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the 777 can exceed 4 gs under certain conditions of aircraft loading and CG position.
B. Maneuvers/Test Points
1. Simulated CFIT escape maneuvers flown at maximum landing weight and at an
approach speed of Vref +5 knots, gear down and flaps at maximum landing setting,
at a descent rate of 1500 fpm.
2. Simulated CFIT escape maneuvers flown at typical enroute descent speeds (250
and 300 KIAS as permissible), clean configuration, and a descent rate of 1500 fpm.
3. Aircraft fully instrument and capable of recording at a minimum: a, pitch and Q
(pitch rate), NZ, VC, H, and g.
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4. Maneuvers to be flown with a smooth pitch rate (target 3 degrees/sec) to a pitch
attitude of 17 degrees.
5. Maneuvers repeated with an aggressive (soft protections) respecting the PLI, or
full back stick (hard protections).
C. Test Methods
Ron Rogers, APEC Chairman, and three other members of the APEC Committee conducted
the 777-300 flight evaluation. The same individuals with the exception of Steve Stowe who
was not available, conducted the Airbus A330-200 evaluation. Ron Rogers is a Captain for
United Airlines on the A-320. Steve Stowe is a B767 first officer for Delta and a former USAF
test pilot. He headed the F-15 Strike Eagle program, and was Vice Commandant of the USAF
Test Pilot School. Terry Lutz is an A320 first officer for Northwest, a former USAF Test
Pilot School Instructor, and a former project pilot for Calspan Corporation. Joe Kohler is a
B747 captain for Northwest and a long time committee member. None of the evaluation pilots
were typed in either the B-777 or the A-330 although all the A330-200 evaluators had A-320
type ratings and considerable operational experience in the aircraft.
In preparation for the flight evaluations, work up sessions and test card validations were
performed in the respective engineering simulators. Extensive flight evaluations (over 2 hours
in the A-330-200 to almost 5 hours in the B-777-300) were conducted in both aircraft. Both
the engineering simulators and the test aircraft had extensive data collection capabilities.
IV. Discussion of Results
A. Airbus A330-200
The simulator evaluation was begun with an extensive series of CFIT recovery maneuvers.
The objectives were to find what might be the optimum recovery technique, to determine the
result of over or under controlling the recovery, and to determine the minimum altitude loss
during the recovery. Runs were accomplished in the PA (power approach; gear down and full
flaps, except as noted), and Clean (gear and flaps up) configurations, all from a 1500 fpm
descent. Recovery was initiated from a callout from the First Officer occurring at 10,000Õ,
with preparatory calls at 200Õ and 100Õ above the recovery altitude.
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AIRCRAFT TEST CARD
Capt Rogers
1. Ground ops and engine start
2. Taxi and ground handling evaluation
3. Normal takeoff at Flex power setting
4. Normal climb to 12,000Õ
5. CFIT maneuver sequence
Run # Speed Config Max pitch Pitch rate Notes
1. 143 Full/Dn 17.5 deg 4 deg/sec
2. Repeat 4 deg/sec
3. 143 Full/Dn 26.0 deg Full back stick to alpha floor
4. Repeat 3 deg/sec
5. 170 2/Up 17.5 deg 3 deg/sec Full speed brakes at entry
6. 170 2/Up 29.0 deg Full back stick to alpha floor
7. Repeat
8. 170 2/Up Full speed brakes, Full back
stick, 1.6g on cockpit meter
9. 254 Clean 3 deg/sec TOGA
10. 254 Clean 31.0 deg TOGA/Full back stick/1.8g
FO Lutz
6. Evaluate Dual Input modifications
7. Check roll mode time constant
8. Maximum aircraft performance capability
· Pull and roll simultaneously (11,000Õ, Flaps 3, 145KIAS,
392,000 lbs)
· Pull to 10 degrees nose high, then maximum pitch and roll commands
(Gear down, Flaps 3)
· Pull to alpha protections, then apply maximum roll command
9. Simulated engine failure, evaluate aircraft protections
Capt Kohler
10. Approach to stall (15,000Õ, Flaps 1+F, Idle power)
11. Approach to stall (15,000Õ, Gear Down, Flaps Full
12. Normal enroute descent
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13. Normal landing (Flaps Full, 500Õ lateral offset on final, maneuver at 500Õ
agl)
14. Simulated engine failure at V1
15. Single engine approach (Flaps 3)
16. Single engine go-around on short final
FO Lutz
17. Normal landing (Flaps Full, 500Õ lateral offset on final, maneuver at 500Õ
agl)
18. Simulated engine failure at V1
19. Two engine, Direct Law, Flaps 3, manual thrust landing
Capt Rogers
20. Normal landing (Flaps Full, 500Õ lateral offset on final, maneuver at 500Õ
　
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