automatically positioned by the PFCs to accomplish the
commanded maneuver. When the pilot relaxes the control column to neutral, the
PFCs generate no further pitch changes.
The major advantage of using a maneuver demand control law is that conventional
pitch handling characteristics, which increase pilot workload, can be minimized.
This makes the airplane easier to fly and provides a smoother ride for passengers.
Airplane pitch response is consistent throughout the c.g./gross weight range since
column inputs command a blend of pitch rate and “g” force instead of the
conventional elevator surface deflection. The elevator command for a given
column input decreases as the c.g. moves aft, to yield the consistent pitch rate and
“g” force.
October 31, 2006
777/787 Flight Crew Training Manual
General Information
Copyright © The Boeing Company. See title page for details.
　
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