Many of you have expressed thanks and a willingness to contribute to my efforts towards content, and development and maintenance of the EBA Overtime/Allowance and ATO Allowance Tax calculator. Note that this process begins AFTER the crew have identified that they have some kind of Engine Problem (“Engine Problem“) – as a result of the Pilot Flying calling for the Pilot Monitoring to “Identify the Failure.”. Sağdaki moda Compacted Mode adı verilir, kompakt mod aktif edildiğinde EICAS ekranında uçuş ekibi N1 ve EGT değerlerine ek olarak N2, Fuel Flow, Oil Pressure, Oil Temperature, Oil Quantity ve Vibration bilgilerini görebilir. ECAM is used on Airbus aircraft, while EICAS is the system used on aircraft such at the Boeing 737, 777 and 787, and also features on Embraer and Canadair (CRJ) aircraft. EICAS (Engine Indicating and Crew Alerting System) is the centralised system for monitoring the normal (NM) and non-normal (NNM) status of modern Boeing aircraft. The 777 is an EICAS driven aircraft. Boeing claims copyright in each page of this document only to the extent that the page contains copyrightable subject matter. For more detail on how this Procedure/Technique is used and the implications of the steps in the flowchart – see the training video in the link at the top. Night approach into Shanghai. When you take the breadth and depth of the scope of 777 operations throughout the world – it’s a big ask. – covers a variety of not-so-serious engine malfunctions such as an Engine Stall, various loss of engine control malfunctions such as Engine Surge, and the various Limit Exceedances of the engine’s operating parameters (rotor speed, temperature, etc); Finally, note that while most of the contents is applicable to all 777 models, a few items (such as 5.9 Engine In Flight Start Envelope) are specific to the B777-300ER with GE90 Engines. There are a number of other failures that we can leave outside this article, because there’s no real diagnosis required … such as …. This was one of the prime motivators for the change in the Boeing QRH Engine Malfunction condition statements. 777 or 748: If an EICAS warning or caution is annunciated, the associated electronic checklist (ECL) will be displayed on the lower MFD. 777 EICAS（Primary） 777 EICAS（Secondary） EFB/OITエレクトロニック・フライトバッグ ホイール&スティックのさまざまな形状 操縦桿 最重要コントロール卓を占めるエンジン推力制御レバー スラストレバー 747-400 Thrust Lever It’s a training tool to illustrate what is actually a very simple procedure/technique. The Runway is clearly visible ahead. – is an un-annunciated checklist, which means the condition statement(s) can be considered memory items since you need to know them from memory in order to know to call for the checklist (like all un-annunciated checklists); Before you get on your high horse – no I don’t pull this out in flight. This Procedure/Technique has now been adopted by several major International 777 operators. There are a broad range of possible engine malfunctions in the 777, some of which are clearly annunciated ([] ENG FAIL, [] ENG EEC MODE, [] ENG OIL PRESSURE, etc) – others that manifest only through EICAS (or other) engine indications. Definition Engine Indicating and Crew Alerting System (EICAS) is defined as is an aircraft system for displaying engine parameters and alerting crew to system configuration or faults. That’s drummed into us time and time again. Complete with POSKY Boeing 777 virtual cockpit. The memory items are unlikely to have a meaningful impact on the Airframe Vibration; but the Engine Severe Damage/Separation checklist attempts to assist with that later on. EICAS (Engine Indicating and Crew Alerting System) is the centralised system for monitoring the normal (NM) and non-normal (NNM) status of modern Boeing aircraft. I’ve updated it along the way as I became an instructor and it’s become more and more of a formal document along the way. Preflight Procedure 3. The 767-400ER flight deck upgrade offers The 767-400ER flight deck upgrade offers operators such benefits as reduced simulator and transition training, increased reliability, and common maintenance practices. But as usual, the devil is in the details. On EICAS equipped aircraft the "recommended remedial action" is called a checklist. The NP’s and your airline Flight Operations Manual document are overriding. Instead here I explain the philosophy behind EICAS and ECL, providing a consistent framework for all crew to use as a basis for handling EICAS messages, ECL NM and NNM checklists and NNM events in a consistent manner, using the best practice CRM/NTS principles of the modern multi crew cockpit. Aviation Photo #0280071 Boeing 777-31H - Emirates [ Medium Large] Tweet This photo is copyright protected and may not be used in any way without proper permission. Prior to (about 2006) – the traditional approach to diagnosing an engine malfunction was to review the EICAS instrument stack (as well as potentially external indications) and use those indications against the condition statements of the three checklists to identify which one was the best match. Checklists that aren't annunciated on the EICAS (eg Bomb Warning, Severe Engine Damage, etc) are also available through the … Read the messages, all of them or at least the highest level ones. The fire detection and extinguishing system of the B777 aircraft; B777 airplane engine