Boeing 777 Pilot Operations Handbook

For use with X-Plane Flight Simulator only.

General Information: Boeing 777-200 / -200IGW / -300
IGW is Increased Gross Weight                        

				777-200			777-200IGW			777-300
Length			209'1"			209'1"				242'4"		
Wing Span	 	199'11"    		199'11"      		199'11" 	
Height	      	60'9"      		60'9"        		60'9"

Weights lbs: 	777-200    		777-200IGW  		777-300
Empty			302,900    		317,600     		347,900
Fuel         	208,630    		304,340     		304,340		   
Payload	     	120,450    		120,500     		142,000
MTOW 	from   	506,000    		580,000     		580,000    	Max Take-off Weight
      	to     	545,098    		648,000     		660,000                   
MLW		        445,079    		460,095     		524,095  	Max Landing Weight
MZFW         	420,000    		430,000     		495,000  	Max Zero Fuel Weight

Engines: 777-200 / -200IGW
2 * 377kN General Electric GE90-85B Turbofans (84,825 lb) Thrust
2 * 373kN Pratt & Whitney PW4084 Turbofans (84,000 lb)
2 * 384kN Rolls-Royce RR Trent 884 Turbofans (86,400 lb)
2 * 400kN Rolls-Royce RR Trent 892 Turbofans (90,000 lb) for 777-200IGW
777-300 
2 * 423kN General Electric GE90-95B Turbofans (95,175 lb) Thrust
2 * 436kN Pratt & Whitney PW4098 Turbofans (98,100 lb) thrust
2 * 423kN Rolls-Royce RR Trent 895 Turbofans (95,175 lb) thrust

Operating Performance: 777-200 / -200IGW / -300

Vno/Mno 330/0.84 KIAS Normal Operating Speed
Vmo/Mmo	350/0.85      Max. Operating Speed
Vne/Mne 511/0.87      Never Exceed Speed
Vat	Landing Speed @ Runway Threshold @ MLW full flap/Gear down

               * DO NOT Exceed 250 KIAS @ or Below 10,000ft Altitude.*

Take-off speed - See Table :
V1 is the go or no-go decision speed
VR is the rotation speed ie lift-off speed
V2 is the safe climb-out speed

ILS & Approach Speed -See Vref Speed Table :

Vat = 1.30 Vso (Vso is  stall speed @ full flap/gear down) 
For Approach Speeds Vapr add wind factor of 1/2 headwind component+gust (max 20 kts) 

Vref is the reference Landing speed @ a certain Flap/Weight settings
i.e. Vref30 is the Landing speed with flap 30¡ (Indicated Air Speed IAS)

Aircraft Weight			Flaps/KIAS			Take-off @ Flaps 15¡ 	  Flap Maneuver Speed					
kg		lbs.		Vref30¡ 25¡ 20¡				V1	Vr	V2			 0¡	 1¡	 5¡	15¡	20¡	25¡
300,000	 661,500		166	174	180	   			157	162	168			246	226	206	186	186	174
290,000	 639,450		164	171	177	   			153	159	165			244	224	204	184	184	171
280,000	 617,400		161	168	174	  	 		150	156	163			241	221	201	181	181	168
270,000	 595,350		157	165	171	   			147	153	160			237	217	197	177	177	165
260,000	 573,300		154	162	168	   			144	150	157			234	214	194	174	174	162
250,000	 551,250		151	159	164	   			140	146	154			231	211	191	171	171	159
240,000	 529,200		148	156	161	   			137	143	152			228	208	188	168	168	156
230,000	 507,150		145	152	158	   			133	139	149			225	205	185	165	165	152
220,000	 485,100		142	149	154	   			129	136	146			222	202	182	162	162	149
210,000	 463,050		139	145	150			   	125	132	143			219	199	179	159	159	145
200,000	 441,000		135	142	147			   	121	128	140			215	195	175	155	155	142
190,000	 418,950		132	138	143			   	116	125	136			212	192	172	152	152	138
180,000	 396,900		128	134	139				111 121	133			208	188	168	148	148	134
170,000	 374,850		124	131	135				106	117	130			204	184	164	144	144	131
160,000	 352,800		121	127	131				101	112	126			201	181	161	141	141	127
150,000	 330,750		117	123	127				 96	108	123			197	177	157	137	137	123
140,000	 308,700		113	118	123				 92	104	119			193	173	153	133	133	118


Flap Maneuver Speed		          Speeds Below Normal Cruise above FL240				
Flap		Speed KIAS				Alt from	to			Speed		
Flaps 0		Vref30+80	             FL240		FL299		250 KIAS		
Flaps 1		Vref30+60	             FL300		FL350		280 KIAS		
Flaps 5		Vref30+40	             FL350		Above		0.82 M		
Flaps 15	Vref30+20					
Flaps 20	Vref30+20					
Flaps 25	Vref25					
Flaps 30	Vref30

Flap Extension Speed Vfe

Flap	Vfe KIAS
1		255      
5		235		Take-off
15		215		Take-off
20		195		Take-off/Approach
25		185		Landing
30		170		Landing

Stall Speeds KIAS:

KG			Lbs.		Clean		Landing Vref30
140,000		308,700		128			 91
160,000		352,800		139			 97
180,000		396,900		147			103
200,000		441,000		155			108
220,000		485,100		163			114
240,000		529,200		171			119
260,000		573,300		178			123
280,000		617,400		186			129
300,000		661,500		194			134
                      


Cruise Level- Long Range	
		
KG			Lbs.		Alt From		To		Mach #
300,000		661,500		30,500		33,700		0.80 - 0.84
280,000		617,400		32,000		35,500		0.80 - 0.84
260,000		573,300		33,600		37,000		0.80 - 0.84
240,000		529,200		35,300		38,700		0.80 - 0.84
220,000		485,100		37,000		40,400		0.80 - 0.84
200,000		441,000		39,100		42,200		0.80 - 0.84
180,000		396,900		41,300		43,100		0.80 - 0.84
160,000		352,800		43,100		43,100		0.80 - 0.84

Max Altitude : 43,000'
Ceiling @ MTOW 36,800' , ETOPS Ceiling: 15,900' (One Engine Out)



                    * Do Not Exceed Max Cruise Speed *

When flying long routes (over 5hrs) with MTOW, climb to FL300 & hold Alt with cruise speed 0.80 - 0.81 Mach , then fly that level for 30-45 min. then climb to FL310 - 320 @500 fpm and so on until you reach FL350 @ 0.80 - 0.83 Mach
Try not exceed 91% N1 during cruise in order to have available thrust for emergencies & be more efficient with fuel burn. The reason I mentioned the above procedure with X-Plane is to avoid too much nose pitch up attitude which put the aircraft wing @ higher angle of attack causing speed bleed leading to a clean stall if you are not careful. 
The time taken between cruise climb is important because the aircraft will burn fuel (losing weight), your speed will gradually increase @ the same N1 setting , your aircraft pitch up will decrease helping you for the next cruise climb. Rate of climb at these alts should be between 300-800 fpm in order not to lose speed rapidly. The more you climb to FL350 the more the air density is less the better the engine fuel consumption (more range)& the less is thrust.
I usually output data for N1 on the screen & switch the EICAS (Engine Indicating and Crew Alerting System) to fuel management to observe aircraft status on fuel burn & range.
You should carry fuel enough for the flight + 40mis for diversions & emergencies i.e. if your trip is 5hrs long, you load fuel for the required 5hrs flight plus fuel for an extra 40 mins. You should know your aircraftÕs average fuel consumption for the type of engines fitted with in order to determine the fuel weight required for the flight. Remember that weight is drag, drag is more fuel burn which costs money (for virtual pilots flying for virtual airlines), so do not carry fuel more than you need. You have a destination to go to & MLW limit. You do not want to arrive to your destination with total weight above MLW!. 
    