has two fire detection loops: loop 1 and loop 2. Airline Pilot, B777, Flight Techniques, Flight Training, PracticesTechniques |. Boeing 777 EICAS’ının iki modu olduğunu biliyor muydunuz? Color de teclas: negro In short – when being asked to “Identify The Failure” – look at what you have now – not what came with the initial malfunction, and didn’t persist once the EECs had dealt with the failure for you. Another common question is that if we are no longer running [] Eng Svr Damage/Sep memory items for seized or otherwise “damaged” engines – this leaves us exposed to the option to re-start that engine as a result of running the [] ENG FAIL checklist. B. You may find some of the procedures and techniques documented here somewhat pedantic and stilted, but they are intended to produce a level playing field in the handling of NNM events across crew of varied language skills, company cultures, experience levels and degrees of fatigue – these procedures become second nature with repetition. Test BOEING 777 TEST DGAC. [] Eng Svr Damage/Sep A Jet Engine is a complex beast, and many common failures result from a breakdown of elements of that complex system, with a result that ranges from a small impact on the ability of the engine to produce thrust or maintain parameters within limits, to the sudden irrevocable seizing of one or more of the spinning components of the engine. 1. From left to right: Engine displays, Nav display (in map mode), PFD and clock. There are a a number of engine malfunctions which result in a clearly annunciated checklist that the pilot accepts as given and completes – but many engine malfunctions require you to choose between one of the following. – By implication – this checklist is usually only called for when the engine is running (no EICAS [] ENG FAIL). That’s drummed into us time and time again. Hydraulic Failures? Practices And Techniques | This section is not for inclusion in the manual. I noticed, there are two xml files named posky_eicas1 & posky_eicas2 inside the SimObjects\Airplanes\Boeing_777_200ER_OP\panel.777\posky777_glassgauge folder. I won’t be charging for anything I do or offer to others; but if you feel like throwing a few $$$ towards my efforts – that would be lovely, thanks. The response we received from Boeing confirmed the desire to minimise the use of memory items at low altitude and the reduced requirement to run either the Lim/Surge/Stall or the Severe Damage/Separation checklists for failures that result in engine speed below idle. Running memory items at low altitude is a high risk activity. Armed with the answer to these two (pretty simple) questions – you can now choose your checklist. A : Yes, this is what the checklist is for. This latter point is crucial. (best recognised through [] ENG FAIL on EICAS) A) All flight crew. The new paradigm (technique) consists of a mix of basic EICAS Prioritisation and a clarification of some basic axioms that we always knew, but perhaps we were not considering. EICAS prioritises messages (Warnings vs Cautions vs _Advisories) – so why shouldn’t you? How much more do you want? January 30, 2019 | As such this document is to be regarded as secondary in precedence to all these reference texts and should not be actively referred to with respect to operation of the aircraft. Before you read too much further – think for the moment about how you are diagnosing your engine malfunctions and making the choice to run memory items on them based on “damage” (N1/N2/N3 seized; Engine Vibration; or Airframe Vibration at the time of the failure) – is “your” technique fully documented and supported in the FCOM, FCTM? 1.- What must the aircrew do if using the portable halon fire extinguishers on the flight deck? Firstly, I went through the same angst you are in now back in 2008 when this first came through. [] ENG FAIL Read the messages, all of them or at least the highest level ones. Boeing 777 V2 Panel CHANGES TO aircraft.cfg The following details the differences between this aircraft.cfg and the default aircraft.cfg. Boeing also claims copyright in this document as a compilation and/or collective work. A. While subtle – these changes were actually a. But let’s look at the checklists for a moment. – also deals with the case where high airframe vibration remains after the engine has been secured. Moreover – un-annunciated checklists are called for based on the Condition Statements – if there is no Airframe Vibration, why are you running the memory items on your “damaged” engine? EPR+N1+EGT 2. Engine Vibration (as indicated on the EICAS VIB display) in an of itself is not a determinative factor in engine malfunction analysis. – allows for the possibility of an engine re-start (which the other checklists do not). – covers the scenario where a loss of engine thrust control has occurred, where thrust lever movement does not result in the appropriate engine thrust change; For many of the failures that we used to run memory items on – we now run the [] ENG FAIL checklist after the aircraft is clean and at a safe altitude. A couple of points on that …. Onto … The Flow Chart. – let the systems settle down (fluid/pressure loss) to see what you’re left with before rushing in and running checklists that may be soon be replaced as the aircraft sorts out what has gone on during the onset of the