FAR Field Lengths
					777-200			777-200IGW		777-300
Take-off			8,300'			10,004'			11,611'        
Landing				6,000'			 6,200'			 6,350'
Max. Range nm		3,780-4,930		 5,960-7,230	 5,380


CHECKLISTS :

Before Take-off:
Allowable Take-off Weight (MTOW or lower)		Checked
Vital Data										Checked
Flaps/Slats										Set
Flight Controls									Checked
Trim											Set
Autopilot Controls								Off
Transponder										Set


After Take-off :
Landing Gear		Up/Off
Flaps				UP
Altimeters			Set/CrossChecked


Descent Briefing:
Safety Altitudes-Trans Level
STAR-Approach
Runway State - Reverse - Brakes
Airfield
Go-Around - Diversion


Descent/Approach:
Landing Data		Set/Checked
Briefing			Confirmed
Vref				Set
Minima				Set
Trans Level
Altimeters			Set/CrossChecked


Final Landing :
Gear			Down/Green
Flaps/Slats		Set
Speed Brakes	Armed
ILS freq		Tuned
Autobrakes		Set


After Landing/Shutdown :
Strobes				Off
Stabilizers			Set
Speedbrakes			Down
Flaps/Slats			Up
Fuel Pump/Control	Off
Parking Brakes		Set


ROC		Rate Of Climb @ MTOW
Below 10,000ft max.500 - 1500 fpm @ 250kts	(fpm is Feet per minute)


Climb Speed above 10,000ft to Cruise Flight Level FL
1000 - 2000fpm	from FL100 - FL200 @ 260 - 350 KIAS
1000 - 1500fpm	from FL200 - FL250
 500 - 1000fpm	from FL250 - FL370


ROD		Rate Of Descent

From Cruise FL to 10,000ft hold 0.79 Mach until 290 kts, reduce thrust for 2500 fpm
Below 10,000ft rate of descent varies with ATC requirements, but is between 800 - 3000fpm
In normal conditions 250kts idle descent , then slow & configure speed so as to not add power until on Glide Slope.



Glide Slope descend is between 1500 - 500fpm depending on your situation
At Runway Threshold descend between 400 - 200fpm for a smooth touchdown landing ( A Greaser Landing).

ETOPS		Extended Twin engine OPerationS :

If an engine failure occur during cruise forcing an engine shutdown, fly a descend profile on the remaining engine to FL160 (16,000ft) & hold speed between 300 - 430kts. Do not forget to trim to compensate for your lost engine. The B777 can fly the remaining trip on one engine & land @ MLW or lower. 

The Boeing 777 is fitted with engines certified ETOPS for 180 minutes. This is very essential if you fly long routes over water i.e. LAX-Honolulu.
If both engines go out on you then apply EROPS rule ' Engines Refuse to Operate ,Please Swim':).


Did you know that the B777 outer engine diameter is approx. equals the fuselage dia of a Boeing 737 !!! & Did you know that the total horizontal tail area of B777 is approx. equal the total wing area of a B737 !!!

Flight Patterns :

Take-off

- Select Take-off Flap , Set LNAV (HDG SEL) / VNAV (VVI)
Autothrottle is set to desired speed 
- Thrust set by Manually advancing the thrust levers, when stabilized engage Autothrottle.
Take-off thrust by 80 knots , V1 , Vr Rotate aircraft to Max 8¡ pitch up attitude.
- When Positive Rate of Climb V2 : Gear Up & LNAV/HDG SEL/GPS engaged
VNAV /VVI engaged.
V2+15kts, or V2 to V2+15kts (1 engine)
Acceleration height , Flap retraction altitude (about 1000')
- Retract flaps on schedule (See Table)
- Climb Thrust (2 engines)
- Accelerate & Climb @ Vref30+80 kts (see Table)
- Flaps Up : Max Continous Thrust (1 engine)
After Take-off Checklist
- 3000' AGL : One engine or 2 engine climb speed.

ILS Approach:

On Radar Vectors:
- HDG SEL
- Appropriate pitch attitude.
Before Approaching Intercept Heading :
- LNAV/HDG SEL for Roll mode  , - VNAV/VVI for pitch mode.
- Flaps 1
Approaching Intercept Heading :
- Flaps 5
Intercept Heading: Arm APP
Localizer capture: Final Approach course heading
Glideslope Alive:
- Gear down
- Flaps 20 (Optional landing flaps 1engine)
- Arm Speedbrake
Glideslope Intercept (Fix LOM,MKR,DME):
- Landing Flaps (Optional Flaps (2 engine, optional 1 engine)
- Set Missed Approach Altitude
- Landing Checklist
Missed Approach:
- Max Thrust/Autothrottle
- Flaps 20 (Flaps 5 optional 1 engine)
- Go-around attitude
- Go-around thrust
- Positive Rate of Climb , Gear Up
- Above 400' select LNAV/HDG SEL
- At Flap retraction altitude, set speed for desired flap setting.
- Retract flaps on schedule 
- After flap retraction , select VNAV/VVI as required
- Verify tracking route & altitude capture
- After take-off checklist


Non-Precision Approach:

On Radar Vectors:
- HDG SEL
- Appropriate pitch attitude.
Before Approaching Intercept Heading :
- LNAV/HDG SEL for Roll mode  , - VNAV/VVI for pitch mode.
- Flaps 1
Approaching Intercept Heading :
- Flaps 5
Intercept Heading: Arm LNAV/HDG SEL
Inbound (1.5nm)
- Gear Down
- Flaps 20 (optional landing flaps 1 engine)
- Arm Speedbrake
- Set MDA
- Landing flaps (2 engine, optional 1 engine)
AT FAF Descend to MDA
- Monitor VNAV/VVI path
- Landing Checklist
Runway in sight:
- Intercept landing profile & disconnect Autopilot
- Disconnect Autothrottle (VNAV only)

At MDA: Minimum Descent Altitude
Set Missed approach altitude

Missed Approach:
- Max Thrust/Autothrottle
- Flaps 20 (Flaps 5 optional 1 engine)
- Go-around attitude
- Go-around thrust
- Positive Rate of Climb , Gear Up
- Above 400' select LNAV/HDG SEL
- At Flap retraction altitude, set speed for desired flap setting.
- Retract flaps on schedule 
- After flap retraction , select VNAV/VVI as required
- Verify tracking route & altitude capture
- After take-off checklist


Circling:

Configuration at MDA:
- Gear down
- Flaps 20 (landing flaps optional)
- Arm Speedbrake
Minimum Descent Altitude (MDA)
Approaching first half of the Circle:
- Landing flaps (if not previously selected)
- Landing checklist
Intercept Landing Profile & disconnect autopilot
Missed Approach:
- Max Thrust/Autothrottle
- Flaps 20 (Flaps 5 optional 1 engine)
- Go-around attitude
- Go-around thrust
- Positive Rate of Climb , Gear Up
- Above 400' select LNAV/HDG SEL
- At Flap retraction altitude, set speed for desired flap setting.
- Retract flaps on schedule 
- After flap retraction , select VNAV/VVI as required
- Verify tracking route & altitude capture
- After take-off checklist


Visual Traffic Pattern:
- Entering downwind , Flaps 5
- Maintain 1500' Alt & 2nm away/parallel from runway
- Prior to turning base
- Gear down
- Flaps 20
- Start descent as required
- During Base leg:
- Landing Flaps (2 engines , optional 1 engine)
- Landing Checklist
- Final should be between 700-500' altitude 
- Stabilized on profile
Go-around:
- Go-around thrust
- Go-around Altitude
- Flaps 20 (flaps 5 optional 1 engine)
- Positive rate of climb gear up
- Retract flaps on schedule
- Verify tracking route & altitude capture
- After take-off checklist  


Happy X-Flight

Mohammed Gazzawi         &   Sergio Santagada
magmail@qualitynet.net   &   santagada@tin.it

Designers of Quality Planes   xplane@tin.it

November 2000