malfunction. – indicates that EECs have given up on relighting (fuel/ignitors) the engine, and closed both the Engine and Spar Fuel Valves; – another un-annunciated checklist (with a much shorter condition statement to remember); But for Engine Malfunctions – not always …. Exterior Inspection 2. Airline Pilot, B777, Flight Techniques, Flight Training, PracticesTechniques |, Engine Oil Pressure – a Simulator Scenario, a link to create an Account on TransferWise, V Australia 777 Delivery Flight : #1 Off Into The Night – 03:30 03Feb09. Once you’re past the condition statement (which uses “is” to indicate to look-at-what-you-have-now): In essence – the checklist questions back up the Two Question process above. Another significant result of this change is that whereas previously a “damaged” engine (N1 or N2 seizure, engine vibration during the failure, etc) would result in the Engine Fire Switch pulled at low altitude, under the new paradigm the Fire Switch will not be pulled at all. While some PMs would call out all the indications, a better approach was to highlight exceedances and other unusual indications that led towards a diagnosis (eg: “, Other external factors – Yaw/Rudder; Airframe Vibration; Light (night time) and Sound from the affected engine can also provide useful (. I can manage to configure like the second one, … While the checklist may offer the option – it’s the PF/Captain who is ultimately responsible for the decision to re-start an engine that has failed. In principle, securing a malfunctioning engine by memory at low altitude should not be a safety risk for a well trained crew. Electrical Power Up 6. An engine-indicating and crew-alerting system (EICAS)[1] is an integrated system used in modern aircraft to provide aircraft flight crew with instrumentation and crew annunciations for aircraft engines and other systems. You will also find some handling tips that have come from experience with the aircraft. It may be run as a single module or with the rest of the CRG modules. – appears on EICAS when the Engine Speed is below a minimum idle value; Now it’s here on Infinidim. The disclaimer below says it all – read at your own risk. For the most part, the occurrence of an EICAS annunciated checklist in the B777 leads pretty clearly to the Memory Items or the Checklist for that annunciation. A fire detection card monitors the loops for fires, overheat conditions, and faults. Follow this link for more info on the MAX displays Followi this link for more info on the MAX flightdeck MAX Display System, showing the F/O inboard and outboard displays. For reference – the original Engine Malfunction Checklists (and their conditions statements) are shown here. Actually it’s not quite this simple. When you are analysing the status of the aircraft/engine after a malfunction – look at what you have now – not what occurred during the failure. It’s a Busy Time for a Complicated Procedure. This presents a couple of new issues (such as whether to re-start the engine) but first let’s look at the checklist. These instruments are designed to run on a separate computer other than the main FSX computer. But it’s a change for the better, so why not consider it? Q : Isn’t a seized engine a damaged engine – so N2 Zero requires [] Eng Svr Damage/Sep Memory Items? Aircraft Documents 7. The 777 is an EICAS driven aircraft. This document Q : If the engine has failed, don’t we need to secure it? In any case – we are told that if you attempt to start an engine with a seized N2 – that start attempt will be un-successful anyway, and should not cause any further damage. Apart from the basic nine indications, instrument indications such as EGT can show abnormally (for the thrust required) low; abnormally high; show an exceedance – or that an exceedance has occurred but is not occurring now. For the worst of failures, with multiple systems, multiple messages, some summation might be called for. There have been plenty of examples before and since of aircraft that got into trouble running memory items at low altitude – and all Instructors have seen it go wrong in the simulator. Additionally this document incorporates techniques that have been developed and tested in conjunction with Simulator Training but not validated in operation of the aircraft, and must be read with caution. Sure about that? Seeing all this and not only analysing it correctly, but communicating it clearly to the Pilot Flying (who is, unsurprisingly, busy flying the plane with an engine failure shortly after takeoff low to the ground) in such a way that the PF can meaningfully confirm your analysis – is a neat skill that only comes with practice and good, clear documentation. I know of two other major international 777 carriers who are doing exactly this process – after much consultation with Boeing and their engine manufacturers. And then to add insult to injury – it makes sure that somehow you didn’t miss that your engine has fallen off. ステムを構成する装置の一つ。EICAS（アイキャス）と略される。 – an annunciated checklist; [] FIRE ENG Complete package for FSX only of the Project Open Sky B777-300ER in ANA livery, registration JA779A, cn-34894/631. [] ENG OIL PRESS But (Unusual) Airframe Vibrations combined with Unusual Engine Indications is textbook [] Eng Svr Damage/Sep. 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